WO1986004388A1 - Moteur thermique regenerateur - Google Patents

Moteur thermique regenerateur Download PDF

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Publication number
WO1986004388A1
WO1986004388A1 PCT/US1986/000137 US8600137W WO8604388A1 WO 1986004388 A1 WO1986004388 A1 WO 1986004388A1 US 8600137 W US8600137 W US 8600137W WO 8604388 A1 WO8604388 A1 WO 8604388A1
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WO
WIPO (PCT)
Prior art keywords
engine
cylinder
piston
liner
combustion
Prior art date
Application number
PCT/US1986/000137
Other languages
English (en)
Inventor
Marius A. Paul
Original Assignee
Paul Marius A
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Priority claimed from US06/805,184 external-priority patent/US4791787A/en
Application filed by Paul Marius A filed Critical Paul Marius A
Priority to AT86902085T priority Critical patent/ATE62059T1/de
Priority to DE8686902085T priority patent/DE3678353D1/de
Publication of WO1986004388A1 publication Critical patent/WO1986004388A1/fr

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Classifications

    • 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 thermal piston engines, and more particularly to structural and conceptual improvements that increase the efficiency of such engines.
  • the regenerating 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 adiabatic 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 a highly efficient but low cost engine.
  • the engine embodiments described in this invention integrate select designs and components to achieve the conditions for optimizing the above described parameters.
  • the engine embodiments combine features for adiabatic performance and full spectrum usage of generated high pressures and temperatures for maximum power and minimum weight.
  • the engine constructions embodying these features are described in greater detail in the detailed description of the preferred embodiments hereafter.
  • the cylinder walls and all the hot surfaces of the combustion chamber are structured from regenerative cells in which the compressed air is cyclically infiltrated into the cells and acts like an insulating substance.
  • the cyclic process of the intake, compression, expansion, exhaust and scavenging specific to the thermal piston engine activates the continuous movement of the compressed air from inside to outside of these regenerative cells. During this process, the air and the regenerative walls are simultaneously providing the insulation necessary for an actual internal thermal recovery. The energy that is recovered is the equivalent to the energy that is lost in the cooling process in the normal diesel engine.
  • the piston and the regenerative cells constitute an active sealing system in which a staggered labyrinth provides a high quality sealing process.
  • This mechanism is associated with a common combustion chamber in which the evolution of the pressure in both the associated cylinders is continuously equal.
  • the piston by definition of its operation in these applications, is an extremely simple linear plunger, without side thrust and segments. This solution solves the problem of high mechanical loss by friction.
  • the association of the regenerative internal process with the thermal cycle of the piston engine is by definition the ideal sequential heat exchange between the compressed, cooled air, and the internal surfaces of the combustion chamber. This process produces, at the same time, insulation, and recovery of the entire heat that is associated with the cooling process.
  • the regenerative thermal engine in one application is associated in an appropriate manner with a four cycle engine, which is convertible to a two cycle engine in the same configuration.
  • the regenerative thermal engine is associated with an opposite piston engine (two pistons in each cylinder).
  • the regenerative thermal engine in another application is associated with a mechanism in permanent dynamic balance, which avoids totally the side friction between the piston and the cylinders l)
  • the regenerative thermal process is not associated with lubrication of hot surfaces which are in contact with hot gases.
  • the cells of the regenerator are disposed in a particular angular superposition, creating a superimposed stratified heat barrier against heat transfer, in which the alternation of air spaces and the wall spearations (the fins) constitutes a multiple thermal shield.
  • the regenerative thermal engine may be associated in a combined cycle, to produce an internal cogeneration of power and superheated steam of Rankine type.
  • the Rankine cycle develops itself simultaneously on the basis of a utilization of residual energy in the thermal cycle of the reciprocating internal combustion engine.
  • the working agent is made up in the active phases (expansion and exhaust) by the burnt gases of the internal combustion engine and by the superheated steam, generated by the integrated recuperative regenerator.
  • the mixed burnt gases and superheated steam makes up a homogeneous working agent that acts on the piston and on a turbine (if used for a supercharged-engine).
