FR2533268A1 - Improvement to permanent steam motors and others enabling them to produce energy without consuming fuel - Google Patents

Abstract

a. This relates to an assembly of devices intended rationally and efficiently to superheat the steam immediately prior to and during energy release. Within a certain pressure and temperature range this solution enables motors thus designed to supply much more energy than they absorb and to produce, by means of a generator and electrical resistors which have been inserted, the heat required for their operation, that is for supplying themselves. b. This type of motor, shown in the diagram below will not consume any fuel and will not cause pollution. c. It can be used for all stationary or mobile work, propel all types of vehicles, in particular aircraft and submarines to which it will give a practically unlimited range of operation. In short it represents a complete, suitable and definitive solution to energy problems.

Description

- DESCRIPTION - (i)
IMPROVEMENTS ON PERANENT STEAM OR OTHER MOTORS
FOR PRODUCING ANERGY WITHOUT FUEL CONSUMPTION
All of the improvements that are the subject of the present invention aims to make the steam engines produce more energy than they absorb (which hitherto seemed utopian) by using in a rational and timely manner the characteristics of the superheated steam.

 Overheating by itself is not new, it was applied from the beginning of the century on almost all the locc -motives but always inopportune way so that the improvement of yield it brought was derisory by what she should have provided.

We will first clarify the difference in behavior between saturated steam and superheated steam in contact with a cold wall:
1) STEAM SATURRE: A part will be condensed but the temperature
-stage will remain constant.

2) SUPERHEATED STEAM: Specific heat alone
concerned there will be a temperature drop as long as
will exceed the dew point, then only the
temperature will remain constant but the effect of overheating
will have disappeared;
This overheating effect is a very fleeting one that needs to be used at the precise moment when the steam is supplying energy, which is the purpose of the present invention.

 In the locomotives the superheater was in the interior of the generator or boiler, the superheated steam had to go several meters in a tube not always insulated to reach the cylinder cooled adiabatically by the relaxation of the preceding cycle and whose piston rod, large diameter, was half the time of walking in the open air and ventilated9 to this resulted in losses by temperature drop that we tried to eliminate by means of all the devices subject of the present invention.

 FIG. 5 represents an engine operating according to the classi cycle of RANKINk: but equipped with these devices whose role is to superheat the steam immediately before and while it transfers energy and releases the energy contained therein.

The generator N FIG. 5 produces saturated steam under 11b at approximately 185 ° C., which is sent through a heat-insulated tube B in the superheater C FIG. 5 placed immediately before the inlet of the valve chamber, it leaves this superheater by D fig 5a) 85 C etrroe the resistance E fis 5 yes dIbvs a little this temperature just before the introduction of steam in the cylinc
F fig 5 which is heated by the resistance C fig 5 which encapsulates the head and maintains it at about 450 C.

 The cylinder head is heated by the resistors 17 and 18, FIG. 8, which is seen in section in FIG.

 By entering the cylinder by the valve H, the steam undergoes a rolling and a slight expansion, which have reached a temperature of.

lowering the temperature but at the same time it strikes violently-the face of the piston I fig 5 which is maintained around 450 C by the resistor placed behind and supplied by the terminals J and K fig 5 interconnected by the rods L and M fig 5, at this contact the steam will regain some degrees that it will retain during the push without relaxation, as the adiabatic drop of temperature caused by the relaxation it will be slowed by the radiation of the hot walls of the capacity in which this operation is carried out.

 Comparative Table A on page 3 indicates that one kilogram of saturated steam at 11 bar and 185oC can theoretically provide approximately 250000 kilogrammeters or 594 Mth for a consumption of 702 Mth while the same amount of superheated steam at 385oC in an engine equipped with devices The subject of the present invention will develop about 10 000 kilograms or 11959 Mth either in a RANKINE cycle motor as shown in Fig 5 or permanent steam according to the cycle covered by the French Patent 77-37433.

 Of course these are theoretical returns that will not be achievable in practice but the difference between the power absorbed and that produced is so great that in reality there will be far more energy available than it will This will be necessary to produce the electricity required to power the resis-tances constituting the heat source of such an engine, given that a copious and effective thermal insulation of all the hot parts will reduce the losses considerably.

 This kind of engine can not start by its own means is provided in R fig 5 an external power supply-Xvec inverters S fig 5 for heating regis.

-tances and a small disengageable engine T regime setting 5 fig 5 but can also, for this run temperature, drive the generator P fig 5 using a heat engine or other; The choice of energy source will often depend on lees and conditions of use.

