WO2008100643A2 - Keinkede engine pump (kep) - Google Patents

Abstract

A method of power generation in which the thermoelastic energy of the sun stored in elastic body or matter is converted to mechanical energy to power automobiles, trains, boats, ships, aircrafts and any equipment or system that requires power input to function. The thermoelastic energy is like the hydroelectric energy. One is stored as elastic potential energy and the other as gravitational potential energy.

Description

NAME OF INVENTOR Emmanuel M. Keinkede.

TITLE OF INVENTION Keinkede Engine Pump (KEP)

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of provisional application NO. 61/000,302 filed on October 25^th , 2007 and non-provisional application NO 12/072,854 filed on 2/28/2008 the contents of which are incorporated by reference in their entirety.

STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR

DEVELOPMENT , Not Applicable.

REFERENCE TO SEQUENCE LISTING Not Applicable.

BACKGROUND OF THE INVENTION

THERMOELASTIC ENERGY

0001 The field of this invention is in the area of power generation or energy conversion in which the thermoelastic energy of the sun is converted to mechanical energy. The thermoelastic energy is the radiant energy of the sun absorbed and stored by bodies or matter to become elastic. Also known as internal energy.

0002 The mechanical energy output can be used to power other equipments or systems, one of which will be the extraction of hydrogen and oxygen electrolytically from water. 0003 There are a lot of power generators in the field, hydroelectrics, internal combustion engines, steam turbines, gas turbines, wind turbines, geothermals, tidal powers, solar panels and nuclear.

0004 Hydroelectrics, wind turbines, tidals and geothermals are not easy to be harnessed to our automobiles, aero planes, ships and trains. Some are not available twenty four hours of the day or only available at certain seasons of the year.

0005 The steam turbines, internal combustion engines, gas turbines and nuclear, reject pollutants to our environment and are not as friendly as we wanted them to be.

0006 The energy sources for steam turbines, internal combustion engines, gas turbines, and nuclear power all come from the chemically stored form as matter or chemical elements in their storages. All nations are not equally blessed with their (Chemical) deposits under the ground. The individuals and nations are not all equally rich to purchase these energy producing chemicals or elements, the prices which are steadily creeping up without limit.

0007 As stated above, each of the prior art related to the current invention have problems that could not be resolved.

0011 Of the various types of energy listed on the table of page 4, each and every one clearly has input to generate the associated power. The chemical group, (Coal, Oil, Gas, Ethanol, Uranium, etc.), requires the chemicals to be burnt or activated to release the thermal energy stored. Therefore the chemical group are not at a state of readiness in their storage (latent). The other group are at a ready state at storage. With the right type of technology they could be fed directly to the energy converter while the chemical group requires activation chamber or furnace (combustion chamber) to extract their thermal energy to be fed to the converter.

0012 KEP has a natural input and storage like hydroelectric, wind, solar, geothermal, tidal and fossil powers. The most abundant storage or reservoir of thermoelastic energy is the atmospheric air. As long as the sun shines to light up our solar system, this reservoir could not be exhausted. K.E.P. is the right technology to tap this (Thermoetastic Energy) inexhaustible energy reservoir. 0013 To prove that K.E.P. has input, if it is put in a refrigerator (while running) and cooled down, it will stop running when the temperature of either or both the potential and working fluids reach or go close to freezing temperature. In the same way as stated above in this paragraph a thermoelastic constant at a given temperature can be found, to know how much solar radiation is absorbed at a unit time to generate power with KEP, if it is different from the tabulated internal energy values given in thermodynamic tables.

0014 Except the chemical group, the rest of them, Thermoelastic, Hydroelectric, Wind etc. have only one single furnace or combustion chamber, the sun. They require no man made combustion chamber or furnace on this planet.

0015 As elevated water reservoirs, air in motion (Wind), etc. are sources of energy, it is the same with thermoelastic materials (Air, Gases etc.). The above statements did not mean that every thermoelastic material are capable of usable energy source. Water reservoirs at or just above sea level are not sources of hydroelectric power. As the water reservoir must have a certain amount of head to be useable so is the nature and degree of elasticity of the thermoelastic material. For example, atmospheric air has abundant thermoelastic energy so all compressed air tanks from a certain pressure and above atmospheric are external solar tanks in KEP practice.

