WO2007065453A1

WO2007065453A1 - Complete torque engine

Info

Publication number: WO2007065453A1
Application number: PCT/EG2005/000043
Authority: WO
Inventors: Hekal Mohamed Bedair
Original assignee: Hekal Mohamed Bedair
Priority date: 2005-12-05
Filing date: 2005-12-31
Publication date: 2007-06-14

Abstract

An internal combustion rotary piston engine, four strokes (intake, compression, power and exhaust), with a constant length for the arm torque through the whole power stroke which leads to the full conversion of gasses pressure on the surface of the piston inside the combustion chamber without any loss, on the contrary to the present engines (piston and rotaries- look at the diagram in fig.3). This property raises the average of the output torque by nearly four times without any increase in fuel and this leads to the reduction of fuel consumption by more than 80% and the reduction of the engine weight by nearly 70%.

Description

Complete Torque Engine

• Technical field

Internal combustion engines

• Background Art

The internal combustion engines provide us with the greatest amount of energy we need either in transport or in generating electricity needed for most of life activities. Most of the internal combustion engines works by Otto cycle (intake, compression, power and exhaust) and they convert the chemical energy to the mechanical energy needed.

Unfortunately, this useful operation process is accompanied by negative results such as carbon dioxide and some other harmful gasses which have dangerous effects that causes the phenomenon of the green house effect (carbon dioxide is the main reason). Therefore developing theses engines or finding other alternatives become a vital necessity because these engines have high eagerness for fuel for the following reasons:

1. The average of the fuel consumption compared to the mechanical energy produced is very high.

2. The rate of growing of the number of cars is more than that of population.

For the above reasons we can tell that the oil reserves will run out before the middle of this century, so it is very important to find out solution(s) for this problem as soon as possible. the systems of conversion from reciprocating motion to rotary (cancellation of the connecting rod-crank) and making it directly rotary to get rid of the inertia forces which reduces the R.P.M.. cams as well as springs to increase the mechanical efficiency.

Many attempts have been made to make rotary engines without giving much attention to the efficiency of conversion from chemical energy present in fuel to mechanical energy or the output torque and its relation with the engine design. Another question raises itself here: are these engines produce torque by high efficiency or not? Consequently, in spite the new appeared designs succeeded in reaching a^r direct rotary motion, they fail in achieving any reduction in the rates' of fuel consumption.

Although many attempts have been made to use hydrogen as a fuel and have shown success after solving the problem of the carburetor, eagerness for fuel which acquires very large and heavy tanks makes this procedure un practical.

Many people believe that the present thermal engines are ideal and perfectly designed, and there is no scope for their radical development but the truth is other wise; they are far from being perfect. These engines have low actual efficiency and high voracity for fuel, as a truth of matter this is the consequences of inefficient design. Any accurate researcher will discover this from the following analysis:

1. At the conversion of thermal energy into mechanical energy, certain amount of thermal energy produces the same amount of mechanical energy. used to convert the two types of energy one to the other, is completely connected with the type and efficiency of the converting machine.

Such conversion in the machine is carried out in three stages:

The first stage :

Conversion from chemical energy present in fuel to thermal energy. In the present engines 75% of this energy is lost in exhaust and cooling and only 25% is used.

The second stage :

Conversion of the thermal energy produced in the first stage into mechanical energy that exists in the form of gas pressures inside the combustion chamber. This pressure becomes in the highest degrees at the beginning of the power stroke as shown in fig. I₅ this figure explains in details the output torque during the power stroke, and its relation with both the length of torque arm and gases pressure in the reciprocating engine and winkle engine.

The third stage:

The machine converts this thermal energy produced from the combustion of fuel and which has taken the form of gasses pressure energy (mechanical energy) into torque. The conversion efficiency from gasses pressure into mechanical force (Torque) depends on the efficiency of the design of the conversion engine mechanism. Also, a part of the converted energy is lost due to friction between the moving parts (mechanical efficiency). present design of the reciprocating engine and the capability of the engine to convert gases pressure into torque. Consequently, any new design for a new internal combustion engine will have a different mechanical equivalent depending on this difference in the capability of converting from gasses pressures into mechanical force (Torque) (efficiency of conversion) .

The ability to convert (efficiency of conversion) gasses pressure into torque in the present engines whether it is reciprocating or rotary as this of Wankel (the only practical rotary engine nowadays), is a very low ability.

• Disclosure of Invention

„_, Torque x R.P.M (FxL ) x R.P. M

Hr .— =

K K

a meaning that the main effective factors in producing the ability of the engine are torque and R.P.M .