  • the residual energy of the thermal cycle of the internal combustion engine is transferred to the Rankine cycle of the integrated steam generator by a complex heat transfer (conduction, convection, radiation, contact and mixing) which takes place through the walls of the cylinders of the internal combustion engine, towards the cooling fluid that is injected in the regenerative cells, from outside to inside (radially).
  • the cooling fluid passes through the stage of preheating, vaporization and superheating, finally being injected simultaneously with the fuel injection, in the inner cylinder cooling jacket and from here in a chamber, concentric with the combustion chamber, where simultaneously takes place the fuel combustion and the process of vaporization and the final superheating of the steam.
  • the recovered water in the condenser (preferably at 80-90 degrees C.) is introduced again in the thermal cycle of the integrated thermal engine with an increase in quantity of the condensated steams resulting from the products of hydrocarbon combustion.
  • the ensemble of the integrated, regenerative thermal cycles which carries and recuperates all the thermal energy generated in the engine cylinder from outside towards inside, automatically creates an adiabatic state of total elimination of thermal loss and leads to the removal of the cooling system (excepting that of the supercharging air).
  • an integrated rotary-reciprocal compound engine which developes 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 rotary reciprocal compound engine accommodates high pressures in a reciprocator component which includes low mass pistons with short dual connecting rods to counterrotating crank shafts that as a unit eliminate side thrust of the piston and hence the thrust associated friction. The result is a small component which provides rotary compression and expansion for 80-90% of the total engine displacement.
  • the reciprocator and rotor are interconnected by a gear box with a transmission ratio adapted for optimum volumetric efficiency. Alternately a gear box with a variable transmission ratio can be utilized to vary the total displacement of the compound engine with variable compression ratio, variable supercharging ratio and variable expansion ratio.
  • 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 epifrochoidal 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.
  • Intergrating a Comprex ® pressure wave converter between the rotor component and the reciprocator component, or between the reciprocator component and another expander further enhances the efficiency.
  • 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 rejected and further expanded in subsequent stages of the engine.
  • thermoenergetic cascade can be developed from selectively connecting or disconnecting the following components: low pressure rotocompressor high pressure reciprocator medium pressure rotoexpander intercombustion chambers compressor wave converters intercooler and recuperators tubocharger
  • 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 only 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 utilizes the recuperative regenerator previously described to achieve adiabatic engine performance.
  • FIG. 1 is a cross sectional view of the combustion chamber of a rotary valve, convertible 2 to 4 stroke engine with the regenerative thermal chamber wall.
  • FIG. 2 is a schematic cycle diagram for the engine of FIG. 1 operating in the four stroke mode with:
  • FIG. 3 is a schematic gas flow diagram for the rotary valve and ports of FIG. 2.
  • FIG. 4 is a cross sectional view of an embodiment of the combustion section of a turbocharged, convertible 2 to 4 stroke engine.
  • FIG. 5 is a cross sectional view of an embodiment of a combustion section of a two stroke engine.
  • FIG. 6 is a cross sectional view of. an embodiment of a combustion and drive section of a convertible, 2 to 4 stroke engine with a differential piston.
  • FIG. 7 is a cross sectional view of a compound reciprocal-rotary engine with an opposed piston reciprocator unit and a supercharger.
  • FIG. 8 is an enlarged partial cross sectional view of the regenerator lining for the combustion chamber of the engines disclosed.
  • FIG. 9 is a schematic view of a typical pressure curve for a four stroke engine.
  • FIG. 10 is a cross sectional view of an embodiment of the combustion and drive section of a convertible 2 to 4 stroke engine with dual interconnected pistons and a connected combustion chamber.
  • FIG. 11 is a schematic view of a compount a reciprocal rotary screw engine.
  • FIG. 12 is a cross sectional view of the combustion and drive section of a single piston, dual crank engine component.
  • FIG. 13 is a cross sectional view of the engine component of FIG. 12 in combination with a rotary component.
  • FIG. 14 is a cross sectional view of the combustion and drive section of an opposed piston dual crank engine component.
  • FIG. 15 is a cross sectional view of the engine component of FIG. 14 in combination with a rotary component.
  • FIG. 16 is a cross sectional view of an alternate arrangement of the engine component of FIG. 14 in combination with a rotary component.
  • FIG. 17 is a schematic illustration of a compound reciprocal rotary engine with an intermediate pressure wave sueprcharger.
  • FIG. 18 is a schematic illustration of a compound reciprocal with an intermediate intercombuster.
  • FIG. 19 is a schematic illustration of a compound reciprocal with an intermediate intercombuster and auxiliary turbocharger.