0016 Also, except for the chemical group, the rest of them do not require a change of the chemical state of the storage matter for the energy conversion. With KEP, the working fluid is pressurized and expanded simultaneously. The working fluid is pressurized by the combined effort of the swinger gate and firebox case (which acts like a piston) balanced against the discharge pressure, so the power input is just to overcome bearings friction loss, windage loss and seals friction loss. No power is needed to overcome the discharge pressure.

0017 hi the chemical group, the energy is stored as a chemical property or matter, but in the others, it (energy) can be physically observed by an observer, its (energy) effect on the storage matter as a physical property. This statement is not referenced to atomic and subatomic types of energy. ENERGY SDURCES, PRDCESES AND STDRAGES

BRIEF SUMMARY OF THE INVENTION

0001 The aim of this invention is to provide a reliable power generation to overcome all or most of the deficiencies in other power generators or energy converters.

0002 The invention is also intended as a power source to power our automobiles, trains, airplanes, boats and ships.

0003 Also, the invention is a power source for all equipments and systems that require power to function.

ADVANTAGES:

0004 No atmospheric or waterway pollutions.

0005 No fuel cost.

0006 Both the potential and working fluids are never destroyed but last for the life of the engine and could even be reused in another engine.

0007 All nations have equal access to air for power generation, so there is no interdependency of one nation on another.

0008 Unlike conventional boilers or engines the furnace or combustion chamber of KEP is not located on this planet but in the sun.

0009 The thermoelastic energy of the universe is always available and inexhaustible as long as the sun shines in the universe.

0010 Low cost electric home heaters in winter.

0011 Low cost for air, land and sea transportation.

0012 To reserve coal, oil, and gas for petrochemical, pharmaceutical, and plastic industries etc.

0013 Cheap extraction of oxygen and hydrogen from water to replace current day aviation fuel for planes and spacecraft propulsion with high speed.

0014 KEP will replace most coal, oil, gas and nuclear power plants by itself or with the hydrogen it electrolitically extracts from water.

0015 United States will save approximately $32,395,000,000,000.00 each year for coal, oil and gas cost for power generation based on year 2004 estimate. 0016 The world as a whole will save an amount greater than that of the United States of America. The value for the world is not available at time of inquiry.

0017 The price of goods and services on the portion that is due to energy cost will be reduced.

0018 Possibility of opening up research in converting energy to matter.

0019 In the military, KEP will provide long range fighters and bombers but slower speed than turbojet fighters.

0020 Also, KEP alternative (hydrogen from electrolysis) does not pollute the atmosphere or the waterways. It only creates hydro cycle. That is, from water to hydrogen and oxygen and back to water.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING

0001 FIG. 1 : Keinkede Engine Pump (KEP) is an energy converter or engine that converts thermoelastic energy to mechanical energy. It consists of engine and pump in a single unit. KEP is made up of Engine Block Tank and Auxiliaries.

0002 IN FIG. 1, KEP AUXILIARIES: As shown on the block diagram, keinkede engine pump auxiliaries are made up of primary solar tank (PST), secondary solar tank (SST), working fluid tank (WFT), primary charge valve (PCV), idle start valve (ISV), idle control valve (ICV), motive fire valve (MFV), idle vent valve (IVV), maximum relief valve (MRV), suction check valve (SCV), motive bleed valve (MBV), discharge boost valve (DBV), suction boost valve (SBV), flow boost valve (FBV), tank isolation valve (TIV) and tank charge valve (TCV).