To analyze these factors:

First: Torque (The ability to work) is the result of multiplying two factors by each other and these factors are:

• (F): it is the pressing force on the surface of the piston and it is directly related with the quantity of the combusted fuel.

• (L): it is the length of the torque arm that affects the crankshaft during power stroke (about 120 degree) whether in the Reciprocating engine or in the Wankel rotary engine. (F) (L)

Torque (L) Torque CF)

Figure (A): P.E, W.R.E Figure (B): The new engine

Since the torque is the value of multiplying a factor by another factor (a factor X another factor). So it is possible to replace the value of a factor by the other to get the same value of the torque, for example: (3 x 5 = 15) and (5 x 3 = 15). As well in figure (A) the pressing force on the piston (F) is the bigger value and the length of torque arm (L) is the smaller value through the active part of the power stroke (about 120 degree on the crank shaft) to produce a value of a torque (T) along 120 on the crankshaft. In figure (B) the pressing force (F) on the piston is the smaller value and the length of the torque arm (L) is the bigger value through the active part of the power stroke (about 120 degree on the crankshaft) to produce torque value (T) along 120 degree on the crankshaft.

In the two cases, the output torque is represented by the value along 120 degree on the crankshaft, but the difference between the two cases is that the output torque in the first case comes from the combustion of a large quantity of fuel to produce force (F) with a large value. In the second case, when the pressing force on the surface (F) on the piston is a small value, this means that the combustion of an amount of fuel is less than the first case. As a result, if the value of (F) is changed without any change in the value of torque, the ability of the engine still also without any change, which means a less combustion of fuel amount.

As the work done is a result of multiplying two factors by each other and they are:

1) (F) The pressing force on the surface of the piston.

2) (D) The distance that is the length of power stroke. be increased to keep the value of the work done unchanged, and vice versa.

The following figures clarify this meaning:

(F) _^ (D)

Work (D) Work (F)

Figure (A): Reciprocating engine Figure (B): The new engine

Wankel Rotary engine

According to Carnnot equation the thermal efficiency machine

_ output work _ w

heat energy from fuel QH

Since the output work in the first case (A) equals the output work in the second case (B), so the heat energy befitted from fuel in both of the two cases is the same. This means we get a similar energy in the second case (B) as that in the first case (A), but as a result of the combustion of less amount of fuel. That is the thermal efficiency increases suitably with the increase in the length of power stroke and it is not unlimited increase but it is limited by Carnnot equation of the thermal efficiency machine.

The increase of thermal efficiency means the conversion the biggest possible amount of the kinetic energy inside the combustion chambers, which is gained as a result of the combustion of fuel and is turned into useful work on the crankshaft through torque and not to let it go through another canals without benefiting from it such as exhaust and cooling.

The reciprocating engine with its present design or any other rotary used now doesn't help to achieve the desirable purpose. The growth of done and the output torque without the combustion of any additional fuel, this can be achieved if the value of (D) and (L) increase but the value of (F) still unchanged. It is a certain fact that the relation between the length of power stroke and the length of the torque arm in the reciprocating engine is an obstacle in the way to achieve what is wanted because the length of the torque arm is the length of the work stroke.

So, as a result of this relation in reciprocating engines we can only convert (transmit) a quarter of the thermal energy inside the combustion chambers during the power stroke into mechanical energy. This energy is used as a torque on the crankshaft because of the in perfect design which shortens the length of the torque arm into 25% of the value desirable.

Also, the design of this engine is an obstacle in the way of the possibility to increase the length of the work stroke to attain the longest possible expanding to achieve a complete convert for the thermal energy of the combusted fuel. To get all the thermal energy of the fuel, the length of the medium torque arm must be increased to four times that exists in the reciprocating engine and decreasing the piston area to quarter the area exists. This must happen without changing the engine's ability (H. P.) and keeping the same combustion circumstances and keeping the same compression ratio as in the reciprocating engine during the effective power stroke on the crankshaft (120 degree).

With the possibility to increase the power stroke that can achieve the thermal efficiency wanted without having obstacles to prevent it. The need has become dire for the emergence of the new expected engine which achieves ideal thermal efficiency close to perfection and surpasses the limit of 90% of thermal efficiency, together with a mechanical efficiency that matches the turbine efficiency and surpasses the limit of the required saving in fuel.

So₅ as a result of the above facts and to realize this purpose we should follow two ways united to the theory that enables us to design this engine with the wanted advantages.