  • FIG. 20 is a schematic illustration of a compound reciprocal with an intermediate pressure wave supercharger and an auxilliary turbocharger.
  • FIG. 21 is a schematic illustration of a compound reciprocal with an intermediate pressure wave supercharger and intercombuster and an auxilliary turbocharger.
  • FIG. 22 is a schematic illustration of a compound reciprocal with an intermediate pressure wave supercharger and intercombuster and an auxilliary pressure wave supercharger and turbocharger.
  • FIGS. 1 and 4 two similar embodiments of a convertible four and two-stroke engine with integrated thermal cycles are shown running in the four stroke mode.
  • Each engine is made up of a outer block 1, provided with an inner regenerative cells system or regenerator 2, centered on the liner 3, with the working cylinder 3.5 in the interior having circular air grooves 4 on the inner part forming a labyrinth sealing system and discrete pressure cells for heat transfer by regeneration.
  • ports 5 for supplementary air admission and scavenging, controlled by the piston 6.
  • a unique valve 7 reciprocated in a ratio n/2 by the camshaft 80 is located in the central upper part 50 or crown of the cylinder, being centered in a rotative distributor valve 8, supported by a radial-axial bearing 9 and driven in rotation by a gear 10.
  • the reciprocating motion of the valve is achieved by a cam 11, which actuates a tappet 12, or a rocker 12.1, by the agency of an adjusting plate 13.
  • the springs 14 and the axial bearing 15 assure the continuous operation of the push valve 7 and distributor valve 8.
  • air is absorbed by the compression side of a turbocharger or turbocompressor 16, which blows the compressed air towards an intermediary cooler 17, from where through ports 5 the air enters the base of the engine cylinder.
  • compressed air reaches the zone of the central valve 7 by the pipe 18 and enters the engine cylinder in the period of time when the rotator distributor valve 8 assures the admission period.
  • the piston 6 is provided with a recessed central combustion chamber 28 for initial combustion. The exhaust gases escape from the cylinder by the central valve 7 and through the rotative distributor valve 8, when it is in its exhaust period, and are led to the exhaust-gas turbine side of the turbocharger 16, from where the gases enter a noise-absorber (8.5).
  • the engine In parallel with the main air-circuit, the engine is provided with a bypass circuit made up of a pipe 20, a butterfly valve 21, an annexed combustion chamber 22 and an additional pipe 23 for the burned-gases. This provides an auxilliary combustion circuit to initiate air compression by the turbocharger.
  • a similar turbocharging system can be added to the embodiment of FIG. 1.
  • the regenerative thermal process is based on the penetration, intake and compression inside the cells 4 of the regenerative jacket of the regenerator 2 of freshly cooled, high pressure air, supplied by the intercooled supercharging system during the scavenging process.
  • the compressed air accumulated inside the cells 4 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 possesses 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 cylinder 3.5 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 very well lubricated and at a very low temperature. It 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 particulates suspensions are injected into all the roll bearings, assuring the lubrication and the removal of the heat generated' in the bearings.
  • the cooled compressed air for the lubrication is supplied by the supercharging system.
  • the recollection of the micro-particulates is assured by a group of cyclone traps.
  • the air that is partially expanded and heated by this process is returned before the intercooler of the high stage supercharger for recompression to the final pressure.
  • the bottom zone of the cylinder and bearings can be lubricated by conventional means.
  • the process and the two and four-stroke convertible engine with integrated thermal cycles operates according to the invention as follows:
  • the turbine driven air compressor 16, electrically driven, begins to deliver compressed air to the combustion chamber 22, which starts and accelerates the turbo air blower at the normal speed delivering the supercharging air.
  • the engine, being started, can run from the beginning in the maximal working regime.
  • FIG. 5 takes place as shown in FIG. 2, illustrations 2.1, 2.2, 2.3, 2.4, 2.5.
  • Position 2.2 The air admission takes place by cylinder connection with the pipe 18 while the piston 6 is moving down, the central valve 7 is open and the rotative distributor is in position 2.2.1.
  • the piston 6 opens the air ports 5, by which a supplementary air quantity is delivered.
  • the admission section total can either equal or surpass the piston surface, leading to a fitting of maximum order.
  • FIG. 3 is illustrated a schematical variation of the chronosections in connection with illustrations 2.1, 2.2, 2.3, 2.4 and 2.5 of FIG. 2, the following conclusions being drawn:
  • the burnt gases are strongly pushed from the cylinder by the force scavenging air through the ports 5, assuring a thorough cleaning of the cylinder of combusted gases, and an inner cooling of the piston surface the cylinder, head and the exhaust valve.
