US3820337A

US3820337A - Primary fuel burning apparatus

Info

Publication number: US3820337A
Application number: US00301970A
Authority: US
Inventors: S Martin
Original assignee: Individual
Current assignee: Individual
Priority date: 1972-10-30
Filing date: 1972-10-30
Publication date: 1974-06-28
Anticipated expiration: 1991-06-28

Abstract

A primary fuel burning apparatus to efficiently burn fuel and transfer the resulting work energy to secondary apparatus such as a motor, to perform useful work, such as powering a traveling vehicle. There is a burning unit comprising a cylinder having a reciprocating piston which defines in the cylinder a combustion chamber and an air pumping chamber. On a combustion stroke of the piston, air is forced from the air pumping chamber into a compressed air container, from which compressed air is in turn directed into the combustion chamber for subsequent combustion strokes. At the completion of the combustion stroke of the piston, a spring causes the piston to travel on a return stroke, forcing the gaseous combustion product from the combustion chamber into a combustion gas collecting chamber. The combustion gas is then selectively directed to a secondary unit, such as a turbine, an air motor, or an electrical generator, to perform useful work.

Description

United States Patent [191 Martin [111 3,820,337 [451 June 28, 1974 PRIMARY FUEL BURNING APPARATUS [76] Inventor: Stephen F. Martin, 23347 105th Ave., S.E., Kent, Wash. 98031 [22] Filed: Oct. 30, 1972 [21] Appl. No.: 301,970

521 n. s g. so/s99, 1 2319; [51] int. Cl. F0lb 21/00 [58] Field of Search 60/6, 15; 123/61, 62

[56] References Cited UNITED STATES PATENTS 1,342,108 6/1920 Hibner 123/61 V 1,904,070 4/1933 Morgan 60/15 2,123,009 7/1938 Johansson.. 60/15 2,339,848 l/1944 Feeney 123/62 2,403,395 7/1946 Prieto 123/62 ABSTRACT A primary fuel burning apparatus to efficiently burn fuel and transfer the resulting work energy to secondary apparatus such as a motor, to perform useful work, such as powering a traveling vehicle. There is a burning unit comprising a cylinder having a reciprocating piston which defines in the cylinder a combustion chamber and an air pumping chamber. On a combustion stroke of the piston, air is forced from the air pumping chamber into a compressed air container, from which compressed air is in turn directed into the combustion chamber for subsequent combustion strokes. At the completion of the combustion stroke of the piston, a spring causes the piston to travel on a return stroke, forcing the gaseous combustion product from the combustion chamber into a combustion gas collecting chamber. The combustion gas is then selectively directed'to a secondary unit, such as a turbine, an air motor, or an electrical generator, to perform useful work.

11 Claims, 4 Drawing Figures 4s 1 1 60 l so 1 3 3 11: J52

I22 50 24 54 38 1 w 43 v I 58 1 4o 42 I8) 2668 H4 PRIMARY FUEL BURNING APPARATUS BACKGROUND OF THE INVENTION 1. Field of the Invention This invention relates to a fuel burning apparatus to convert fuel energy into useful work, and more particularly to such an apparatus which utilizes the combustion gas from a primary unit to power a secondary unit to perform useful work, such as powering a traveling vehicle.

2. Description of the Prior Art Most present day ground traveling vehicles, such as automotive vehicles, utilize the conventional reciprocating internal combustion engine which translates the power of reciprocating pistons to a crank shaft, then through a transmission to supply motive power to the vehicle. In effect, the crank shaft is isolated from the energy of the combustion of the fuel-air mixture to the extent that after the combustion product of the fuel-air mixture moves the piston on its down stroke, the combustion gas is discharged uselessly into the atmosphere. Some of the power of the engine is unavoidably put back into the engine for cooling purposes. Also, since the-power input and rotational speed of the engine are so directly tied to the immediate speed and power requirements of the vehicle (e.g. idling, accelerating, decelerating, etc.) it is very difficult to obtain substantially complete combustion of the fuel and yet operate effectively over a wide range of operating conditions. The result is substantial discharge of pollutants into the atmosphere.