0003 FIGS. 2A - 2G AND IN FIG. 1, ENGINE BLOCK TANK (EBT): A tank containing all the mechanical configurations of KEP, casing, header, swinger, firebox, shaft, and suction discharge valve (SDV) to convert thermoelastic energy of the sun to mechanical energy when fired by the solar tanks. Fig. 2A is the top, front and side views of EBT and figs. 2B - 2G are the sectional views showing the internal components. In the figures, the casing plates can be seen enclosing all the components in the engine block tank (EBT). They are mount, pressure and two crank plates. In the cut planes the two casing groove plates are not shown. The suction discharge valves mounted on the crank plate is considered to be part of the casing. Fig. 2B is a sectional view showing the potential fluid chamber (upper), lube oil zone (lower), header base, header arch, header pan, header pan ring, swinger drum, swinger gate, swinger jacket seal, firebox case, firebox spacer, firebox vise piston, firebox plunger, firebox plunger shoe, firebox plunger thrust and firebox seal. Fig. 2C shows the crankshaft, crankshaft gear, casing bearing cap, in addition to the items in fig. 2B. Fig. 2D shows the swinger gate arm, swinger gate gear, header arch, header arch post, header arch rack gear, header arch pinions (the header arch pinions do not mate with swinger gate gear, though the view appear to be that way), with some items already mentioned in other views. Fig. 2E shows the swinger gate gear mating with the firebox pinions, with some items already mentioned in other views. Fig. 2F shows the firebox vise base and vises 1 and 2 and some other items already mentioned. Fig. 2G shows the header base siding, swinger caps, header pulley, header pulley cables and firebox plunger shoes.

0004 The last six pages of the drawings contain enlarged sectional front views of figures 2B, 2C, 2D, 2E, 2F and 2G. These are included because the top, front and side views for each figure printed are too small to see the details of the cut sections. These enlarged front views bear the same page and figure numbers as their corresponding ones.

0005 As could be seen on all the sectional views from figs. 2B to 2G, the left swinger and firebox is at TDC while the right swinger and firebox is at BDC.

0006 FIGS. 3A - 3B, CRANKSHAFT ASSEMBLY: Crankshaft assembly is made up of crankshaft, gear and flywheel. Fig. 3A is the top, front and side views and fig. 3B is the sectional view. The flywheel is not shown in the drawing but should be mounted on the opposite end of the shaft to that the gear is attached.

0007 FIGS. 4 and 5, IDLE CONTROL VALVE (ICV) AND IDLE START VALVE (ISV): In both drawings, the top one is ISV and the bottom is ICV. These figures, 4 and 5 show only the sectional views of idle control valve, idle start valve, their ports and connecting tube, since the disks and casings are cylindrical except the conical parts shown on the drawing for ICV casing and disk. The figures show how the two valves are connected to each other and the ports to other valves. Fig. 4 is the condition when the ISV is off, the ICV is on and the engine is also off, so the primary solar tank (PST) pressure has access to the ISV. Fig. 5 is the condition when the ISV is on, the ICV is off and the engine is running, so the PST pressure has no access to ISV. The ICV is off because the force on the bigger piston of ICV due to the lower pressure is greater than the force on the smaller piston due to the higher pressure from PST.

0008 FIGS. 6A - 6B, SUCTION DISCHARGE VALVE (SDV): A valve that automatically transmits the working fluid to and from the firebox, initiating charging and firing of the firebox. It is a powered valve driven by the gear on the crankshaft. It consists of a disk, input bevel drive gear, drive washer, input drive rod, housing frame, cap frame and cap support. Fig. 6A is the top, front and side views of SDV, and fig. 6B is the sectional views showing the various parts. In the sectional views the bearings are not shown but their locations can be seen.

0009 EXTERNAL SOLAR TANK (E.S.T.): External solar tank is any container containing potential fluid or medium at a sufficient pressure or head that can be piped to tank charge valve (T. C. V.) on the potential fluid loop of KEP to generate power.

DETAILED DESCRIPTION OF THE INVENTION

0001 FIG. 1 : Keinkede Engine Pump is an energy converter or power generator that converts thermoelastic energy of the sun stored in matter to mechanical energy that can be used to power automobiles, trains, boats, ships, generate electricity, extract hydrogen and oxygen from water, and power any equipment or system that require power input. It can be designed portable or stationary to generate power like any fossil or nuclear power plant but environmentally friendly than fossil or nuclear plants. 0002 Each and every component, assembled together to make up Keinkede Engine Pump is folly described below.