  • the piston 6 finished the complete gases exhaust and the rotative distributor 8 assures an upper scavenging 2.1.1, which complete the perfect cleaning of the cylinder of useless gases (burnt gases and/or of expansion).
  • the rotative distributor 8 is in position 2.2.1, and the air enters through the valve 7 and through the ports 5 into the cylinder, completing air fill of the cylinder.
  • the operation of the convertible engine in the two stroke variant is carried out by changing the rotation ratio (from n/2 to n/1) between the crankshaft and the camshaft 11, which is shifted axially and actuates the proper cam 51 for the two stroke cycle.
  • the rotative distributor 8 is in the position of permanent exhaust 2.4.1.
  • the fuel injection system (not shown) having an injection cycle synchronized with the camshaft, automatically changes to the new cycle regime.
  • the speed governor of the injection pump continues to be driven from the engine camshaft 80 but at twice the rate.
  • the valve 7 becomes the exhaust valve and the ports 5 become the intake and carry out the scavenging and filling of the cylinder.
  • the two stroke engine with integrated thermal cycles is made up of a cylinder block 29, provided with an insulated chamber 30.
  • the cylinder block 29 backs a compound material liner 3 with an upper cylindrical regenerator 2 forming the primary cylinder wall of the working combustion chamber and also backs a ceramic annulus 31, which is provided at the lower part of the cylinder with some admission and scavenging ports 31 and some exhausting ports 33.
  • On the central upper part 50 of the ceramic crown is provided a concentric chamber 34, which assures air and steam superheating by contact with the walls of the combustion chamber
  • the air being absorbed by the air compressor side of the turbo-blower or turbocharger 40 is sent to the air cooler 41, from where it enters into the engine cylinder through the scavenging ports 32.
  • the turbo-blower 40 is supplied, at the engine start and during heavy-duty conditions, with burnt gases delivered by the combustion chamber 42, which works in a bypass circuit, controlled by a butterfly valve 43, blowing the burnt gases though the pipe 44 to the inlet of the gas turbine side of the turbo blower 40 from where the expanded gases, mixed with the gases exhausted from the cylinder by the exhausting ports 33, enter the sound absorber
  • the turbo-blower 40 is driven into rotation by an electrical starter and supplies air from the compressor end of the turbocharger 40 to the combustion chamber 42, which through combustion brings the turbo blower 40 to the normal rotation rate. This operation allows supply of the air necessary for the two stroke engine operation. Simultaneously, the engine is driven by an electrical starter, which releases its engagement in conditions of normal regime.
  • the engine includes a block 1 with a valve assembly 84 and fuel injector 85 similar to those of the engine of FIG. 1.
  • the engine is provided with a differential piston 24 having an enlarged cap 86 coupled to a central cross head 25 which is guided in a low temperature guide cylinder 87 in the block 1.
  • the scavenging ports 5 at the base of the combustion chamber are controlled by a sliding valve 26 which can completely close the ports 5. In such case the engine operates in a four stroke mode without any supplementary intake and scavenging by the ports. This operating regime is specific for the start period, and also for low regimes of the power which doesn't need scavenging because the exhaust gases are at low temperatures.
  • the sliding valve When the power is increased and the exhaust gas temperatures increase to 500-600° C, the sliding valve is spun on a screw thread by an external mechanism (not shown) in direct relation with the load, providing access to the scavenging air to penetrate and dilute the exhaust gases. This maintains a constant maximum exhaust gas temperature that is permissible for a turbine of a turbocharger (not shown) to operate at the optimum efficiency level.
  • the enlarged cap 86 is fabricated from a strong, high temperature tolerant material such as stainless steel.
  • the cap 86 is constructed with a depending lip that overlaps a projection of the guide cylinder 87 to form a complex sealing passage during the down stroke.
  • the piston cap In the up stroke the piston cap newer contacts the regenerative jacket 2 since the regenerative cells 4 provide the equivalent of a complex labyrinth groove sealing as well as a regenerative cycling of compressed air trapped in the cells during a compression stroke.
  • crankshaft 81 and the connecting rod 82 are supported by roller bearings 83, lubricated and cooled by air and graphite + MoS2 particulates.
  • the rest of the components are essentially the same as in the FIGS. 1 and 4.
  • a cogeneration thermal process may be added by injecting preheated cooling fluid (methonol, liquid Mo2, liquified gases, or water) by an injection system which comprises a series of spaced nozzles 79 around the crown 50 of the combustion chamber which direct an arcuate spray down the walls of the regenerator during the brief period that the piston is rising in its compression stroke.
  • a liquid injector 78 feeds the nozzles with liquid, usually water in a measured timed pulse.