Various prior art patents have attempted to utilize the exhaust of a more or less conventional internal combustion engine to perform various auxiliary functions. For example, Jenkins, U.S. Pat. No. 818,967 utilizes the exhaust of an automobile to supply power to the steering apparatus of the automobile. Cole, U.S. Pat. No. 854,466 accumulates the exhaust of a conventional internal combustion engine in a reservoir which then acts to drive a secondary motor. Hole, U.S. Pat. No. 1,143,395, accumulates the exhaust from the automobile engine and uses it for such miscellaneouspurposes as supplying heat to a radiator, operating the engine starter, or operating the brakes of the vehicle. Morgan, U.S. Pat. No. 1,904,070 utilizes the exhaust gases of the motor to compress air and heat the same, the air being then directed into the combustion chamber of the motor. Johansson, U.S. Pat. No. 2,648,189, collects the exhaust gases from an engine to supply auxiliary power during start up of the engine. Rossi, U.S. Pat. No. 2,194,913, utilizes the engine exhaust to drive an air blower to cool the engine. In all of these prior art patents, the attempted utilization of exhaust power is detrimental to the operation of the engine because of the build-up of back pressure.

Concannon, U.S. Pat. No. 1,539,163, and Mock, U.S. Pat. No. 2,509,648, relate to the use of a thermostat water injection in an engine. Kellum, U.S. Pat. No. 1,038,598 and I-larrigan, U.S. Pat. No. 1,331,256, illustrate various concepts relating to control valves.

While the prior art cited above has provided auxiliary equipment for the purpose of enhancing the operation of an internal combustion engine, it does not truly attempt to provide an energy conversion apparatus which eliminates the need for the conventional internal combustion engine. Thus, it is an object of the present in- III! vention to provide a primary energy conversion apparatus (i.e.' fuel burner) applicable for use in a powered vehicle or other applications, which apparatus provides a desirable balance with regard to such features as simplicity of construction, low friction, weight, noise reduction, maintenance, compactness, lubrication, adaptability to various operating conditions, facility for power take-off or auxiliary functions, etc. This apparatus can operate effectively at a much lower rate of cycles per minute and in a much higher range of operating temperature thereby effecting a more complete combustion of the fuel to obtain more power while reducing the pollutants. Also, apparatus captures the heat energy of the combustion and converts it to additional power to be used by a secondary motor. Also, this apparatus can operate on a variety of simple fuels, none of which need the toxic additives commonly used.

SUMMARY OF THE INVENTION In the present invention, there is a primary unit comprising a housing with a piston therein defining a combustion chamber and an air pumping chamber. On a combustion stroke of the piston, air is compressed in the pumping chamber and directed into a compressed air container, from which compressed air is delivered into the combustion chamber for subsequent combus tion strokes. Energy storing return means, such as spring means, causes the piston to move back on its return stroke to direct combustion gas from the combustion chamber into a combustion gas collecting means, from which the combustion gas is directed to a secondary power unit, such as a turbine, air motor, electrical generator, etc., to perform useful work, such as supplying motive power to a traveling vehicle. In the preferred form, a thermostat provides for selective addition of water into the combustion chamber in a waterair mixture, to maintain a proper operating temperature of the engine, with the water turning to steam in the combustion chamber to provide additional working gas. This selective use of the water-air mixture will continue until the thermostat senses the low limit of the operating temperature range and causes the switch back to the fuel-air mixture.

BRIEF DESCRIPTION OF THE DRAWING FIG. 1 is a semi schematic view illustrating the apparatus of the present invention with the piston of the primary unit at the beginning of its combustion stroke;

FIG. 2 is a view similar to FIG. 1, showing the piston traveling through an initial portion of the combustion stroke;

FIG. 3 is a view similar to the previous views, showing the piston at the completion of its combustion stroke; and

FIG. 4 is a view similar to the previous views, illustrating the piston moving on its return stroke.

