WO2003016701A1

WO2003016701A1 - Combined piston engine

Info

Publication number: WO2003016701A1
Application number: PCT/BG2002/000021
Authority: WO
Inventors: Stoyan Stoimenov Kokudev
Original assignee: Stoyan Stoimenov Kokudev
Priority date: 2001-08-20
Filing date: 2002-08-15
Publication date: 2003-02-27
Also published as: BG105831A

Abstract

The invention is about a combined piston engine, made of an internal combustion engine, containing one or more cylinder section with internal combustion (30), an external combustion engine, containing at least one cylinder section with external combustion (36) or a steam turbine (116), which are related in-between via a steam condenser (114), heat-exchanging systems for preliminary warming-up with exhaust steam (111) and with exhaust gases (112) and (106) where the exhaust heat from the cooling process and the exhaust gases of the cylinder sections with internal combustion are used for producing of steam, which puts the internal combustion engine into motion. The combined piston engine is characterized by a high level of efficiency, a total balancing of the moving parts, a low specific weight and certain longevity. The combined piston engine has an outlet for mechanical as well as pneumatic and hydraulic energy and can be successfully used in different industrial branches and especially in the Transportation sector for putting into motion and recuperating of energy.

Description

COMBINED PISTON ENGINE

The invention is about a combined piston engine transforming the chemical energy of the fuels into mechanical, pneumatic and hydraulic energy and can be applied to all the branches of industry where conventional internal combustion engines are used and especially in the Transportation sector where the combined piston engine can be successfully used for recuperation of energy.

The combined piston engines are maily used for putting the vehicles into motion. With these engines turbo-compressors are used which by using the energy of the exhaust gases compress the inlet air with which the power of the engine as well as its efficiency are increased.

Recently in a lot of the engines for big cargo vehicles two compressors, linked consequently, have been used. The first one supercharges fresh air into the cylinders and the second one is used for accumulating mechanical energy which is passed to the shaft of the engine with the help of a reductor and a hydraulic connector. In this way the efficiency of the diesel engines can be increased with about 40-44%.

A more considerable progress in connection with the effective use of the exhaust heat with the piston engine with internal combustion has been made in the experiments with the adiabat engines supplied with mighty gas turbines but the expensive price of these engines as well as their few recources do not allow their industrial exploitation.

The purpose of the present invention is to make a combined piston engine with high efficiency and reliability, an engine universal in its application that can be used widely in industry.

The idea of the invention is to use effectively the heat from the cooling and the exhaust gases which are let out during the operation of the internal combustion engine for

"producing" steam with which to put the internal combustion engine into motion. The latter can be either a piston steam engine or a steam turbine. The conducting of the idea for using both kinds of exhaust heat is achieved via an internal combustion engine consisting of one or more heat-isolated cylinder sections with internal combustion, of piston steam engine, consisting of one or more heat isolated cylinder sections with external combustion or a steam turbine, of a piston pump for high pressure and a sequence of heat exchanging systems united into a common construction- technological scheme.

The production of steam in the combined piston engine is performed through the consequent raising of the temperature of the cooling fluid in the cylinder section with internal combustion due to its enforced passing through a number of heat-exchanging systems which is done in the following sequence: The cooling fluid, let out in a condenser for liquefying of steam, with the help of a high pressure pump is supercharged simultaneously in a heat-exchanging system for exhaust steam and a heat- exchanging system for exhaust gases for preliminary warming up after which the fluid passes in the cooling channels of the cylinder section with internal combustion where it is heated to a high temperature. From the channels of the cylinder section with internal combustion the fluid passes through a heat-exchanging system, heated to a high temperature by the exhaust gases where the fluid is turned into steam which through steam flues is driven to the injectors for injecting steam into the piston steam machine or to the steam turbine. The exhaust steam passes through the heat-exchanging system for exhaust steam and the connected to it liquefying condenser; and the liquefied cooling fluid with the help of the high pressure pump is passed to the heat-exchanging systems for preliminary warming up; then- the cycle is repeated.

The mechanical construction of the combined piston engine consists of one or more heat-isolated cylinder sections with internal combustion, one or more cylinder sections with external combustion or a steam turbine, where the cylinder sections are symmetrically placed, on one or on both walls around the hermetically closed crankcase, in which one or two-shafted knee-sector or knee-connecting rod synchronizing mechanism is located, and inside every cylinder two pairs of oppositely lying monolythic or compound pistons are positioned, every one of which through one or more axially placed piston rods through traverses or through additional pistons and synchronizing bars and through single or double-channeled sectors and sector bearings or connecting rods and connecting rod bearings, are connected directly at least to one or two knees of the one or two-shafted synchronizing mechanism, where the pistons together with the linked piston rods, traverses, additional pistons, synchronizing bars, sectors and sector bearings, connecting rods and connecting rod bearings form two or more movable piston groups, identical in mass, which are linked in-between with the help of the oppositely- lying knees of the crankshaft of the synchronizing mechanism and to the crankcase and to the cylinders of the cylinder sections hydraulic and compressor cylinders are fitted, whose pistons are connected directly with the piston and synchronizing bars or directly to the sectors of the synchronizing mechanism.

The cylinder sections with internal combustion can be monolythic as well as compound. The monolythic cylinder section is a cylinder insertion with symmetrically formed at its ends flanges with apertures for fastening and apertures for inlet and exhaust air, necessary for the using of the back piston space for compressing of fresh air. During the two-cycled mode in the body of the cylinder insertion inlet and exhaust apertures are formed, which through passageway channels are connected to flanges for fastening the flues for fresh air and exhaust gases.

