WO2007019082A2 - Procede et appareil d'exploitation d'un moteur thermique - Google Patents

Procede et appareil d'exploitation d'un moteur thermique Download PDF

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Publication number
WO2007019082A2
WO2007019082A2 PCT/US2006/029405 US2006029405W WO2007019082A2 WO 2007019082 A2 WO2007019082 A2 WO 2007019082A2 US 2006029405 W US2006029405 W US 2006029405W WO 2007019082 A2 WO2007019082 A2 WO 2007019082A2
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WO
WIPO (PCT)
Prior art keywords
combustion chamber
steam
piston
engine
water
Prior art date
Application number
PCT/US2006/029405
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English (en)
Other versions
WO2007019082A9 (fr
WO2007019082A3 (fr
Inventor
H. Bruce Crower
Original Assignee
Crower H Bruce
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
Application filed by Crower H Bruce filed Critical Crower H Bruce
Publication of WO2007019082A2 publication Critical patent/WO2007019082A2/fr
Publication of WO2007019082A9 publication Critical patent/WO2007019082A9/fr
Publication of WO2007019082A3 publication Critical patent/WO2007019082A3/fr

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Classifications

    • 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
    • F02B47/00—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines
    • F02B47/02—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines the substances being water or steam
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/022—Adding fuel and water emulsion, water or steam
    • F02M25/0221—Details of the water supply system, e.g. pumps or arrangement of valves
    • F02M25/0222—Water recovery or storage
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/022—Adding fuel and water emulsion, water or steam
    • F02M25/0227—Control aspects; Arrangement of sensors; Diagnostics; Actuators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/022—Adding fuel and water emulsion, water or steam
    • F02M25/025—Adding water
    • F02M25/03—Adding water into the cylinder or the pre-combustion chamber
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to internal combustion engines. More particularly it relates to apparatus and method of operation of an internal combustion engine for timed injection of water into a cylinder which can be employed for one or a combination of recapturing waste heat, cooling the engine, and lowering NOX emissions, by providing an extra power stroke to the engine from the expansion of the water into steam which also cools the engine internally.
  • the design and method of operation of the device are suitable for use on any type of internal combustion engine using any type of fuel for the fuel/air mixture be it gasoline, diesel, Wankel, or other engine employing combustion of fuel to produce work from recaptured waste heat as well as a means to internally cool the engine on which it is employed to reduce or eliminate the need for a cooling system and to reduce Nox emissions caused by heated cylinder surfaces.
  • the device may be provided as an engine already incorporating timed and metered water injection during appropriate cycles or can be added to existing internal combustion engines through the addition of parts adapted for such an improvement.
  • the internal combustion engine is a heat engine wherein fuel is burned within a confined space called a combustion chamber. An exothermic reaction of a fuel with an oxidizer occurs and creates gases of high temperature and pressure, which are permitted to expand and move a piston in relation to a cylinder. Such engines provide power to perform by capturing the force of the expanding hot gases acting directly to cause movement of the pistons or rotors communicating with the combustion chamber.
  • Piston type gas and diesel engines reciprocate pistons engaged to crankshafts inside mating cylinders using two or four strokes per cycle of operation.
  • Wankel or rotary engines are arranged to rotate a triangular piston sequentially around an oval cylinder in a generally four cycle mode of operation.
  • Two cycle internal combustion engines generally mix lubricating oil with the gasoline or fuel used and employ only a compression stroke to compress the fuel mixture and a firing stroke subsequent to fuel ignition in the combustion chamber.
  • Diesel engines operate much the same, however, instead of using a spark plug or other means of ignition of the fuel and air, the diesel ignites the mixture using high compression above the piston in the cylinder.
  • a constant problem for internal combustion engines is the need to cool the piston, cylinders and cylinder heads, from the constant heat released during the combustion of the fuel inside the combustion chamber. While some smaller engines are air cooled, the majority of larger engines use water or antifreeze fluid to cool the sidewall of the engine block housing the cylinders and the cylinder heads and bleed off what is currently considered waste heat.
  • the U.S. Government is continually tightening the allowable Nox emissions from internal combustion engines.
  • Exhaust Gas Recirculation through the combustion chamber is employed to reduce combustion temperatures and thus reduce Nox emissions.
  • that strategy has currently been maximized for effect and consequently other means to reduce combustion temperature are needed in the ongoing tightening of exhaust standards limiting such Nox emissions.
  • the device and method providing for engine cooling and a recapture of waste heat also provides a means to reduce Nox emissions from the engine on which it is employed. This reduction of Nox emissions yields great benefits to the environment.
  • a device and method yielding the above benefits should be easily incorporated into internal combustion engine design and operation without substantial modification to conventional design and manufacture standards and components to thereby allow for widespread immediate adoption by manufacturers. This will allow for immediate implementation of the device and method to a wide variety of internal combustion engines to save energy and fuel while concurrently increasing power produced by the engine and reducing
  • the fluid injectors can be adapted for engagement with any type of internal combustion engine burning any fuel and having any number of cycles of each operation of pistons inside a cylinder.
  • the injectors would either be engaged to a high pressure fluid source such as a fluid conduit communicated from a pump, or would internally generate the high pressure spray themselves.
  • the resulting atomized or other spray of water or other fluid would be communicated into the combustion chamber at precisely the correct moment much the same as fuel injectors time fuel communication.