0003 All of the components described below, except the seals, can be made of metals, alloys or hardened steel. The components can be machined from precisely cut stock by the available machine tools. They can also be cast and machined to required dimensions. In this particular design the component parts are designed to be machined from available stock, except the bearings which will be bought from bearing manufacturers. The seals can be bought from the various seal materials and cut or machined to the required specifications.

0004 CASING BEARING CAP: This is a plate with threaded holes bolted to each of the crank plates at the crankshaft entrance to hold a seal against the crankshaft and casing to prevent the crankshaft bearing lube oil from leaking out.

0005 CASING CRANK PLATE: These are two of the casing cover plates of KEP that has the housing for the crankshaft bearing. The crank plates are two identical plates and each is bolted to the opposite sides of the header base approximately along their middle. The four outside edges of each of these plates are in turn bolted to the mount, pressure, and two groove plates. The two SDV are attached to this plate 180 degree from each other on opposite sides of the crankshaft to allow the SDV gears engage with that of the crankshaft. Also onto each of this plate is attached the casing bearing cap for the installation of lube oil line to lubricate the crankshaft bearing. The crank plates also have threaded holes leading to the lube storage zone of EBT to attach the casing working bolt for the working fluid line. Not in this design, alternatively this provision (working fluid line) can be installed on the casing groove plate.

0006 CASING GROOVE PLATE: Like the crank plates, there are two identical casing groove plates. Each casing groove plate with the header base siding are bolted to the remaining two sides of the header base approximately along their middle. The remaining four outside edges of the groove plate are respectively bolted to the mount, pressure and two crank plates. The groove plates are each provided with two threaded holes leading to the potential fluid chamber of EBT to attach potential fluid line.

0007 CASING LUBE BOLT: A hollowed and threaded piece connected to the casing bearing cap for the connection of crankshaft bearing lubrication line on EBT.

0008 CASING MOUNT PLATE: It is one of the cover plate of KEP that bears the whole engine on mounting it to a support. The mount plate is the part of the casing outside of the crankshaft side of the header and parallel to the later. It is bolted to the crank and groove plates to enclose the crankshaft chamber in which lube oil could be stored. It has six holes as shown that can be used to mount the engine to any suitable support.

0009 CASING POTENTIAL BOLT: A hollowed externally and internally threaded bolt attached to the casing groove plate to which the potential fluid line is connected.

0010 CASING PRESSURE PLATE: It is one of the cover plates of KEP that encloses the potential fluid between itself and the header base. The pressure plate is the casing on the potential fluid side of the header. It is parallel to both casing mount plate and header base. Like the mount plate it is bolted to the remaining opposite sides of the crank and groove plates.

0011 CASING WORKING BOLT: It is exactly like the casing potential bolt except, that they might be made of different materials based on the different types of fluid they carry. As stated, it is a hollowed and threaded bolt attached to the casing crank plate to which the working fluid line is connected.

0012 CHARGING KEP: After complete assembly of the EBT and the auxiliaries and the necessary adjustments and alignments on the SDV, Firebox, jacket seal, header pulley cable and other valves (manual and automatic), KEP is charged. Charging is the filling up of the tanks and loops of KEP with potential and working fluids and bringing up to the required pressures. There are four steps in charging KEP.

1) Fill up the potential fluid side with the potential fluid (in this design it is air) through the TCV and bring up to maximum operating pressure (MOP). 2) Fill up the working fluid side of PST with working fluid (in this design it is hydraulic fluid) and bring up to MOP.

3) Fill up the SST working fluid side with working fluid and bring up to idle speed pressure.

4) Fill up the EBT working fluid side with working fluid at atmospheric pressure. Also fill up the working fluid tank with working fluid.