  • 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 heating, evaporating and the super-heating process is accomplished in the time in which the piston is near the top dead point.
  • 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 i ⁇ tercoolers 96 and 98 between the air compression stages.
  • the opposed piston or reciprocator component 88 is similar in construction to the engine embodiment of FIG. 6.
  • Opposed differential pistons 24 drive two crank shafts 81 coupled to the pistons by connecting rods 82.
  • Replacing the head and rotary valve assembly of the FIG. 6 embodiment is a side mounted fuel injector 89.
  • the compound liner 3 includes a central segment comprising the regenerator 2 and end segments 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 compresser side of the turbocharger, which is cooled by an intercooler 98.
  • the precompressed and cooled air is further compressed by the positive displacement compressor stage of the rotary component 92 and after cooling by a second intercooler 96, 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 24 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.
  • the piston cap 24 is of special construction and fabricated from a high strength material such as stainless steel, and is coupled to the central cross head 25 which reciprocates in the low temperature cylinder guide 87 of the engine block 1.
  • the short connecting rods 82 and heavy duty cranks 81 absorb the high energy thrust of the pistons 24 and enable a high, torque, high r.p.m. operation. Cooling of the cylinder walls by the regenerator is accomplised as explained with reference to FIGS. 1 and 4.
  • the expanding combustion gases exhaust through ports 91 and enter the expander stage 93 of the roto-compound system 92 powering the rotor-piston 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 the exhaust gases.
  • the rotary component 92 is provided with a ceramic or an insulated rotative piston 87 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 autoadjusting material of Teflon ® type impregnated with graphite and MoS2 on the edges of the triangle 99. This 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.
  • This intimate integration enables a substantial reduction in engine size and weight to achieve a desired power output.
  • FIG. 8 an enlarged cross sectional schematic of the regenerator is shown.
  • the rising piston 24 creates a pressure wave that is increasing.
  • Low pressure admission air in the chamber is forced into the cells of the regenerator. Because each cell has an incrementally increasing pressure, leakage by the advancing edge of the piston is soon absorbed by a lower cell in the pressure cascade.
  • the fine droplets of water in the spray are directed at the walls of the regenerator are swept into the cells with the packing air.
  • the water is vaporized cooling the fins and the vaporized water is released as superheated steam with the compressed air during the power stroke confining the peak temperature gases of combustion at the center of the chamber.
  • the release of the compressed air in the cells provides a buffer and the hot gas core.
  • a helicoidal passageway 150 between the liner 3 and the wall of the block 1, preheats water which may be alternately injected through the jacket means 151 of the liner by injection ports 152 at the upper end of the cylinder.
  • FIG. 9 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 pressures 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 piston 24 with permanent dynamic balance.
  • the pistons have a common and symetric 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 symetry 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 a close tolerance to be maintained between the pistons 24 and the regenerator 105.
  • the regenerative thermal engine of FIG. 10 is associated with a conventional screw compressor 103 and a screw-expander 104, connected directly on the 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
  • 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 screw-expander 104.
  • the screw-expander 104 is provided with ceramic counter-rotating rotors and sealed by auto-adjusting elements made from teflon impregnated with graphite + MoS2.
  • FIGS. 12 and 13 the concepts for balanced engine operation disclosed with reference to FIG. 10, are combined in an advanced compound, reciprocal-rotary engine 108. While the engine embodiment of FIGS. 12 and 13 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. 17-22, 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. 9, 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 107 for labyrinth sealing or ring sealing in conjunction with a high temperature cylinder liner
  • combustion chamber design is particularly suited for incorporation of the regenerator liner as hereinbefore 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 to two counterrotating, balanced crank shafts 113.
  • the single cylinder 110 has a torroidal adiabatic combustion chamber 114 with a central fuel injector 115.
  • the cylinder has staggered exhaust ports 116 and scavenging ports 117.
  • the counter-rotating gears 118 interconnect the two crankshafts in a symetrical and synchoneous movement.
  • the offset intermediate gear 119 engaging one of th 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 122 of the type described.