The regulation is carried out as follows:
The safety valve U Fig 5, controlled by thermostat, being closed and the control valve X Fig 5, it is necessary to open the valve V fig 5 to establish a circuit in the engine; in the case of auxiliary electric power, switch on the different resistances and turn the motor-generator unit by means of the motor T fig 5
When the pressure in the steam generator reaches 11 bar and the temperature + 185oC at the outlet of the exhaust
W fig 5 the valve V fig 5 will be closed and the valve X fig 5 will be opened which will serve as control member, in the meantime the safety valve
U fig 5 has been opened by thermostat Y fig 5 calibrated + 16in (it will only disengage and stop the motor T fig 5 and then gradually transfer to the generator supply resistors from the external source by means of the inverters S fig 5. The engine O fig 5 will then run for the time that one wants, or even until complete wear, without conssommer fuel.

TABLE A
Quantity of energy that it is theoretically possible to obtain with 1 kilogram of water vapor, saturated or superheated, in different types of engines admitting this one
only during the quarter of the piston stroke.

Consumption of each of them.

<Tb>

<SEP><SEP> Types of <SEP><SEP>Engines><SEP> RANKINE <SEP> Cycle <SEP> Cycle to <SEP> vape- <SEP><SEP> RANKINE <SEP> Cycle
<tb><SEP> to <SEP> steam <SEP> -ur <SEP> permanent <SEP> to <SEP> steam
<tb><SEP> saturated <SEP> overheated <SEP> overheated
<tb><SEP> 185 C <SEP> to <SEP> 385 C <SEP> to <SEP> 385 C <SEP>
<tb> Heat <SEP> needed <SEP> for
<tb> produce <SEP> 1 <SEP> K <SEP> of <SEP> steam
<tb> to <SEP> 185 C <SEP> to <SEP> Starting <SEP> 702 <SEP> Mth <SEP> 702 <SEP> Mth
<tb><SEP> of water <SEP> to <SEP> 20 C
<tb> Heat <SEP> needed <SEP> for
<tb> overheat <SEP> this <SEP> 1CO <SEP> Mth. <SEP> 100 <SEP> Mth
<tb> steam <SEP> to <SEP> 385 C <SEP>
<tb> pressure <SEP> of <SEP> function- <SEP> ll <SEP> bar <SEP> 11 <SEP> bar &<SEP> li <SEP> bars
<tb> -ement
<tb> Volume <SEP> of <SEP> the <SEP> steam <SEP> 1, -7 <SEP> m3 <SEP> 34 <SEP> m3 <SEP> 34 <SEP> m3
<tb> Kilogrammetres <SEP> available
<tb> -bles <SEP> in <SEP> thrust <SEP> without <SEP> 170 <SEP> 000. <SEP> 3 <SEP> 400 <SEP> 000 <SEP> 3 <SEP> 400 <SEP> 000
<tb> relaxation
<tb> Kilogrammetres <SEP> Recovered - <SEP>
<tb> -les <SEP> in <SEP> relaxation <SEP> 85 <SEP> 000 <SEP> 1 <SEP> 700 <SEP> 000 <SEP> 1 <SEP> 700 <SEP> 000
<tb><SEP> Total <SEP> 255 <SEP> 000 <SEP> 5 <SEP> 100 <SEP> 000 <SEP> 5 <SEP> 100 <SEP> 000
<tb> Power <SEP> in <SEP> CV-hour <SEP> 0.94 <SEP> 18.88 <SEP> 18.88
<tb> Power <SEP> in
<tb><SEP> Kilowatt-hours <SEP> -C, 69 <SEP> 13.89 <SEP> 13.89
<tb><SEP> Equivalence <SEP> Thermal <SEP> 594 <SEP> Mth <SEP> 11 <SEP> 959 <SEP> Mth <SEP> 11 <SEP> 959 <SEP> Mth
<tb><SEP> A <SEP> DEDUIRE: <SEP> Power <SEP> theoretical <SEP> marriage
<tb><SEP> make <SEP> for <SEP> compress <SEP> the <SEP> steam
<tb><SEP> permancnte <SEP> from <SEP> 1 <SEP> to <SEP> 11 <SEP> bars <SEP> (1/20) <SEP> =
<tb><SEP> either <SEP> 0.69 <SEP> kilowatt-hour <SEP> or: <SEP> 598 <SEP> Mth
<tb><SEP> + <SEP> Heat <SEP> for <SEP> overheating <SEP> 100
<tb><SEP> Total <SEP> 698 <SEP> Mth
<tb><SEP> A <SEP> DkDUIRE: <SEP> Heat <SEP> absorbed <SEP> by <SEP> the
<tb><SEP> engine <SEP> to <SEP> cycle <SEP> RANKINE: <SEP> 702 <SEP> + <SEP> 100 <SEP> = <SEP> 802 <SEP> Mth
<Tb>
Regulating and variations of speed or power can be obtained in different ways without this changing the principle of the invention.