The first way (the most important one)

Reducing the consumption can be achieved by the redesign of the machine to be with a smaller piston and with a long torque arm that combusts a less quantity of fuel instead of a big piston and a short torque arm which combusts more quantity of fuel, besides keeping the same combustion circumstances of the old reciprocating four su/oke engine in compression ratio and volumetric efficiency and the similarity on the rotation of the crankshaft ( 120 degree rotation ) as an active torque for the power stroke.

The second way;

Reducing the consumption in an indirect way by reducing the weight of the parts of the car to make it possible to use an engine with less H.P. than the present used one, to reduce consumption and to reduce the weight of the engine as it is one of the parts of the car. To achieve this aim besides increasing the R.P.M of the engine to increase its H.P. without in creasing its weight and volume (size) and this leads to improve the efficiency of the engine without any consideration to its weight and to get an engine that has high efficiency as well as a light weight. But the reciprocating engine does not allow this development for the following reasons:

1) The increase of the inertia force on the conversion equipment of movement from reciprocating movement to rotary one (the crankshaft and the connecting rods), grows with the speed square R.P.M without any bad results.

2) Reducing the thermal energy produced from the combustion of fuel on the high speed by about 30% of the quantity of the fuel that does not combust completely because of the lack of the oxygen wanted for a perfect combustion and this happens due to the decrease in volumetric efficiency as the decrease in oxygen leads to producing carbon monoxide instead of carbon dioxide.

3) The destruction (failure) of the torque on speed because of the reduction of volumetric efficiency as there is no enough time to fill the combustion chamber with the mixture of air, and fuel. This problem grows bigger as a result of the narrow pulling canals and the jams around the valves which decrease the amount of air mixture in the combustion chamber at the beginning of the power stroke and the combustion pressures do not grow by an equal degree as they are required to be.

For the above reasons, the new expected engine must have the following advantages:

. A) It must not be a reciprocating engine and must be a rotary one without needing conversion equipment from reciprocating to rotary.

B) It must be four strokes engine as the reciprocating engine and the Wankel rotary.

C) It must be identical to the reciprocating engine and the Wankel rotary one in the circumstances and the conditions of performance for the four strokes and the compression ratio. efficiency such as valves and narrow canals that are resistant to the entry of the mixture.

E) The new design mustn't allow the increase in temperature that causes the expansion of the air mixture before entering the combustion chambers.

F) It must have the capability to increase its speed to reach that of the turbine. This can be reached by the following:

• It mustn't contain any obstacle mechanical parts such as cams or springs etc.

• Its rotation must be like that of a turbirie in that it has to be on a stable axis with low friction.

• It must have high oiling and cooling efficiency.

• It must have high mechanical efficiency particularly in high speeds.

G) The output torque resulted from rotation must articulate the energy of compressing gases completely inside the combustion chambers without any loss.

H) The torque value shouldn't be reduced to zero during the power stroke (the length of the torque arm (L) shouldn't be reduced to zero) that is to say an engine with a complete stable torque.

The new invented engine has achieved what has been mentioned above ?y establishing the following:

L- The efficiency to convert gases pressures into torque expresses the actual pressures on the surface of the piston without any loss along the power stroke on the contrary of the other present engines either shown in fig.3.

2- The invented engine rotates on a stable base exactly like turbines with mechanical efficiency of about 98% on the contrary of the present reciprocating engines which has an efficiency not more than 85% on its highest degree particularly in high speeds.

Now we can tell, as the actual total efficiency is the result of multiplying thermal efficiency and mechanical efficiency.

The actual total efficiency of the new engine = 95% x 98% = 93%

The actual total efficiency of the reciprocating engine = 25 % x 85% = 21%

The actual efficiency of the new engine 93

= = 4.43

The actual efficiency of the old engine 21

That is to say, the efficiency of the new engine is four times more. So the consumption of fuel of the new engine compared to that of the old engine

=— = 22.5%

93

Now we can see that the high thermal efficiency of the new engine makes the loss of heat very rare, and this leads to the following:

a) The possibility to use light metals in most parts of the engine to reduce its weight such as aluminum without any fear to lose any of their properties at high temperatures.

b) The rotation of the engine on a constant base in one direction without valves, cams and other things with high volumetric efficiency and high mechanical efficiency enables the increase of the speed of the engine without any obstacles to achieve more horse a less weighted engine.

c) The possibility to use hydrogen as a fuel, due to the quick speed in spreading fire in hydrogen more than ten times of its padded in the Petrol fuel, this gives the chance to increase the combustion per second which leads to the increase in R.P.M. which raise the output horse power compared to the output horse power of the present engine.