  • the water will turn to steam and expand under pressure to thereby recapture heat from the combustion chamber and surrounding surfaces and produce additional force or work from the engine since the pistons would double their power strokes during any engine cycle.
  • both the intake and exhaust valves are in a closed position, to seal the combustion chamber formed between the cylinder head, the cylinder, and the top surface of the piston.
  • a new reciprocal cycle is started wherein the piston moves away from the cylinder head in the first stroke of a new six stroke cycle.
  • this first stroke provides means to pull air or another oxidizer premixed with fuel or for mixture with fuel inside the combustion chamber.
  • the oxidizer or air is communicated into the combustion chamber through the intake valve which moves to an open position during this intake stroke. Or, air may be pulled into the combustion chamber and means for injection of fuel therein may be employed to create the fuel mixture for ignition.
  • a four-stroke engine can be recycled to a six-stroke engine and the waste heat used to do work by driving the piston the extra stroke during each cycle.
  • the fluid injection system and recycling of the herein disclosed is suitable for adaptation to any type of internal combustion engine whether it be two stroke or four stroke.
  • the disclosed device and method herein will work with any type of fuel being provided to any type of internal combustion engine including but not limited to one or a combination of fuels such as gasoline, diesel, jet fuel, natural gas, LPG, or any other fuel and oxidizer mix used for combustion inside the combustion chamber of an internal combustion engine.
  • the device and method of operation of an internal combustion engine herein employs water injection at correctly timed intervals, to yield an additional power stroke to the engine.
  • the method and components of the device can also be employed as a means for internal cooling of a conventional internal combustion engine, or to cool a highly turbo charged engine which due to the pressure boost in the oxidizer and increased fuel in the mix, tends to burn hotter.
  • As a method providing a means for internal cooling water is injected into the cylinder after the normal exhaust of hot waste gases to the turbo boost system.
  • the timed and metered water injection directly into the combustion chamber not only provides an extra power stroke, it would also aid in cooling the conventional or turbo charged engines.
  • Yet another object of this invention is the provision of such a device using water to generate a second power stroke with steam that also may be employed to lower the combustion chamber temperature during combustion of fuel and oxidizer to thereby provide means for reduction of Nox emissions from the engine.
  • Figure 1 depicts a side view of a piston at an upper position in the cylinder during an intake stroke wherein fuel and air are communicated into the combustion chamber.
  • Figure 2 is a side view of the piston during an upward compression stroke inside the cylinder to compress the fuel and air mixture.
  • Figure 3 depicts a side view of the piston in a first power stroke subsequent to ignition of the mixture of fuel and oxidizer in the combustion chamber.
  • Figure 4 shows the piston traveling toward the cylinder head subsequent to the end of the first power stroke of figure 3 with the exhaust valve open to vent exhaust gasses.
  • Figure 5 depicts the cylinder at or just prior to top dead center of the exhaust stroke and all valves communicating with the combustion chamber closed wherein water is injected into the combustion chamber.
  • Figure 6 shows the downward travel of the piston in the cylinder of a second power stroke in the cycle powered by steam formed in the combustion chamber.
  • Figure 7 depicts the beginning of the final upward stroke of the cycle wherein the steam will be exhausted from the combustion chamber through the exhaust port to the atmosphere or through a separate steam exhaust port and through a condenser to allow reuse of the water.
  • Figure 10 shows the device engaged on a rotary type engine.
  • FIG. 1 there is shown a side sliced view of a piston 12 positioned toward an upper position in the cylinder 14 adapted for reciprocated engagement with the piston 12.
  • the piston 12 moves away from the cylinder head 16 which provides the engagement point for the intake valve 18 and the exhaust valve 20.
  • the intake valve translates to open and close the valve head portion 21 in a seat 22.
  • the intake valve 18 thus controls communication of the intake manifold 24 with the combustion chamber 26.
  • the exhaust valve 20 translates to engage and disengage a head portion 28 with an exhaust seat 30 and control communication of the combustion chamber 26 with the exhaust manifold 32.
  • fuel is communicated to the combustion chamber through the intake manifold 24 with the oxidizer such as air, or through a means for injection of fuel to the combustion chamber 26 such as fuel injector 33.
  • the device 10 and method herein anticipate all such means for communication of fuel into the combustion chamber and any fuel that may be employed including but not limited to gasoline, diesel, natural gas, hydrogen, or other fuels employed to produce the explosion in the combustion chambers of internal combustion engines, hi most reciprocating internal combustion engines a rod 35 is operatively engaged between the piston 12 and a crankshaft 34 to convert the reciprocating motion of the piston 12 to rotational motion for work.
  • a compression cycle is provided wherein the piston 12 moves toward the cylinder head 16 in a compression stroke of the piston cycle to compress the fuel and air mixture communicated to the combustion chamber 26 in the upper end of the cylinder 14 adjacent to the cylinder head 16. This is shown in figure 2 wherein the piston 12 is moving toward the cylinder head 16 compressing the volume of the combustion chamber 26.
  • the intake valve 18 and exhaust valve 20 are seated thereby sealing the combustion chamber 26.
  • the compressed air and fuel mixture is ignited once the piston 12 reaches a point sufficiently close to the cylinder head 16 to compress the fuel mixture thereby producing heat and force from the exothermic reaction.
  • Means for ignition of the fuel mixture in most gasoline engines is provided by a spark plug 38 and in most diesel type engines by compression itself.
  • Rotary engines such as the Wankel, while not depicted herein, function much the same as a reciprocating piston engine shown in that there are conventional four cycles to the piston and as such, the device 10 and method herein may be deployed upon a rotary engine also.