Besides, in the body of the cylinder insertion are formed apertures with thread joints for linking injectors for injecting of fuel, fuel-warming and spark plugs as well as cooling channels for high pressure ending with end-parts for joining.

With the four-cycled performance instead of the inlet and exhaust apertures in the middle of the cylinder insertion are installed sucking and admission valves. The flanges for joining the sucking and the admission flues are positioned peripherally in the middle of the cylinder insertion.

The compound cylinder section is characterized by the fact that it consists of two cylinder insertions with symmetrically formed at their ends flanges with apertures for fastening and inlet and exhaust apertures, which are connected in- between via a central distribution body. With the two-cycled mode, in each of the cylinder insertions are formed inlet and exhaust apertures, linked to the corresponding flanges and in the central distribution body via thread joints there are fuel injectors, fuel - warming and spark plugs installed. Besides, in the central distribution body some inlet and exhaust gases valves can be installed which leads to a considerable acceleration and a better gas exchange in the work chamber of the cylinder section.

With the four-cycled performance the passing of the fresh air and the directing of the exhaust gases out is conducted only through the corresponding valves, situated in the central distribution body. Having in mind that the valves are situated across the axis of the cylinder section, the construction of the central distribution body allows more than four valves of the cylinder section to be installed in it, which brings about a considerable reduction of the resistance when filling the work space with fresh air and letting the exhaust gases out.

Besides, the construction of the central distribution body allows for the work space of the cylinder section to be separated into two identical space sections where independent work processes can be organized with the four- cycled operating cycle. For reducing the friction in the cylinders as well as for raising the work temperature of the cylinder sections with internal combustion, the internal work surface of the cylinders is covered with heat-conducting technical ceramics. With the same purpose the pistons of the cylinder sections are constructed with a number of graded metal-ceramic insertions, which are installed over a metal or metal-ceramic foundation and from their " foreheads" the pistons are closed with heat-isolated metal-ceramic discs. In the roundabout channels, formed by the graded insertions, two pairs of metal-ceramic self- congesting segment rings are installed, which make the validity of the piston-cylinder group longer.

The self-congesting segment rings have a square cross section and at one of their ends there is a formed extension with a ring-shaped recess, where the other end of the ring is placed. The rings are fitted unruf fled in pairs in one channel, in such a way that their extended parts coincide and the sections are moved one with respect to the other. The compound performance of the pistons is preferred to the monolythic, because of the difficulties, which arise during the placing of the metal-ceramic rings in the channels, having in mind their limited flexibility. The cylinder section with external combustion is not quite different from the cylinder section with internal combustion. The only difference is that instead of injectors for fuel injection, fuel warming and spark plugs- in the middle of the cylinder are fitted injectors for injecting of steam and valves for letting the exhaust steam out. Besides, the internal work surface of the cylinder is covered with heat-isolating technical ceramics and its body is made without cooling channels.

The synchronizing mechanism of the combined piston engine can be one or two-shafted, of the knee-sector or the knee-connecting rod type. The synchronizing of the pistons of one or two symmetrically placed around the crankcase cylinders is performed by one or two knee-shafts, each one having one or more groups of three knees, placed in a plane, where their middle knees are oppositely positioned - 180 degrees in respect to the side knees. To every knee of the synchronizing mechanism are fitted sectors with sector bearings or connecting rods with connecting rod bearings. To the one-shafted knee- sector synchronizing mechanisms the sectors are single-channeled with perpendicular or bent channels with respect to the axes of the connected to them piston or synchronizing bars and to the two-shafted synchronizing mechanisms the sectors are two-channeled and also can be with perpendicular or bent channels. When using sectors with bent-sectored channels a better loading of the sectors is achieved, the sector bearings and the knees of the synchronizing mechanism when passing through the Top Dead

Center.

The sector bearings are part of the synchronizing mechanism and can be sliding as well as rolling and in using the sliding bearings, the knee-shafts of the synchronizing mechanism or the sectors are constructed as sectional. In using rolling bearings in every guide-way channel at least two or three rolling bearings are put in and due to them in the guide-way channel are formed correspondingly two or three longitudinal operational courses which are symmetrically arranged on both sides of the guide-way channel, so that the opposite parts of the operational courses must be free, which is necessary for the free passing between the guide-way and the bearings whose external shells move in a direction opposite to the axes of the bearings.

With the two-shafted synchronizing mechanisms, besides the two-channeled sectors and sector bearings, connecting rods and connecting rod bearings, the shafts of the synchronizing mechanism are linked in-between with the help of one, two or more pairs of gear-wheels and the mechanical energy can be led out from one as well as from the two shafts simultaneously.

Depending on the number of the piston and the synchronizing rods as well as depending on their position in respect to the crankcase and the cylinders, the mechanical construction of every cylinder section can have a few variants of performance.

With the first variant, the mechanical construction has three piston rods, situated in a plane, passing through the longitudinal axis of the cylinder section and is correspondent to the axis of the crankshaft of the synchronizing mechanism. With this variant the piston rod of the farther from the crankcase piston, which we shall call "external", passes axially through the internal piston and is linked to the middle sector of the synchronizing mechanism. The congestion between the piston rod and the body of the first piston is conducted with the help of heat-resistant graphite gaskets.

For reducing the friction and heat-passing from the work chamber through the piston rod of the external piston to the guide-way this piston rod is inserted into a cylinder insertion made of technical heat-isolating ceramics. The synchronizing of the first piston is conducted with the help of two piston rods linked immovably to the back of the piston and connected to the both side sectors of the synchronizing mechanism.