  • At opposed ends of the combustion chamber are exhaust ports 123 and scavenging ports 124.
  • a regenerator with cell means such as a micropore structure for absorbing and releasing compressed air and/or pass though liquids and vapors for surface cooling of the piston cap 121 and the preigntion chamber formed by the recessed contour in the cap.
  • FIG. 14 Because the engine embodiment of FIG. 14 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. 11 or preferably the roto-compressor expander of FIGS. 7 and 13.
  • FIG. 15 One arrangment of this compact engine unit is shown in FIG. 15 which 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 auxilliary components are combined to enhance the basic unit.
  • the direct connection connects the compressed air exit port 126 and the combusted gas intake port
  • 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. 16.
  • 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. 16-22.
  • the pressure wave supercharger130 provides additional compression to the air from the rotary component before entry to the reciprocator component and has a tendancy to buffer or smooth pressure pulsing from the periodic positive displacement cycling of both the reciprocal and rotary components.
  • the compression side has intercoolers 96 between the rotary component and the supercharger and the supercharger and the reciprocator component. While the identification fo the reciprocator component is the unit of FIG. 14, including the regenerator liners, the combination is intended to include such engine component without exotic liners or other such engine components disclosed herein with reference to this or the following figures.
  • the rotary component shown is identified as the epichoitroidal type, but described herein, but may also comprise the compound screw compressor-expander of described or other positive displacement rotary compressor expander of the type disclosed.
  • 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 insure 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. 18.
  • the turbocharger effectively utilizes the low pressure expansion gases prior to exhaust through recuperator 140, to perform low and 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.
  • a Comprex ® pressure wave supercharger 130 has been installed between the reciprocator component 125 and the rotary component 92 essentially combining the arrangements of FIG. 17 and FIG. 19 without the intercombustor.
  • bypass circuit 143 allows use of the rotary component or the reciprocator component independent of the other.
  • an additional pressure wave supercharger 130 has been installed between the turbocharger 141 and the positive displacement rotary component 92 to boost compression and smooth the pressure pulsing of the rotary component 92.
  • Power for driving the wave guide superchargers 130 are extracted from the combined output drive train of the rotary and reciprocal components whcih both produce positive mechanical work.
  • 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 auxilliary 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.
PCT/US1986/000137 1985-01-29 1986-01-27 Moteur thermique regenerateur WO1986004388A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
AT86902085T ATE62059T1 (de) 1985-01-29 1986-01-27 Rotierende und reziprokierende verbundmaschine.
DE8686902085T DE3678353D1 (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
US696,022 1985-01-29
US06/805,184 US4791787A (en) 1985-12-05 1985-12-05 Regenerative thermal engine
US805,184 1985-12-05
CA000544927A CA1324542C (fr) 1985-01-29 1987-08-20 Moteur thermique a regeneration

Publications (1)

Publication Number Publication Date
WO1986004388A1 true WO1986004388A1 (fr) 1986-07-31

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ID=27167762

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Application Number Title Priority Date Filing Date
PCT/US1986/000137 WO1986004388A1 (fr) 1985-01-29 1986-01-27 Moteur thermique regenerateur

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

Cited By (4)

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

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US2712812A (en) * 1951-06-26 1955-07-12 Ruckstell Corp Engine cylinder
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

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US4070998A (en) * 1975-10-24 1978-01-31 Grow Harlow B Compression ignition control pressure heat engine
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Publication number Priority date Publication date Assignee Title
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
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

Non-Patent Citations (1)

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Title
See also references of EP0211076A4 *

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4843821A (en) * 1987-12-14 1989-07-04 Paul Marius A Multicylinder compound engine
US4964275A (en) * 1987-12-14 1990-10-23 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

Also Published As

Publication number Publication date
EP0211076B1 (fr) 1991-03-27
CA1324542C (fr) 1993-11-23
AU595795B2 (en) 1990-04-12
EP0211076A1 (fr) 1987-02-25
AU5628586A (en) 1986-08-13
EP0211076A4 (fr) 1987-10-08

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