 The exhaust steam will be condensed in Z fig 5 and the resulting water reintroduced into the motor fluid circuit by the pump fig 5 and then preheated by the exhaust steam in 2 fig 5 before returning to the generator N fig 5 according to the well known process of the RANKINE cycle. A safety valve calibrated for example at 14 bar 3 fig 5 will charge in the condenser Z fig 5 in case of accidental overpressure.

 The generator N FIG. 5 will operate automatically, its multiple heating resisters Q FIG. 5, each powered by a pressure switch with an offset setting of about 100 millibars relative to each of the others, will maintain a nearly constant pressure whatever are the steam flows. In FIG. 5, the generator N is represented with three resistors but this number is not limiting since the quantity is generally determined by the power of the motor.

 A peculiarity of the engine is that even at full load the steam is admitted into the cylinder only during a part-only stroke of the piston (about 1/4 of this race) so that the thrust without relaxation and then the expansion is carried out in the same cylinder and not in multiple cylinders as was the case in compound machines.

Here is how the different phases of a cycle are decomposed:
Fig 1 shows the piston at top dead center. The stroke portion 4 fig 2 represents the opening time of the admission valve that is to say the thrust without relaxation. The detent running portion is shown in FIGS. 3 and 4, during this expansion the two valves are closed. The racing portion 6 fig 4 represents the start of the exhaust which must begin well before the arrival of the piston at the bottom dead center. the exhaust continues during the ascent of the piston 7 fig 4, it may be of interest especially in fast-speed engines (eg 3000 TM) to close the exhaust a few millimeters before the top dead center but this will be defined experimentally.

The opening and closing of the valves will have to be very fast, especially that of admission of which a system of command, not limiting, is represented by fig 6. The various devices of control of the valves are known enough so that it it is not necessary to detail them, it is however necessary to point out several peculiarities which relate to the present invention:
1) Large diameter cam with fast attack 8 fig 6.

2) Mechanism placed lower than the valves to retain
the lubricant.

3) Heating this lubricant to about 210oC to avoid
that steam seeping around the valve stem
come and condense in it and defile it,
For this purpose a thermometer connected to a plunger 9 fig 6 indicates the temperature, it can be raised by the resistor 1 fig 6.

 In large installations where powerful engines will operate continuously, a system of purification and automatic adjustment of the temperature can be provided as it already exists for the oil of the crankcase.

 The control mechanism of the exhaust valve shown in FIG. 7 also comprises a temperature tap 9 FIG. 7 a heating resistor 10 FIG. 7, as for the valve for the camshaft 14 FIG. is placed: beancoup lower than the valve 13 fig 6 so that the lubricant 15 fig 7 can be mai -tenu without loss in the housing 16 fig 7.

The need to hold the cylinder head very hot (4500 or more) to draw enough energy from the steam, and maintain a moderate temperature, consistent with good lubrication, of the cylinder portion serving to insure watertightness. and the guiding of the piston led to conceive:
A) On the one hand a cylinder in several parts.

B) On the other hand a long piston with a non-rubbing head and isolates
thermally.

 In FIG. 10, the head of the cylinder which is adjacent to the cylinder head 21 FIG. 10 is held around 4500.degree. C. by the resistor G FIG. 10, a ring 22 FIG. 10 in the form of a bad thermal conductor (for example, a fretted carborundum, a Saillechort, etc. ...) will defer heat transfer to the other part of the cylinder 23 i 10 in which the piston slides and whose temperature will deteriorate as it gets closer to the cooled part by the fins 24fig 10 thus allowing normal lubrication.