  • the piston 12 Upon ignition of the fuel mixture as shown in Figure 3 the piston 12 travels in a direction away from the cylinder head 16 in a first power stroke using the force of the fuel ignition to force the piston 12. Thereafter as shown in figure 4 the piston 12 will travel toward the cylinder head 16 and the exhaust valve 20 will open and provide communication between the combustion chamber 26 and the exhaust manifold 32 to vent the exhaust gases from the combustion chamber 26.
  • the device 10 and method disclosed herein provide utility to the user in the form of a second power stroke of the piston 12 during the cycle of piston reciprocation inside the cylinder 22.
  • both the intake valve 18 and exhaust valve 18 move to the closed position thereby sealing the combustion chamber 26.
  • water 39 or another fluid adapted to turn to steam is communicated to the hot combustion chamber 26 using means for metered communication such as fluid injector 40.
  • combustion chamber 26 during the metered injection of fluid therein to form steam may be pressurized through piston compression of exhaust gases in a fashion similar to that noted earlier for the fuel mixture, or, it can be unpressurized as shown in figure 5 subsequent to venting of the exhaust gases depicted in figure 4.
  • the current favored mode of the operation of the device 10 vents the exhaust as shown in figure 4 and then communicates fluid to the compression chamber 26.
  • closing both valves 18 and 20 during the stroke shown in figure 4 will allow for the very hot exhaust gases to stay in the compression chamber 26 under pressure when the liquid is communicated therein, increasing the heat that might be recaptured.
  • the piston 12 Once the piston 12 completes the second power stroke of the cycle, it will move toward the cylinder head 16 in a final stroke of the cycle to vent the steam from the combustion chamber 26. As depicted in figure 7, where only intake and exhaust manifolds are employed, the steam would be vented through the exhaust manifold 32 when the exhaust valve 20 opens.
  • a steam exhaust conduit 44 would communicate with the intake manifold 26.
  • a reciprocating third valve 46 would operate in the same fashion as the intake valve 18 and exhaust valve 20 by engaging between an open position and closed position.
  • the piston 12 moves toward the cylinder head 16 wherein the third valve 46 will open and allow the steam in the combustion chamber 26 to be vented to the steam exhaust conduit 44.
  • the steam exhaust conduit 44 will communicate the steam to a cooling chamber or other means to cool the steam and change it back to water which will be recycled and used to supply the fluid injector 40.
  • the fluid injector 40 would either generate its own pressure to inject the fluid into the combustion chamber 26 or will be in sealed communication with a pressurized fluid supply which will draw the fluid from an onboard reservoir. Steam recaptured through the steam exhaust conduit 44 and cooled will become reclaimed water thereafter communicated back to the reservoir. By recycling the water when the device 10 is employed on an automobile or other device which moves, a smaller water supply is required than if the steam is simply ejected into the atmosphere through the exhaust manifold 32 as noted earlier as the other mode of operation of the device 10. However, if the size of the water supply is not an issue or the engine is stationary and need not carry a supply of water to generate steam, then the two valved embodiment may be sufficient for the user.
  • the depictions of the drawings show a piston driven engine which employs a spark plug 38 as the means for ignition of the fuel mixture.
  • the spark plug 38 would not be required for the device 10 when employed on a diesel engine which uses compression as a means for ignition of the fuel mixture.
  • the drawings and explanation of operation above discuss the device 10 and method employed with a four cycle engine with four reciprocating strokes of the piston 12 and when employed, yield the extra power stroke using waste heat.
  • the device and method can just as easily be employed with a two-cycle engine changing it to a two-cycle engine with an extra power stroke by communicating water or other liquid into the combustion chamber of the two cycle engine on the stroke of the piston 12 subsequent to the fuel being ignited by a spark plug 38. This would yield the second power stroke in the cycle using waste heat to provide the power to move the piston 12.
  • additional waste heat can be captured for use to generate steam from water 39 communicated into the combustion chamber 26 by venting the exhaust gases into passages 42 formed internally in the cylinder head 16.
  • these passages 42 provide a fluid conduit for the cooling system to pump fluid therethrough for cooling.
  • the passages 42 may be employed to communicate hot exhaust gases into the metal parts forming the cylinder 16 and cylinder heat 16 to heat them. This would store the heat from the hot exhaust gases in the metal parts of the engine and allow it to be additionally reclaimed by the device 10 to generate steam making the resulting engine even more efficient.
  • the device 10 and method of operation of an internal combustion engine herein may be employed to provide a means for cooling combustion chamber surface temperatures during burning of the fuel mixture to thereby provide means for reduction of Nox emissions in the exhaust gases from the combustion chamber 26.
  • the fluid injectors 40 will provide a timed metered communication of fluid such as water 39 to the combustion chamber 26 during the fuel/oxidizer compression stroke.
  • fluid such as water 39
  • a significant reduction in surface temperatures of the cylinder head 16 and other surface forming the combustion chamber26 is achieved to significantly reducing Nox exhaust emissions from internal combustion engines and especially diesel engines.
  • An additional water supply may be necessary when this extra infection of water is employed since it will be exhausted with the exhaust gases.
  • the engine may be manufactured as a new component with the appropriate fuel intake means and water injection means engaged with each cylinder.
  • the engine would employ the water injection noted above for any of the noted objects of waste heat recapture, internal cooling, or Nox reduction.
  • existing internal combustion engines may be retrofitted through the addition of fluid injectors to inject water into each cylinder and a control means to control the timing thereof to produce an extra power stroke.
  • the timing of the valve opening and closing of the cylinder would also be adjusted to provide the steam stroke and/or Nox reduction, and/or internal cooling in the above described manner.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Water Supply & Treatment (AREA)
  • Health & Medical Sciences (AREA)
  • Public Health (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