We argue that this may represent a technological jump and nobody can imagine its results. This may be similar to the difference between the ability of man to carry things (about 20% of his weight) and the ability, of an ant to carry more than 500% of its weight.

The reciprocating engine explains the relation of the output torque during the power stoke and the change in length of the torque arm which shows that in the upper dead canter when the energy of gas pressures is in its highest level, the output torque = zero. The output torque through the power stroke is partially representing the entire converted energy, and the rest is lost because of the decrease of the length in the torque arm, this is well illustrated in fig.1.

• Brief description of Drawings

Figure 1 shows that the output torque through the power stroke doesn't illustrate the actual energy of gasses pressure on the piston in the combustion chambers. At the beginning of the power stroke in the upper dead center, pressures are at their maximum with no output at all; this is due to length of torque arm which is equal to zero. This means that with maximum gas pressure, power is nil. Power waste is at minimum in the middle of the power stroke when arm length is half the power stroke length. This means that average torque arm is about 25 percent of the power stroke length (between zero and half the length 'of the power stroke).

Fig.2 shows the output torque of the new engine through the power stroke and how it is expressing quite well the actual energy inside the combustion chamber without any loss.

The diagram in fig.3 explains the difference in the output torque between the new engine (complete torque engine) and both the reciprocating engine and the Wankel rotary one (the only practical engine nowadays) and it shows the relation between the average torques in the three engines. It also shows the difference in the way of performance between the new complete torque engine and both the rotary and reciprocating engines. The essential difference is the constant length of the torque arm in the new engine while it is changed from zero to a small value during the power stroke in the present engine.

As shown in fig. 4, the engine constitutes of three double pistons (AAl) rotating through an axial cylinder (X) on a fixed axis (C) (Crank Shaft), a connecting arm (B) separates the center (C) and the double pistons (AAl). The arm has constant length through the whole cycle which accordingly guarantees constant torque that that the full transfer of cylinder (X) another external cylinder (D) that takes the shape of a semicircle that forms an oval sector in its principle shape. This design allows the flexibility in the change in the space between the cylinder (X) and the external one (D) during the rotation and sliding of pistons, here the intake stroke took place through the hole (M) as a result the compression stroke continues till the piston slides after the combustion candle (S) where the combustion power stroke starts through an arc length equals 120 degrees till it reaches the external opening (N) so the exhaust power stroke starts. Then the three groups consequently alter the combustion between each other every 120 degrees, which insures torque through the whole 360 degrees on the crank shaft.

• Best Mode for Carrying out the Invention

Through one of the international professional companies which is an expert in the field of the invention, It must has the ability to develop, produce and market the invention gradually to substitute the present engine and avoiding economical shocks must be taken into consideration.

• Industrial Applicability

The internal combustion engine is the essence of all means of transport; cars, trains and buses etc, these means of transport consume most of the world oil production. This oil consumption leads to producing exhaust (pollution) which causes green house effect that affects our planet dangerously.

The large consumption of oil leads to the rapid running out of oil all over the world before the middle of this century. So, this new invention (Hekal.R.E.) with its minimum consumption of fuel compared to the present ones reduces the average of consumption by 15% besides its light weight. This leads to using it in the following fields.

• It will replace hydrogen cells as the main problem with using hydrogen as a fuel in the recent engines is the weight and volume of tanks. Reducing the consumption of fuel leads to reducing of weight and volume of tanks, consequently, this will lead to the reduction of the dangers of the green house effect.

• There will be a possibility to invent the flying car, little commercial planes and helicopters as the new engine will provide . them with the high efficiency of power as well as the light weight.

• Reduction of transport costs and generation of electricity which will lead in general to further reduction of costs in various fields.

Claims

1. The length of the torque arm is characterized by being constant through the whole power stroke, which permits the conversion from actual gasses pressure to torque without causing any loss along the three power strokes (120 degrees X 3 = 360 degrees)

2. The rotation of pistons is characterized by being designed on unchangeable (fixed) center by pole bearing (like turbines) that allows the increase in the average of speed (R.P.M) with high mechanical efficiency besides the reduction of the relation between the output horse power and the engine's weight from 3 kg per 1 horse power in the present engine to 1/4 kg per horse power in the new engine at 16000 R.P.M.

3. The invention as a whole is characterized by its design (three groups of pistons rotating on a fixed axis producing three power strokes per cycle like turbine), contents, elements as well as the ways and relations connected them, which has an economical importance and a landmark in the new inventions and was applied practically in a prototype.