DESCRIPTION OF THE PREFERRED EMBODIMENT With reference to the accompanying drawing, the apparatus of the present invention is generally designated 10, and comprises a primary combustion unit 12 which is made up of a housing 14 having an interior 16 in which is mounted a reciprocating piston 18. Attached to the piston 18 is an upstanding rod 20 which extends through the top wall 22 of the housing 14. The piston l8 divides the interior 16 of the housing 14 into an upper combustion chamber 24 and a lower air pumping chamber 26.

In a bottom wall 28 of the housing 14, there is an inlet check valve 30 which permits ambient air to flow into the chamber 26, and an outlet check valve 32 which permits the discharge of compressed air from the chamber 26. The outlet check valve 32 connects through a line 34 to a compressed air container 36. Leading from the compressed air container 36 is an outlet control valve 38 which in turn leads through a line 40 to a charge forming device 42, which in turn is connected through a check valve 43 to the combustion chamber 24.

There is a fuel tank, indicated schematically at 44 and a water supply 46 which are connected through a two-way valve 48 to the charge forming device 42. The valve 48 functions either to transmit fuel alone to the charge forming device 42, or direct water alone to the device 42. The valve 48 is in turn controlled by a thermostat 50 operatively connected to the top wall 22 of the housing 14. Leading from the combustion chamber 24 through the top wall 22 of the housing 14, is a combustion gas outlet valve 52 which leads through a line 54 to a combustion gas collector or container 56. A control valve 58 leads from the container 56 to a suitable secondary power source such as the turbine 60.

Mounted in the top wall 22 of the housing 14 is a suitable ignition source 68 to cause combustion of a fuelair mixture in the combustion chamber 24, such combustion causing the piston 18 to travel downwardly on its combustion stroke. To cause the piston 18 to move upwardly on its return stroke, there is shown semischematically. an energy restoring return means illustrated as a compression spring 70 mounted concentrically around the aforementioned piston rod 20. As shown, this spring 70 is compressed between the top wall 22 of the housing 14 and an expanded head portion 72 at the top of the rod 20. However, it is to be understood that'in actual construction of this apparatus such a spring means would very likely be in a different arrangement more suitable to resolve potential problems such as preventing breaking under fatigue, etc. Also, while the energy storing return means is shown herein as the spring 70, other means which function to store energy during one portion of a cyclic motion and return such energy back to the system on another portion of a cyclic motion could be substituted for the spring 70. For example, a compressed air cylinder with a reciprocating piston could be used instead of a spring arrangement.

The operation of the present invention can best be understood with reference to the sequential drawings of FIGS. 1-4. In FIG. 1, the piston 18 is shown in its uppermost position, about to begin its down stroke (i.e. combustion stroke). Initial downward movement of the piston 18 is accomplished by opening the control valve 38 to permit compressed air from the container 36 to move through the charge forming device 42 to pick up a charge of fuel or water and pressurize the chamber 24. The pressure in the container 36 is maintained at a sufficiently high level to overcome the force of the spring 70 and move the, piston 18 downwardly. Opening of the valve 38 is accomplished by suitable control means, such a control means being indicated schematically at 73 as a switch operated by closing of the valve 52. As will be described more fully hereinafter, there is a contact switch 74 which causes the combustion gas outlet valve 52 to close at the time that the piston 18 reaches its upper limit of travel.

With reference to FIG. 2, when the piston '18 has been forced downwardly by the pressure in the chamber 24 a sufficient distance so that there is an adequate charge of a fuel-air mixture in the chamber 24, a contact switch 76 is engaged by the head 72 to close the valve 38. Closure of the valve 38 causes a contact switch 77 to close and activate the igniter (e.g. a spark plug) to cause combustion of the fuel-air mixture in the chamber 24. The combustion of the fuel-air mixture causes the piston 18 to continue travel downwardly on its combustion stroke, to compress air in the chamber 26, with the check valve 30 being arranged to prevent any outflow of air therethrough. To provide electrical power for the ignition, the various switches and the solenoid operated valves, there is a battery or other suitable power source which is not shown on the drawing for clarity of illustration. It should be understood that an automatic electric timer can be used to activate the valves in their proper sequence during the cycle. This timer would replace the several switches which were shown on the drawing in a manner to simplify the explanation. The broken lines in the drawing denote electrical connections between the component s indicated.