With the second variant, the synchronizing of the pistons is performed with the help of two piston rods and two synchronizing bars where all the bars are positioned in a plane parallel to the crankshaft of the synchronizing mechanism. With this variant the first piston due to its piston rod is linked to the middle guide-way and the second one is linked to the two side sectors with the help of the piston rod and the in-between compressor piston, to which the two synchronizing rods are linked immovably.

With the third variant of performance, the pistons of each cylinder from the cylinder section are linked to the synchronizing mechanism with the help of two piston and four synchronizing bars. The first piston is linked with the help of a piston rod fixed immovably to the middle guide-way of the synchronizing mechanism and the second piston due to the piston rod is linked to an additional piston or to a traverse to which two pairs of synchronizing bars are linked immovably, with each pair of synchronizing bars linked to one of the two side sectors of the synchronizing mechanism. The two pairs of synchronizing bars are located in two different planes, passing through the side guide- ways and are perpendicular to the axis of the synchronizing mechanism.

With the fourth variant of performance, each cylinder section consists of two parallel cylinders and the synchronizing of the four pistons is conducted with the help of four piston rods and two synchronizing bars. The internal two pistons with the help of the piston rods are linked directly to the two side sectors of the synchronizing mechanism and the external two pistons through the in-between piston or a traverse are linked to a pair of synchronizing bars, which are linked immovably to the middle guide-way of the synchronozing mechanism. The two synchronizing bars lay in a plane, perpendicular to the axis of the synchronizing mechanism and pass through the middle guide-way.

In the above-described variant performances, the synchronizing mechanism can be one or two-shafted, of the knee-sector or the knee - connecting rod type.

Besides, the synchronizing mechanism can be monolythic or made of two or more parts, consisting of three toggles and the in-between connection is conducted through a groove or electromagnetic connector.

In comparison to the familiar combined piston engines, the combined piston engine according to the present invention has a lot of advantages, the most important being the following:

* High ef ficiency due to the ef fective exploitation of both types of exhaust heat- of the heat expelled when cooling the internal combustion engine and of the heat expelled together with the exhaust gases;

* A low noise level due to the heat isolation of the cylinder sections with internal and external combustion as well as due to the "forced" passing of the exhaust gases through the labyrinth of pipes and heat-exchanging systems. * Longevity achieved through elimination of friction between the pistons and the cylinders, the lack of vibrations due to the easy and total balancing of the moving parts and the unloading of the main bearings from the gas pressure.

* High individual power of the combined piston engine due to the short crankshaft and the total equilibration of the engine, which is, achieved even with one cylinder section.

* The cylinders of both cylinder sections are loaded only axially by the gas pressure and therefore can be considerably lightened.

* The cylinder sections with internal and external combustion can directly transform the chemical energy of the fuels into pneumatic and hydraulic energy, which can be successfully used for accumulating and recuperating of energy in the transportation vehicles and in a lot of other special machines.

* The short crankshaft and the compact mechanical construction of the cylinder sections allow for a combined piston engine of a modular type to be constructed with an exceptional power and a possibility for manual and automatic switching on and off of the modules, depending on the temporary requirements of the machine.

* The position of the cylinder sections in a plane allows for compact engines to be constructed, to be installed in the bottom parts of different vehicles which reduces their center of weight;

* The construction and the shape of the cylinder sections with internal combustion as well as the minimal friction in the piston-cylinder group allow the work temperature of the sections to rise within certain limits, where it can be successfully maintained through contemporary technical means and materials;

* The two or the three stages of the heat utilization process through heat-exchange systems, placed on the way of the cooling fluid allows the temperature of the exhaust gases and the steam to be reduced to minimum, which leads to effective use of this heat and its turning into an efficient work;

The preliminary summing shows that in comparison to other combined engines the efficiency of the combined piston engine designed in accordance to the present invention can reach about 65-70 /o and when using recuperation in some transportation vehicles — about 85-90%. The construction of the combined piston engine is explained further in the annexed figures where:

* Figure 1 - is a longitudinal section of a cylinder with internal combustion and one cylinder section with external combustion, linked to a common two-shafted knee-sector synchronizing mechanism with mechanical and hydraulic outlet of energy and synchronizing bars in accordance to the first variant performance of the mechanical construction

* Figure 2 — is a longitudinal section of a cylinder with internal combustion and one cylinder section with external combustion linked to a common one-shafted knee - sector synchronizing mechanism, performed with sliding sector bearings and outlets for mechanical, pneumatic and hydraulic energy in accordance to the second variant performance of the mechanical construction;

* Figure 3 — is a longitudinal section of a cylinder with internal combustion and one cylinder section with external combustion, linked with a common two-shafted completely supporting knee - sector synchronizing mechanism and mains for mechanical, pneumatic and hydraulic energy and synchronizing bars in accordance to the third variant performance of the mechanical construction;

* Figure 4 - is a longitudinal section of a two- cylinder section with internal combustion and a two-cylinder section with external combustion, connected with a common synchronizing mechanism and outlets for pneumatic and hydraulic energy and synchronizing bars, in accordance to the fourth variant performance of the mechanical construction.

* Figure 5 — is a longitudinal section of a cylinder section with internal combustion, performed in accordance to the third variant performance in a plane, perpendicular to the axis of the two-shafted knee-sector synchronizing mechanism with sector channels, perpendicular to the piston and synchronizing bars and an outlet for pneumatic and mechanical energy.