0013 CRANKSHAFT: A shaft that converts the reciprocating movement and energy of the plunger to rotary mechanical energy to power external devices such as automobiles, trains, planes, boats, etc. This is as usual a crankshaft with crank pins fitted into the space between the plunger thrust and shoe. This design has two crank pins since there are two swingers. When a given firebox is fired, all the plungers of the same firebox are pushed against the crankshaft and the later rotates to convert the stroke into a rotary motion.

0014 CRANKSHAFT BEARING, (HJ-243316, TOR., P54): Drawing excluded. This is the radial bearing for the crankshaft. Throughout the presentation, the three items in parenthesis are device identification number, catalogue in which it is found and the page from which it is selected.

0015 CRANKSHAFT THRUST BEARING, (NTA-2435, TOR., P88): Drawing excluded. This is the thrust bearing for the crankshaft.

0016 CRANKSHAFT THRUST WASHER, (TRB-2435, TOR., P89): Drawing excluded. This is the washer for the thrust bearing.

0017 CRANKSHAFT FLYWHEEL: A flywheel that stores the mechanical energy of the crankshaft. As usual, especially with engines designed with only one swinger, the flywheel installed on the crankshaft stores the mechanical energy of the crankshaft for the suction stroke.

0018 CRANKSHAFT GEAR: (M 1030, MAR., PG-51): A bevel gear mounted at one end of the crankshaft outside the engine casing to rotate the disk of the suction discharge valve (SDV) to send the working fluid to and from the firebox. This gear is used to drive the suction discharge valve (S.D.V.) to alternatively let the firebox take suction from the working fluid tank (W.F.T.) and also allow the secondary solar tank (S. S. T.) to fire the firebox with its higher pressure working fluid.

0019 DISCHARGE BOOST VALVE (D.B.V): It is the suction discharge valve (SDV) bypass check valve used to handle increased flow during discharge.

0020 FIREBOX CASE: The firebox case is a casing that encloses some firebox components and as a base to attach others. The firebox components include the firebox plunger, seal, plunger shoe, vise base, vise piston, vises 1 and 2, vise shaft, spacer, pinion, pinion shaft, and plunger thrust. The firebox case is a block with two cylindrical holes for the plungers. Into each of the cylindrical holes is fitted one plunger. Suction and discharge take place in the firebox through the holes drilled through the firebox seal, mounted on the header pan ring between the plunger and firebox case. After taking suction, the firebox is fired by the secondary solar tank. Normally, when the firebox is fired, the design allows the firebox case to move in a direction opposite to that of the firebox plunger if there is no swinger gate bearing potential fluid pressure to oppose it. Therefore the firebox case moves in the same direction as the plunger. Against the cylinder head of the firebox case is mounted a piston to actuate the firebox vise base when the firebox is fired. The firebox case connection to the swinger gate makes it (firebox case) acts like a pump piston. When the firebox is fired the movement of the swinger makes the swinger gate gear to force the firebox case to move towards the firebox seal. As the firebox case moves towards the firebox seal the volume of the high pressure working fluid is decreased and forced into the SST loop to increase the SST pressure if it is below the set point on the MRV.