With reference to FIG. 3, the piston 18 is shown at the completion of the combustion stroke, positioned closely adjacent the lower wall 28 of the housing 14. In the latter portion of the combustion stroke of the piston 18, the air pressure in the chamber 26 reaches a sufficiently high level, so that a charge of compressed air is forced through the check valve 32 to supply additional compressed air to the container 36. As the piston 18 reaches the lower extremity of its stroke, the head 72 engages a contact switch 78, which causes the valve 52 to open. The spring 70, having been compressed by the downward movement of the piston 18, then begins to push the piston 18 upwardly to force the combustion gas in the chamber 24 out through the valve 52 into the tank 56. As shown in FIG. 4, as the piston 18 moves upwardly, additional air is drawn into the chamber 26 through the inlet check valve 30, as the combustion gas is forced into the collector 56. When the piston 18 reaches its upper limit of travel, the head 72 engages the switch 74 to close the valve 52 and initiate another cycle of travel of the piston 18.

As power is needed, the power control valve 58 is selectively opened to the desired degree to cause the combustion gas to flow from the collector 56 to the secondary power unit, which is shown herein as a turbine 60. This turbine 60 then acts through its output shaft to perform useful work, such as powering the drive wheels of an automobile. It is to be understood that some other secondary power unit could be substituted for the turbine 60, such as an air motor, an electric generator to power one or moreelectric motors, etc.

In the event that the power requirement is zero or very low (e.g. when the automobile is motionless at a stoplight), the control valve 58 is closed or moved to a near closed position. In this event, the pressure of the combustion gas in the collector 56 builds up until it is sufficiently high that the force of the spring is unable to force any more combustion gas into the collector 56. At this stage, the piston 18 stalls at some intermediate position, and does not return to its uppermost position until more combustion gas is discharged from the collector 56 through the valve 58. Thus there would be no consumption of fuel while the automobile is stationary as contrasted with the conventional internal combustion engine which burns fuel when it is idling.

The function of the thermostat 50 is to selectively operate the valve 48 to intermittently admit either fuel or water, along with the air blast, to enter the combustion chamber. When valve 48 is directed to the fuel-air mixture, it also admits a very small quantity of water, but the quantity is not so great that it interferes with'the combustion of the fuel. When the valve 48 is directed to the water-air mixture, it admits a larger quantity of water, without any fuel, and continues to do so on successive cycles until the thermostat senses that the unit has cooled down to within the operating temperature range. The thermostat acts through suitable means, such as switch 80, to accomplish'this function.

It should be noted that since all of the air which is discharged from the air compression chamber 26 is fed to the collector 36 back into the combustion chamber 24 on subsequent cycles of the piston 18, the work performed by compressing the air in the chamber 26 is, less frictional and heat losses, transferred directly back to the piston 18 on subsequent cycles thereof. Further, as the piston moves downward during the combustion stroke the connected spring causes a progressively increasing pressure on the burning gases in the combustion chamber thereby enhancing their combustion. Also, it should be noted that in broader terms, the function of the spring means 70 or its equivalent is to store as potential energy the energy generated by the combustion of the fuel-air mixture moving the piston 18 downwardly on the combustion stroke. This potential energy is then returned to the piston 18 as kinetic energy to move the piston upwardly to cause the combustion gas to be pressurized and forced into the collector 56. Thus, the energy from the spring means 70 or its equivalent is transferred as potential energy into the compressed combustion gas in the collector 56, which can then be utilized as required to perform the useful work, which as illustrated herein is to drive the turbine 60.