* Figure 6 — is a longitudinal section of the cylinder section with internal combustion, performed in accordance to the third variant performance in a plane, perpendicular to the axes of the two-shafted knee-sector synchronizing mechanism with sector channels, bent towards the piston and synchronizing bars and an outlet for pneumatic and mechanical energy.

* Figure 7 - is a longitudinal section of a cylinder section with internal combustion, performed in accordance with the second variant of performance of the mechanical construction in a plane, perpendicular to the axis of the two-shafted knee-connecting rod synchronizing mechanism and an outlet for pneumatic and mechanical energy.

* Figure 8 — is a longitudinal section of a cylinder from a monolythic two-cycled cylinder section with internal combustion.

* Figure 9 - is a longitudinal section of a cylinder from a compound four-cycled cylinder section with internal combustion and central distribution body with four valves.

* Figure 10 — is a longitudinal section of a cylinder from a compound four-cycled cylinder section with internal combustion and a central distribution body with eight valves.

* Figure 1 1 — is a longitudinal section of a cylinder from a compound four-cycled cylinder section with internal combustion and a central distribution body, dividing the work cylinder space into two equal parts.

* Figure 12 — is a cross section of a cylinder section with internal combustion from Figure 2, according to A-A

* Figure 13 — is a cross section of a cylinder section with internal combustion from Figure 3, according to B-B

* Figure14 - is a cross section of a cylinder section with internal combustion from Figure 4, according to C-C

* Figure 15 - is a longitudinal section of a compound piston of a two-cycled cylinder section with internal combustion

* Figure 16 - is a view of a self-congesting segment ring

* Figure 17 — is a section from a sector of a crankshaft and middle sector with three rolling bearings from figure 4

* Figure 18 — is a longitudinal section of a combined piston engine, worked out with two pairs of cylinder sections with internal and external combustion, positioned symmetrically, on both sides around a crankcase with one-shafted knee-sector synchronizing mechanism and a scheme of the connections between the mechanical construction of the engine and the connected with it heating systems.

* Figure 19 - is a longitudinal section of a combined piston engine, comprising four two-cylinder sections with internal combustion, positioned symmetrically on both sides around one-shafted knee-sector synchronizing mechanism and a scheme of the connections among the mechanical construction of the engine, the heating systems and the engine with external combustion which in this case is a steam turbine.

The mechanical construction of the combined piston engine in accordance to the first type of performance /Figure 1 / consists of a cylinder with internal combustion 30 and a cylinder with external combustion 36, which are placed symmetrically on one side around a hermetically closed crankcase 9, inside which a two-shafted knee-sector synchronizing mechanism with crankshaft 14 is located. In the internal side of every cylinder 30 and 36 two pairs of oppositely lying compound pistons 24,31 and 43,38 are installed, which are connected immovably with the sectors of the synchronizing mechanism, with pistons 31 and 38 through piston rods 18 and 42 are connected with the middle sectors 15 and 56 and pistons 24 and 43 are connected with the side sectors 10, 1 1 and 52,53 with the help of the pairs of piston rods for the cylinder with internal combustion 16 and 17 and for the cylinder with external combustion 44 and 46. Piston rods 18 and 42 pass axially through pistons 24 and 43 and the congestion between the pistons and the bars is conducted with the help of graphite gaskets, not shown in the figure. For reducing the heat "transportation" from the work chamber to the crankcase piston rods 18 and 42 are placed in insertions, made from heat-isolating technical ceramics. With the same purpose the crankcase is separated from the cylinder sections with the help of heat-isolating flanges 21 and 49. The fresh air supply for the cylinder section with internal combustion is conducted through using the back-piston space of both cylinder sections for compression, using the in-between bodies 23 and 48 with built- in reverse valves, not shown on the figure and valves 33,33a and 35,35a, built in the closing lids 32 and 34 of the cylinder sections 30 and 36. The fuel injection into the work chamber of cylinder 30 is done with the help of injector 28 and the steam injection into cylinder 36 is done through steam injectors 40 and 41. The supply of fresh air into the cylinder section with internal combustion is conducted through apertures, built in the body of the cylinder, ending with flange 26a, and the exhaust gases are expelled through apertures with flange 26. The expelling of the exhaust steam is performed through channels, similar to the channels in the cylinder section with internal combustion and a valve placed in the middle part of the cylinder, not shown in the figure. This valve stays open during the operation of the pistons towards the Top Dead Center and closes immediately before the injecting of steam into the cylinder.

For decreasing the heat loss the cylinder sections are heat-isolated with heat isolation 25 and the cooling channels 27 are designed to work under high pressure and high work temperature

- 350 - 400 degrees C.

The connection between the two shafts of the synchronizing mechanism is performed with the help of gear-wheels 1, 12,54 and 55 from one of the shafts and the gear-wheels 1a, 12a, 54a and 55a in mesh with them from the other shaft, not shown on the figure. For acquiring of hydraulic energy to the free wall of the crankcase and co-axially to the cylinder sections, are fitted immovably three-cylinder hydraulic pumps 3 and 64. The pistons of the hydraulic pumps 3 and 64 are connected immovably to the sectors of the synchronizing mechanism and the middle pistons 5 and 61 are connected with the middle sectors 15 and 56 and work in cases of stretching and the side pistons of the hydraulic pumps 4,66 and 60,62 are connected respectively with the side sectors 10, 1 1 and 52,53 and work in cases of compression. The positioning of the piston rods 16, 17, 18,42,44 and 46 is performed by bearing insertions 19,20,22,50,47 and 51 and the hydraulic pistons 4,5,66,63,61 and 60 are positioned into the following insertions 8,7,6,59,58 and 57.