The non-rubbing head, between the points 28 and 25, is intended to move the very hot face of this piston away from the rubbing portion which is between the points 28 and 25 in order to maintain the greatest possible temperature difference between these two parts, moreover this non-rubbing head must be long enough to avoid that at the end of the stroke the rubbing part of the piston is in contact with the superheated wall of the cylinder and not even with the insulating ring thermal 22 fig 1 (
This arrangement, which is reminiscent of the plunger system used in some high pressure hydraulic pumps, has the disadvantage of considerably increasing the surface area of the walls in contact with the superheated steam, but it will be remedied by leaving only a very small gap between the non-rubbing portion of the piston and the wall of the cylinder, a 1/10 of m / m game for example hot will be sufficient and the volume of vai necessary to fill this space will be so small that this solution will not result in significant loss.

 It will be possible to simplify the manufacture of this engine eliminating the heating of the piston head, but in this case it will be strongly insulated with a lightweight material, resistant to high temperatures and shocks. more when this insulation is placed on the piston head as shown in Figs. 27, 11 - 12 and 17, therefore subjected to repeated pressure variations, it must be étanehe and nonporous but there is a commercial choice of products and carbon fiber-based composites and resins that are becoming ultra-light materials with outstanding mechanical properties up to more than 2000QC.

 This thermal insulation of the piston head can be carried out in various ways without this changing the principle of the invention which is to keep very hot the walls of the capacity in which the steam transmits or releases his energy.

Thus, FIG. 13 shows a piston with attached head 99 FIG. 13, which head is not necessarily of the same metal or material as the skirt is screwed to it on FIG. 13 and maintains an isothermal block 7 FIG. faces are polished or glazed or chromed with interior vacuum in 36 fig 13 according to the system
DEWAR, all the faces of this head 73 fig 13 must also be glazed even chromed to reduce the heat exchange by radiation.

 Finally, some sintered metals or some self-lubricating composite materials will probably make pistons hot rubbing head but in any case the fact of not heating the piston head will require a rise in steam temperature 550 or 600QC about E FIG. 5 or 30 and 52, FIG. 14 and 15, that is to say just before admission into the cylinder.

For this purpose the superheaters C fig 5 and 30 - 31 Fig 14 and 15 supplied with low voltage, for example 12 volts, are established so that the steam is in direct contact with the metal of the resistor which is intended to be maintained permanently at a temperature of about 1200 C, there will be no dificul to obtain steam at 600C or more is needed,
The intake chamber superheater FIG. 14 - 15 - 16 consists of a refractory block 31 FIG. 14 - 15 - 16 pierced with holes 32 FIG. 14 - 15 in which resistors 30 FIG. the particularity of being tubular which allows part of the steam to pass inside and thus increase the exchange surface for a given section.

 With square tubular resistors with a thickness of 2.5 m / m 5/100 m / m of thin metal, 20 m / m 2 of exchange surface per m / m of length is obtained. round wire of the same section: 0.5 m / m2 or with a diameter of 8/10 m / m will have only 2.5 m / m2 of exchange surface per m / m linear or 8 times less.

 Moreover, the small space existing between these resistors and the wall of the holes of the refractory block in which they are placed forces the steam to brush the outer wall of these resistances thus achieving an excellent heat exchange.

Partial heating of the piston head is possible but
to be effective the heating plate 27 fig 1? must be has
so as to be hit by the steam when it enters the 1st
cylinder as it is shown in 38 fig 12.

Finally the intake valve seat, where the steam ee
particularly laminated, can also be heated by a resident
flat, thin, as it is mothré in 39 fig 12
The rods M fig 5 and 17 power supply resistance
fig 5 and 17 heating the piston head can transmit the
current by their mass provided they are mounted on trunnions
or bearings that are not electrically conductive, or by one or
several insulated wires incorporated into them as we see ex
40 fig 18.

Provided that the generator P fig 5 has an exceder
power, ballast resistors can be mounted in
particular on the engines of vehicles so that at the stop of those
the engine is maintained in operating mode, these resistance
that will discharge their heat into the atmosphere will be disconnected
automatically as soon as a need for kinetic energy appears
this disconnection will be obtained by simple synchronization of
throttle and switch controls.

This description and the accompanying drawings do not
are not limiting, the different control systems, alPmeP
-tation etc ... can be established in any other way
programmed electronically without this changing the principal
of the invention which is to overheat the steam Just before and penc
it releases its energy so that the engine produces p)
of energy that it does not consume and that it self-feeds thermally
Engines made according to the principle of the present invention
type that we denominated to "Auto-Thermo-Food", do not consume
almost nothing, will bring a total solution, definitive, and no polluting to the agonizing energy problems which we undergird
currently in France, and in other countries of the world, the fags
consequences;
Insensitive to differences in altitude, this type of engine must
revolutionize air transport by giving airplanes a rayor
practically unlimited action, releasing the weight of the carbura
and lowering the cost price kilometer of the amount of this one
It does not absorb and rejects this type of engine.
-ser submariners in the same way as nuclear reactors ME
with a heat release about 20 times less and the disspa
-the radiation risks or other risks associated with this system.