What is claimed is:

l. A fuel burning apparatus to convert fuel energy into useful work, said apparatus comprising:

a. a housing having an interior,

b. a piston mounted for reciprocating motion in said housing along a path having a first combustion stroke and a second return stroke, said piston dividing the interior of said housing into a first combustion chamber and a second air pumping chamber,

c. first valve means providing a first air inlet and a first air outlet for said second chamber,

d. first compressed air containing means adapted to receive compressed air from said first air outlet means,

e. second inlet means to direct fuel and compressed air from said first containing means into said combustion chamber for combustion therein to move said piston means along its combustion stroke to compress air in said second chamber and deliver compressed air to said first containing means,

f. energy storing return means operatively connected to said piston means and arranged to receive an energy input from said piston on its combustion stroke and transmit said energy input back to said piston to cause said piston to move along its return stroke, said energy storing return means being characterized in being capableof storing the major energy output of said piston on its combustion stroke, and transmitting said major energy output back to said piston on its return stroke to in turn impart said major energy output back to combustion gas in said combustion chamber, and

g. combustion gas collecting means arranged to receive said combustion gas under pressure from said combustion chamber on the return stroke of the piston, whereby said combustion gas is thus collected under pressure so that it can be directed to perform useful work.

2. The apparatus as recited in claim 1, wherein said energy storing return means comprises a compressible energy storing means which is compressed on the combustion stroke of said piston, and which expands on a return stroke of the piston to supply energy thereto to move said piston along its return stroke.

3. The apparatus as recited in claim 1, wherein said energy storing means is spring means which is distorted on the combustion stroke of said piston.

4. The apparatus as recited in claim 3, wherein said spring means is arranged to be compressed upon the combustion stroke of said piston.

5. The apparatus as recited in claim 3, wherein there is rod means attached to said piston and extending through said housing, and said spring means is operatively connected to said rod means, whereby said spring means is distorted upon the combustion stroke of said piston.

6. The apparatus as recited in claim 1, wherein there is thermostat means ananged to be responsive to a temperature value related to temperature in said combustion chamber, and there is means to inject water into said combustion chamber, said injecting means being responsive to said thermostat means, whereby water is injected into the combustion chamber when said temperature value reaches a predetermined level.

7. The apparatus as recited in claim 1, wherein there is valve means leading from said compressed air container to said combustion chamber and second valve means leading from said combustion chamber to said collecting means, and first control means responsive to said second valve means closing as said piston moves to its upper position to open said first valve means so that compressed air is directed to said combustion chamber to initiate downward movement of said piston.

8. The apparatus as recited in claim 7, wherein there is ignition means to cause ignition of fuel-air mixture in said combustion chamber, and second control means to activate said ignition means upon said piston reaching a predetermined position moderately below its upper position to close said first valve means.

9. The apparatus as recited in claim 8, wherein said second control means includes third control means arranged to close the first valve means uponsaid piston reaching said position moderately below its upper position.

10. The apparatus as recited in claim 1, wherein there is a secondary power source to receive gas through said gas collecting means to perform useful work.

11. A fuel burning apparatus to convert fuel energy into useful work, such as powering a ground traveling vehicle, said apparatus comprising:

d. a first air outlet leading from said second chamber,

e. a first compressed air containing means adapted to receive compressed air from said second chamber through said first air outlet,

f. a first compressed air outlet valve leading from said first containing means,

g. a charge forming device to receive compressed air from said first containing means through said outlet valve,

h. a fuel valve to selectively feed fuel with the optional feeding of water to said charge forming device,

i. thermostat means arranged to be responsive to a temperature value related to temperature in said combustion chamber, said fuel control valve being responsive to said thermostat means to inject water into said charge forming device when said temperature value reaches a predetermined level,

j. a combustion gas outlet valve leading from said first combustion chamber,

k. a combustion gas collector arranged to receive combustion gas under pressure from said combustion chamber on the return stroke of the piston, whereby said combustion gas is thus collected under pressure so that it can be directed to perform useful work,

1. spring means operatively connected to said piston so as to be distorted during the combustion stroke of the piston so that energy is stored in said spring means, said spring means functioning to move said piston on its return stroke to force combustion gas from said first combustion chamber into said combustion gas collector,

m. first control means arranged to close said third combustion gas outlet valve and open said first compressed air outlet valve when said piston is at an upper position,

11. an igniter arranged to cause ignition of a fuel-air mixture in said first combustion chamber,

0. second control means arranged to close said compressed air outlet valve and activate said igniter when said piston has moved a moderate distance down from its upper position,

p. third control means arranged to open said combustion gas outlet valve when said piston is at a lower position, and

q. a selectively operable outlet valve leading from said combustion gas collector to direct combustion gas from said combustion gas collector to perform useful work.