The mechanical construction of the combined piston engine, in accordance to the second variant performance, Figure 2, consists, as with the first type, of one cylinder section with internal combustion and one cylinder section with external combustion, which are placed symmetrically on one side around crankcase 9, inside of which is placed one- shafted knee-sector synchronizing mechanism with fully supporting crankshaft 14. In every one of the cylinders 30 and 36 are fitted two pairs of oppositely lying pistons 24,31 and 38,43. Piston 24 with the help of piston rod 18, positioned axially into insertions, not shown in the figure, is connected directly with sector 15 and piston 31 through its piston rod 74, positioned in the in-lying body 72 and insertion 73, is connected with compressor piston 75, which through the synchronizing bars 16 and 17, positioned into insertions 70 and 76 is connected with sectors 1 1 and 10. Piston 43 from cylinder 36 through its piston rod 91, positioned into the in-lying body 48 is connected immovably with the middle sector 56 and piston 38 through its piston rod 42, positioned into the in-lying body 87 and insertion 83 is connected with compressor piston 80, which through synchronizing bars 89 and 91 is connected with sectors 52 and 53. For in and out letting of compressed fresh air in the back-piston spaces of cylinders 30 and 36 are fitted the in-lying bodies 23,72 and 48,87 . For decreasing the heat loss cylinders 30 and 36 are externally heat-isolated with heat isolation 25 and 37, and in the direction of the crankcase are separated by heat-isolating flanges 21 and 49. To the side, opposite to the crankcase, to cylinders 30 and 36 through heat-isolating flanges 68 and 85 are fitted compressor cylinders 71 and 77 which serve for compressing the gases, necessary for industrial needs. The in and out letting of the gases is performed through valves 33,33a and 35,35a with single-operation compressors. With the double-operation compressors, the in- and out letting of the gases is performed through reverse valves, fitted in the basis of the compressor cylinders, which is not shown in Figure 2.

In accordance to the second version of performance, the synchronizing and piston rods 16, 17 and 18,74 for cylinders 30 and 89,90,42,91 for cylinder 36 are placed in a plane, passing through the axis of the crankshaft of the synchronizing mechanism. For cylinder 30 this is shown in Figure 12, which is a section of the compressor cylinder 71 in accordance to A-A. Together with the possibility for getting pneumatic energy, this variant decision has an outlet even for the hydraulic energy, which is conducted with the help of two three-cylinder hydraulic pumps with positions 3 and 64. The hydraulic pistons of these pumps, as in the first version, are fitted immovably to the sectors of the synchronizing mechanism. Considering the different kinematic scheme of the synchronizing and piston rods in this version, the middle hydraulic pistons 5 and 61, connected with the middle sectors 15 and 56, work in cases of pressure and the side pistons 4,66 and 62,60, connected with the respective sectors 1 1 ,10 and 52,53 work in cases of stretching. The using of three-cylinder hydraulic pumps helps for the symmetric distribution of the power, functioning on the knees of the crankshaft and releases from loading the corpus of the crankcase and the basic bearings "carrying" the crankshaft. With the third variant of performance /Figure 3/ the mechanical construction of the combined piston engine consists of a cyliner section with internal combustion and a cylinder section with external combustion, positioned on one side around crankcase 9, and inside the crankcase is fitted one-shafted knee-sector synchronizing mechanism with a fully supporting crankshaft 14. As with the previous versions, in each of the cylinders 30 and 36 are fitted two pairs of oppositely lying pistons 24,31 and 38,43. Piston 24 with the help of piston rod 18, positioned axially into the in-between body 23 and bearing insertion 20, Figure 3, is connected directly with the middle sector 15 and piston 31 with its piston rod 74, positioned in the in-between body 72, is connected with compressor piston 75, which through the synchronizing bars 16, 16a and 17, 17a /Figures 3 and 13/ is connected with sectors 1 1 and 10. Piston 43 from cylinder 36 through its piston rod 91 , positioned into the in-between body 48, is connected immovably with the middle sector 56 and piston 38 through its piston rod 42, positioned into the in-between body 87 is connected with compressor piston 80, which through synchronizing bars 89,89a and 90,90a is connected with sectors 52 and 53. The in- and out-letting of the compressed fresh air from the back-piston spaces of cylinders 30 and 36 is performed through the in-between bodies 23,72 and 48,87 and reverse valves 96,96a, 94, 94a,81 ,81a and 95,95a /Figure 3/.

The reduction of the heat losses in this version is conducted with the help of heat isolations 25,37 and heat-isolating flanges 21,68,85 and 49.

Third variant performance- besides the mechanical, there is an outway for the pneumatic and the hydraulic energy. The pneumatic outway is conducted through compressor cylinders 71 and 72 and valves 33, 33a and 35, 35a and the hydraulic outlet is conducted through the single-piston hydraulic pumps 3 and 64 and their corresponding reverse valves 97,97a and 98,98a /Figure 3/.

The hydraulic pistons 5 and 61 with this variant are directly linked with the middle sectors 1 1 and 56 of the synchronizing mechanism and they work when pressed.

In the same way as with the first and the second variant performance, with the third variant performance the knee-sector synchronizing mechanism is done with rolling sector bearings.

The insertion of the fuel in the work chamber of cylinder 30 is done with the help of injector 28 and the spraying of steam with injectors 40 and 41. The directing of the exhaust steam out is done with the help of apertures and valves, not depicted on Figure

3.

With the fourth variant performance, Figure 4, the cylinder sections are two- cylindered and with this variant both cylinders can be independent as well as interrelated with the help of a passageway opening.