In heating, operating generators
whose power range is not limited it can replace by
electric heating all fossil fuels or others
since the domestic heating Until the metallurgy in
go through the oven of the boulaggar, the brickyard, the cement factory and the
Vehicles powered by this engine, cars, trucks,
tractors ec.; .- can be equipped for mixed use
in a generator and heating your house at night
will keep going and will be ready for use the next day
morning for their normal use.

Claims (9)

REY: NDICATIONS and clear the one it contains. and in this capacity even as it transmits this energy before its introduction into the capacity where it transmits its superheated energy remotely into the generator that produces it but just  (1) Engine characterized by the fact that steam is not  where it transmits and releases its energy, which is crucial.  and other walls but these walls that overheat the steam at the moment  known until now it is not the steam that warms the cylinder  appropriate thermal insulation, which means that, unlike  high temperature (400gC and above) by a heating system and  part of the cylinder and the piston head, are maintained at a  (2) Device according to claim 1 characterized in that the walls of this capacity, circumscribed by the breech,  the fact that the heating of the steam generator, of the superheating system, and in particular of the walls of the capacity in which the steam releases its energy, is provided electrically, the current being supplied by a generator driven by the motor itself without other external input than that necessary for the setting in regime of this engine which will then be able to turn indefinitely autonomously and to supply energy without consuming fuel or fuel.  (3) Engine according to claims 1 and 2, characterized by  (4) Further to claims 1 - 2 - 3 this engine is also characterized by the fact that, even at full load, steam is admitted into the cylinder only during a part of the piston stroke (about 1/4 ) and during this time performs a thrust work without relaxation, and then releases by relaxation the energy it contains, these two distinct operations are thus effected in the same cylinder and not in multiple cylinders as is happening in the machines called "Compound".  (5) Device according to claim 3 characterized in that the metal component of some overheating resistors will be in direct contact with the vapor without interposed shielding, thin and tubular section so that the steam can circulate inside and outside this tube, thus doubling the exchange surface.  (6) According to claim 3 this device is characterized in that in idling the generator will debit on ballast resistors dispersing the heat produced in the atmosphere or employing it for useful purposes but demanding the engine a certain amount of energy that will keep it at its normal operating temperature and immediately available when needed, the disconnection of these resistors will, in principle, be synchronized with the throttle control.  (7) - Device according to claims 1-2-5 characterized in that the assembly comprises a safety system allowing the entry of steam into the engine when it has reached a temperature sufficient to prevent any condensation.  (8) Device according to claims 1-2-3 characterized in that a resistor will heat the low point or points of the assembly to prevent deposition of condensation water and the liquid shots that svensuivrait unless the low point is constituted by the generator itself.  (10) Engine according to claims 1-2-3 characterized in that its cylinder or cylinders are established in several parts: g) one, heated, form thrust chamber and trigger; 2) the other 5refr serves as a guide to the piston and ensures sealing; 3) a thermal insulating ring placed between these two parts brakes the transmission of cha from one to the other by conductivity.  (9) Device according to claim 3 characterized by the fa that the heating of the generator will be provided by multi plies resistors individually and automatically controlled by the pressure variati in this generator and so that the setting circ each of it is carried out at a pressure slightly different from others, for example from 0 to 100 millibars  (il) Engine according to claim 3, characterized in that the face of the piston in contact with the steam can be heated to around 400QC by a resistor supplied by hinged conductive rods 5.  (12) Engine according to claim 11 characterized in that it and equipped with pistons long non-rubbing head and thermally insulated to hold the face of this head at a very high temperature (over 400QC) while maintaining the skirt and segments at a temperature compatible with the constraints of lubrication this claim does not exclude the possibilities of using metals or self-lubricating materials.  (13) Engine according to claim 3 characterized in that it comprises one or more low-power resistors can be-to, when stopped, connected to the sector to maintain the whole temperature and allow a discount on the fast track.  (14) Engine according to claims 1-2-3 characterized in that the control mechanism of the valves is located below them in order to retain the lubricant.  (15) Device according to claim 14 characterized in that the lubricant will be maintained at a temperature above the point of condensation of the vapor.