Claims

1. A fuel burning apparatus to convert fuel energy into useful work, said apparatus comprising: a. a housing having an interior, b. a piston mounted for reciprocating motion in said housing along a path having a first combustion stroke and a second return stroke, said piston dividing the interior of said housing into a first combustion chamber and a second air pumping chamber, c. first valve means providing a first air inlet and a first air outlet for said second chamber, d. first compressed air containing means adapted to receive compressed air from said first air outlet means, e. second inlet means to direct fuel and compressed air from said first containing means into said combustion chamber for combustion therein to move said piston means along its combustion stroke to compress air in said second chamber and deliver compressed air to said first containing means, f. energy storing return means operatively connected to said piston means and arranged to receive an energy input from said piston on its combustion stroke and transmit said energy input back to said piston to cause said piston to move along its return stroke, said energy storing return means being characterized in being capable of storing the major energy output of said piston on its combustion stroke, and transmitting said major energy output back to said piston on its return stroke to in turn impart said major energy output back to combustion gas in said combustion chamber, and g. combustion gas collecting means arranged to receive said combustion gas under pressure from said combustion chamber on the return stroke of the piston, whereby said combustion gas is thus collected under pressure so that it can be directed to perform useful work.

6. The apparatus as recited in claim 1, wherein there is thermostat means arranged to be responsive to a temperature value related to temperature in said combustion chamber, and there is means to inject water into said combustion chamber, said injecting means being responsive to said thermostat means, whereby water is injected into the combustion chamber when said temperature value reaches a predetermined level.

9. The apparatus as recited in claim 8, wherein said second control means includes third control means arranged to close the first valve means upon said piston reaching said position moderately below its upper position.

11. A fuel burning apparatus to convert fuel energy into useful work, such as powering a ground traveling vehicle, said apparatus comprising: a. a housing having an interior, b. a piston mounted for reciprocating motion in said housing along a path having a first combustion stroke and a second return stroke, said piston dividing the interior of said housing into a first combustion chamber and a second air compressing chamber, c. a first air inlet leading into said second chamber, d. a first air outlet leading from said second chamber, e. a first compressed air containing means adapted to receive compressed air from said second chamber through said first air outlet, f. a first compressed air outlet valve leading from said first containing means, g. a charge forming device to receive compressed air from said first containing means through said outlet valve, h. a fuel valve to selectively feed fuel with the optional feeding of water to said charge forming device, i. thermostat means arranged to be responsive to a temperature value related to temperature in said combustion chamber, said fuel control valve being responsive to said thermostat means to inject water into said charge forming device when said temperature value reaches a predetermined level, j. a combustion gas outlet valve leading from said first combustion chamber, k. a combustion gas collector arranged to receive combustion gas under pressure from said combustion chamber on the return stroke of the piston, whereby said combustion gas is thus collected under pressure so that it can be directed to perform useful work, l. spring means operatively connected to said piston so as to be distorted during the combustion stroke of the piston so that energy is stored in said spring means, said spring means functioning to move said piston on its return stroke to force combustion gas from said first combustion chamber into said combustion gas collector, m. first control means arranged to close said third combustion gas outlet valve and open said first compressed air outlet valve when said piston is at an upper position, n. an igniter arranged to cause ignition of a fuel-air mixture in said first combustion chamber, o. second control means arranged to close said compressed air outlet valve and activate said igniter when said piston has moved a moderate distance down from iTs upper position, p. third control means arranged to open said combustion gas outlet valve when said piston is at a lower position, and q. a selectively operable outlet valve leading from said combustion gas collector to direct combustion gas from said combustion gas collector to perform useful work.