The variant with the passageway opening is more advisable in order to provide identical gas pressure in both cylinders of the section in case of an eventual dif ference in the quantity of the inserted fuel by injector 28/Figure 4/.

The pressure in the both cylinders is also identical when the spraying of the fuel is done in the passageway opening between the cylinders by one injector only. In this case the passageway opening functions as a fuel chamber where high temperature is provided when working.

As with the previous variants in each cylinder two pairs of oppositely lying pistons are installed and in this case their number is doubled. In this way in the cylinder section 30 pistons 24 and 24a are installed, and through their piston rods 18 and 18a they are directly linked to the two side sectors 1 1 and 10 and the oppositely lying pistons 31 and

31a, through their piston rods 74 and 74a, the compressor piston 75 and the synchronizing rods 16 and 16a

/ Figures 4 and 14/ are linked immovably to guide-way 15.

Pistons 43 and 43a from the cylinder section with external combustion 36 due to the piston rods 91 and 91 a are directly linked with two side sectors 52 and 53 of the synchronizing mechanism and the oppositely lying pistons 38 and 38a through the piston rods 42 and 42a, the compressor piston 80 and the synchronizing rods 89 and 89a are immovably linked to the middle sector 56.

As with the third variant, the outlet for the pneumatic energy is conducted with the help of compressor cylinders 71 and 77, the corresponding additional compressor pistons 75 and 80 and their corresponding piston valves 33, 33a and 35,35a.

The feeding of the internal combustion cylinders with fresh air is done through the in- between bodies 23,23a; 72, 72a; 48,48a and 83,83a as well as through their corresponding reverse valves, which are not depicted on the picture.

The hydraulic energy with this variant is led out through two three-cylinder piston pumps, positioned at 3 and 64, and in this case the two sets of three hydraulic piston rods are immovably and directly linked to the corresponding sectors of the synchronizing knee-sector mechanism. The sector bearings in this variant are done with rolling bearings, three in number. This is more clearly illustrated on figure 17, where in an enlarged picture all the bearings and the courses in which they move are shown. The synchronizing mechanism of the combined piston engine can be made with one- channel as well as with two-channel sectors. Besides, their sector channels can be perpendicular to the axes of the piston or the synchronizing rods or bent. The synchronizing mechanism with two-channeled sectors and a perpendicular arrangement of the sector channels is shown on figure 5. The sector bearings 102 and 102a with this performance, as is evident from the picture, are rolling. Dif ferent from the sliding ones, the rolling sector bearings can be capsulated or not and they require minimum oiling. Having in mind that the crankcase of the combined piston engine is hermetically closed, exhaust gases cannot penetrate in it and they cannot chemically dissolve the crankcase oil. Thanks to that, the oil can keep its oiling qualities during the whole exploitation period of the combined piston engine. The oiling of the pistons is not the subject of this invention but in every case it will be separately and independently conducted from the oiling of the synchronizing mechanism.

Synchronizing mechanism with bent sector channels is shown on figure 6. The sector bearings as with the already discussed case, are of the rolling type. The bent sector channels provide a better loading of the knees of the crankcase in their passing through the Top Dead Center and because of that they are more recommendable especially when the combined piston engine is done as a diesel one with strong indicative pressure. Besides knee-sector, the synchronizing mechanism can be also of the knee- connecting rod type. This is illustrated in figure 7 where with positions 100 and 100a there are two connecting rods depicted of a two-shafted knee-connecting rod mechanism, which are linked immovably with piston rod 5 through console 101. In this case piston rod 5 is common for operating piston 24 and the hydraulic piston of the hydraulic pump 3. As has already been outlined the work pistons in the cylinder sections with internal and external combustion can be monolythic as well as compound. A longitudinal section of a compound piston is shown on figure 15, where with position

24.1 the metal or the metal-ceramic foundation of piston 24 is shown and with position

24.2 the graded ceramic insertions are shown. In position 24.3 the heat- isolating ceramic disc is depicted, which for securing its mechanical strength, is pressed by metal ring 24.5, filled with a special heat-resistant steel. The connection between the metal ring and the metal-ceramic foundation can be totally filled through sticking or the process of rivetting, which is nor shown on the figure.

In the channels formed among the foundation, the graded insertions and the heat- isolating disc 24.3 are installed two pairs of self-congesting rings. There is a picture of these rings on figure 16.

The operation of the combined piston engine performed with two cylinder sections for internal and two cylinder sections for external combustion is illustrated in figure 18, and the work of the combined piston engine performed with four two-cylinder sections with internal combustion and a steam turbine is depicted in figure19. The operation of the combined piston engine, according to Figure18, is as follows: After the initial turning of flywheel 67 with the help of the starter, pistons 24 and 31 from cylinder 30 go closer to one another, compressing the fresh air in-between them. Just before the passing of the pistons through the Top Dead Center with the help of injector 28 some fuel is injected, which with the help of warming up and spark plugs is brought to flame, making pistons 24 and 31 go far apart. Simultaneously, with the crankcase of the synchronizing mechanism the pistons of the oppositely lying cylinders 16 and 17 begin to come close to each other, preparing cylinder 1 18 for work. A few seconds before the Top Dead Center between the pistons 1 16 and 1 17 through injector 28a a portion of fuel is passed along, bringing about ignition and resulting in distancing of pistons 1 16 and 1 17 and the coming closer of pistons 24 and 31 , after which the cycle is repeated. This means that the engine with internal combustion, made of two cylinder sections with internal combustion has started working, floating the cylinder sections with internal combustion into motion. The floating of the cylinder sections with internal combustion continues to the point of raising the temperature of the cooling fluid to a degree when steam is accumulated. During this preparation the circulation of the cooling fluid is not conducted because the hydraulic pumps 1 13 and 113a are not given a signal for switching on by the ruling systems /thermoregulator and pressure switch/, not shown in the figure.