L'invention concerne un moteur thermique ainsi qu'un procédé d'exploitation faisant appel à l'injection temporisée de l'eau dans la chambre de combustion pour récupérer la chaleur résiduelle, refroidir le moteur ou réduire les émissions Nox du moteur ou une combinaison de ces opérations. L'injection de l'eau à la suite de la course de combustion du moteur utilise la chaleur résiduelle et la chaleur provenant des surfaces de la chambre de combustion pour produire la vapeur destinée à entraîner une seconde course de combustion. L'injection de l'eau peut également servir à pré-refroidir la chambre de combustion afin d'éviter la formation de gaz Nox pendant la combustion de carburant et par la récupération de la chaleur résiduelle et par conduction provenant de la chambre de combustion, le moteur est refroidi, ce qui réduit ou élimine les exigences d'un système de refroidissement extérieur.
PCT/US2006/029405 2005-07-27 2006-07-27 Procede et appareil d'exploitation d'un moteur thermique WO2007019082A2 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
US70339405P 2005-07-27 2005-07-27
US60/703,394 2005-07-27
US11/494,090 US20070022977A1 (en) 2005-07-27 2006-07-26 Method and apparatus for operating an internal combustion engine
US11/494,090 2006-07-26

Publications (3)

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WO2007019082A2 true WO2007019082A2 (fr) 2007-02-15
WO2007019082A9 WO2007019082A9 (fr) 2007-04-05
WO2007019082A3 WO2007019082A3 (fr) 2007-05-24

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WO (1) WO2007019082A2 (fr)

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US8851025B2 (en) * 2008-09-26 2014-10-07 Ronald D. Voisin Powering an internal combustion engine
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WO2013016138A2 (fr) * 2011-07-23 2013-01-31 Parenti Richard Anthony Générateur d'énergie et systèmes de moteur associés
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US20070022977A1 (en) 2007-02-01
WO2007019082A9 (fr) 2007-04-05
WO2007019082A3 (fr) 2007-05-24

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