During the time of the work preparation of the valves for exhaust steam 1 15 and 1 15a are open in order not to make redundantly difficult the work of the cylinder sections with internal combustion.

After reaching the necessary temperature and pressure the ruling system switches on the hydraulic pumps 1 13 and 1 14 and at that point the cooling fluid, pumped out by condenser 1 14, is passed along for preliminary warming up to the heat-exchange systems for exhaust steam 112, 1 12a and heat-exchange systems for exhaust gases 1 12, 1 12a. After leaving the heat-exchange systems for preliminary warming up, the cooling fluid goes into the cooling channels of the cylinder section with internal combustion, where it is warmed up to a set in advance temperature. After going out of the cooling channels the fluid is passed to heat-exchange systems 106,106a, where it is evaporated and raises its temperature due to the incoming exhaust gases, going out directly from the outgoing collectors of the cylinder sections with internal combustion. After reaching the suitable temperature and pressure through steam flues 107 and 107a the steam reaches the injectors for injecting of steam 1 15 and 1 15a, by which periodically, before reaching the Top Dead Center, the steam is passed on between the pistons of the one or the other cylinder sections with external combustion. The operation of the combined piston engine with four-cylinder sections with internal combustion and a steam turbine /Figure19/ is the following: after the turning of flywheel 67 through the sectors, the piston and synchronizing bars, pistons 24,24a and 31 ,31 a from the first cylinder section start coming near each other, compressing the fresh air between them. Just before reaching the Top Dead Center in the space between the pistons through the fuel injectors /not shown in the figure/ a portion of fuel is injected, which is ignited by warming up or ignition candles. After overcoming the Top Dead Center, the pistons from the first cylinder section get far apart from each other and the pistons from the second cylinder section 124, 124a and 125, 125a start tact compression. With the moving of the pistons from the first and the second cylinder section through the crankshaft of the synchronizing mechanism, pistons 324,324a and 331 ,331a from the third and pistons 424,424a and 431,431a from the fourth cylinder sections start also moving - at that point the phase of the ignition of the third and fourth cylinder sections is moved 90 degrees in respect to the phases of ignition of the first and second cylinder sections.

After reaching the preset parameters for temperature and pressure the ruling system /not shown in the figure/ sends a signal for switching on the electromagnetic connector 1 19, which switches hydraulic pump for high pressure 1 13.

With the switching on of pump 1 13, the cooling fluid, pumped by the condenser 1 14, is passed to the heat-exchange systems for preliminary warming up with exhaust steam 1 1 1 , and exhaust gases 1 12. After leaving the heat-exchange systems for preliminary warming up, the cooling fluid goes in the cooling channels of the cylinder sections of the engine with internal combustion, where it is additionally warmed up to preset temperature and pressure. After leaving the cooling channels, the cooling fluid is passed to heat-exchange system 106, where it is evaporated and raises additionally its temperature, due to the coming into the heat-exchange system exhaust gases, going out immediately from the outgoing collectors of the cylinder sections with internal combustion. After reaching the suitable temperature and pressure, through steam pipeline 107, the steam is led to turbine 1 16, which directly or through electromagnetic connector and reduction gear sends its energy to the crankshaft of the engine with internal combustion.

The exhausted by the steam turbine steam is sent to the heat-exchange system for preliminary warming up 1 1 1 , and after that goes into condenser 1 14 for liquefying and repeating of the cycle.

Besides the mechanical energy, the combined piston engine /Figure 19/ through its compressor cylinders and pistons also produces pneumatic energy with parameters depending on the connection scheme of the compressor cylinders.

In cases of outletting of pneumatic energy with high pressure instead with air cooling the compressor cylinders can be used for preliminary warming up of the cooling fluid which will lead to raising the efficiency as a whole.

Claims

PATENT CLAIMS

The combined piston engine, characterized by the fact that it consists of at least one cylinder section of a piston engine with internal combustion, one or more cylinder sections from a piston steam engine or a steam turbine, linked in-between through a steam condenser / 1 14/, a heat-exchange system for preliminary warming up of the cooling fluid with exhaust steam /1 1 1/, a heat- exchange system for preliminary warming up of a cooling fluid with outgoing exhaust gases / 1 12/, a heat- exchange system for exhaust gases / 106/, linked directly to the collector for exhaust gases of the piston engine with internal combustion, pipes, linking consequently the steam condenser with the hydraulic pump / 1 3/ and the parallel-linked heat-exchange systems for preliminary warming-up /1 1 1/ /1 12/, which through heating flues /108/ are linked to the cooling channels of the cylinder section of the internal combustion engine and the exit of the cooling channels is connected with the heat-exchange system for exhaust gases /106/ which through a steam flue / 107/ is directly linked with the steam injectors /40/, /41/ or with the beginning of the steam turbine /1 16/ ; in this case the cylinders from the cylinder sections with internal and external combustion are located symmetrically on one or two sides around a hermetically closed crankcase, where we have a one or two-shafted knee-sector or a knee-connector rod synchronizing mechanism positioned, and inside each cylinder there are two oppositely-lying monolythic or compound pistons, each of them- through one or more axially positioned piston and synchronizing rods- directly or through traverses or additional pistons, and through one or two-channeled sectors and sector bearings, connecting rods and connecting rod bearings are linked at least to one or two knees of the one- or two- shafted knee-sector or knee- connecting rod synchronizing mechanism, where the pistons together with the linked to them- piston rods, traverses, additional pistons, synchronizing rods, sectors and sector bearings, connecting rods and connecting rod bearings form at least two or more mobile piston groups, equal in mass, which are linked in-between through the oppositely-lying knees of the synchronizing mechanism, and in the direction of the crankcase and the cylinders of the cylinder sections- hydraulic or compressor pumps are installed, whose pistons are directly linked to the piston or the synchronizing rods or to the sectors of the knee-sector synchronizing mechanism.

2. A combined piston engine in accordance to claim 1 , characterized by the fact that the cylinders of the cylinder sections with internal or external combustion can be monolythic as well as compound.

3. A combined piston engine in accordance to claims 1 and 2, characterized by the fact that the monolythic cylinder with internal combustion is a cylinder insertion with symmetrically formed at its ends flanges with apertures for fixing and apertures for in- and outgoing air and in the body of the cylinder insertion cooling channels are formed for low or high pressure, as well as apertures for fresh air and exhaust gases, as well as openings with thread joints, to which fuel injectors, warming up or spark plug candles are installed.

4. A combined piston engine in accordance to claims 1 ,2 and 3, characterized by the fact that the monolythic cylinder with external combustion is a cylinder insertion with symmetrically formed flanges at the ends, with apertures for fixing and apertures for in and outgoing air and in the middle of the cylinders steam injectors and admission valves for exhaust steam are installed.

5. A combined piston engine in accordance to claims 1 ,2 and 3, characterized by the fact the compound cylinder with internal combustion consists of two monolythic cylinder insertions with symmetrically formed at their ends flanges with openings for fixing and openings for in and out-going air, which are linked immovably in-between through a central distribution body, where there are valves installed for in-going air and exhaust gases with the corresponding passageway channels, ending with flanges for fixing of flues for in-going air and exhaust gases and with the help of screw joints to the central distribution body are installed injectors for spraying of fuel, fuel- warming and spark plug candles.

6. A combined piston engine in accordance to claims 1 ,2 and 4, characterized by the fact that the compound cylinder section with external combustion consists of two monolythic cylinder insertions with symmetrically formed at the ends flanges with openings for fixing and openings for in- and outgoing air, which are immovably connected in- between through the central distribution body, where there are steam injectors and admission valves for exhaust gases installed.

7. A combined piston engine in accordance to claim 1, characterized by the fact that the inner surface of the cylinder sections with internal combustion is covered with heat- conducting technical ceramics.

8. A combined piston engine in accordance to claim 1, characterized by the fact that the inner surface of the cylinders, working with steam, is covered with heat-isolating technical ceramics.

9. A combined piston engine in accordance to claim 1, characterized by the fact that the compound pistons of the combined piston engine are of metal or metal-ceramic basis, immovably and co-axially to which are installed one, two or more metal or metal-ceramic graded insertions, which from the forehead of the piston are closed with the help of a heat- isolating disc, where the foundation together with the graded insertions and the heat-isolating disc form a cylinder body with ring-like channels, where inside each of them there are two self-congesting segment rings.

10. A combined piston engine in accordance to claims 1 and 9, characterized by the fact that the self-congesting segment rings are cut-metal or metal-ceramic rings with square cross section, at one end of which- there is a formed extension with a ring-like recess, where we have the opposite part of the ring positioned; in this case the outer surface of the recess totally contacts the inner cylinder surface of the opposite part of the ring.

1 1. A combined piston engine in accordance to claims 1,9 and 10 characterized by the fact that the self-congesting segment rings are installed in pairs in the ring-like channels of the compound pistons, where their extended parts are placed into recesses, shaped into the bodies of the graded insertions of the pistons and the rings themselves are positioned in a mirror-like way, one in respect to the other, so that their extended parts coincide and their slits are dislocated.

12. A combined piston engine in accordance to claim 1, characterized by the fact that the one- or two- shafted knee- sector synchronizing mechanism consists of at least three one- or two- channeled sectors with perpendicular or bent channels in the direction of the axis of the piston rods.

13. A combined piston engine in accordance to claims 1 and 12 is characterized by the fact that the synchronizing mechanism of the piston engine consists of one or two crankshafts, each of them made of one or more parts, having 3 toggles, lying in a plane, where the middle toggles are arranged oppositely /180 degrees/ in comparison to the side toggles; in-between the parts of the crankshafts are immovably linked through grooves, through mechanical or electro-magnetic connections.

14. A combined piston engine in accordance to claims 1 and 12, characterized by the fact that every sector of the one or two- shafted toggle-sector synchronizing mechanism is immovably linked on one or two sides to one, two or more piston or synchronizing bars, which are placed axially in one or more ruling bearings, installed immovably in the body of the crankcase or the body of the cylinder sections.

15. A combined piston engine, in accordance to claim 1 and 13, characterized by the fact that the knee-shafts of the two-shafted knee-sector or knee- connecting rod synchronizing mechanism are linked in-between by one or two or more pairs of wheels.

16. A combined piston engine in accordance to claims 1 and 12, characterized by the fact that the sector bearings can be rolling as well as sliding; with the use of the sliding bearings in each sector channel are installed at least two or three rolling bearings; for this purpose in the sector channel there are correspondingly two or three longitudinal work courses formed, which are symmetrically arranged on both sides of the guide-way channel, where the parts, lying oppositely to the work courses, are free for the free passing between the sector and the bearings, whose outer shells move in a direction opposite to the axes of the bearings.