0021 FIREBOX PINION, (S2415, MARTIN, PG-24): It is the firebox pinion gears mounted on the same shaft with the header arch pinion gears as pairs and adjacent to each other. The firebox pinion and header arch pinion are on separate bearings though mounted on the same shaft. The firebox pinion bearing is clutched, so the pinion gear can rotate with the shaft in one direction and overrun in the other. The firebox pinion gears mate with the swinger gate gears and in each location there are two pinion gears, one on the concave and the other on the convex side of the swinger gate gear. All the firebox pinion gears on the concave side of the swinger gate gears are mounted on the same shaft and so is the firebox pinion gears on the convex side. On the concave side of the swinger gate gears, the header arch pinions mounted on the same shaft with the firebox pinion gears mate with the header arch rack gears. Same is the case with the header arch pinions mounted on the convex side of the swinger gate gears. Therefore there are two rows of header arch rack gears, one on each side of the swinger gate gears to mate with the header arch pinions. The design is that the firebox pinions can only mate with the swinger gate gears and the header arch pinions can only mate with the header arch rack gears. When the firebox is fired by the SST, the firebox vise system described below will lock up the firebox pinion shaft and prevent it from rotation. The working fluid force on the firebox case tend to lift up the swinger gate gears and the swinger gate off the swinger drum, but it is impossible because of the potential fluid force on the swinger gate which is designed to be greater than that of the working fluid. In this way the firebox case rests on the swinger gate gear in the same way a balloon floats up and rests on the ceiling of a room and ready to come down if that particular tile on which it rests, that is heavier is allowed to fall down under gravity. When the firebox is not fired by the SST, the firebox vise piston, described below, can not actuate the firebox vise base, so the firebox case will not tend to lift up the swinger gate gear and the swinger gate. Instead, since the firebox pinion shafts are not locked up, the firebox pinions roll up the swinger gate gears and swing the swinger gate and the swinger drum toward the TDC when the plungers push up the firebox case. On the suction stroke the plungers can push up the firebox case due to the plugs projecting into the firebox case cylinder. On the fire or discharge stroke the plungers are free from the firebox case except the cable and crankshaft connection. As the swinger swings towards the TDC the firebox sucks in the working fluid from the working fluid tank (WFT). This suction takes place when the plungers have just passed the BDC after completing the fire stroke (Discharge). The plungers, firebox case, swinger drum and swinger gate are now moving towards the TDC. 0022 FIREBOX PINION BEARING, (RC-040708, TOR., 104): Drawing excluded. The firebox pinion bearings are the clutched bearings on which the firebox pinion gears are mounted. These bearings share the same shaft with the header arch pinion bearings.

0023 FIREBOX PINION NUT: This is a nut, that is not threaded internally, but in the form of a wrench that has hole and circumference of octagon shape that is press fitted on designated similar areas on the firebox pinion shaft. It is tightly fitted to the firebox pinion shaft so that when the firebox pinion vise grab it the shaft is stopped from rotation.

0024 FIREBOX PINION SHAFT: These are the shafts to which both firebox and header arch pinions are mounted. There are two identical shafts altogether, one on each side of the swinger gate gear. The shafts have circumscribed 5 millimeter wide octagon on the circumference at specified locations along their length for the firebox pinion nut to be press fitted.

0025 FIREBOX PINION WASHER: (TRC-411, TOR., P85): Drawing excluded. These are the washers put at the ends of firebox pinion gears.

0026 FIREBOX PINION SPACER: This is a plate used to support the mid span of firebox pinion shafts. It is bolted to the firebox case. A total of three are used at various intervals.

0027 FIREBOX PLUNGER: The circular piece of rod inside the cylinder of the firebox case that the working fluid push against the crankshaft when the firebox is fired. Each of the plungers in a given firebox is connected to a common plunger shoe. All plungers in a given firebox moves together in the same direction simultaneously during stroke. When the firebox is fired at the top dead center (TDC), the firebox vise piston force the firebox vise base, vises 1 and 2 to lock up the firebox pinion shaft so the pinions can not roll up the swinger gate gears instead they tend to unsuccessfully lift it (swinger gate gears and swinger gate) up. At that moment everything could have been stationary but the plunger is pushed against the crankshaft and the swinger is forced to swing by the header pulley cable. Therefore the firebox (plungers, case, spacer, vise base, vises 1 and 2, and vise piston) is forced to move in the direction of the crankshaft because of the potential fluid pressure on the swinger gate and header pulley cable that swings the swinger. As the swinger swings the swinger gate gears force the firebox pinions and the whole of the firebox to move in the direction of the crankshaft with ease due to the potential fluid pressure on the swinger gate. The firebox plunger transmits the thermoelastic energy of the potential/working fluids to the crankshaft which converts the energy to mechanical energy of rotation, while at the same time the firebox case acts like a piston to force the working fluid out of the firebox. Pumping action takes place because the firebox case is moved closer to the firebox seal on the header pan rings. The energy conversion and pumping continued till the firebox reach the bottom dead center (BDC) and stopped. At the start of suction the firebox vise piston has lost its working fluid pressure force to maintain the grip of the vises on the firebox pinion shaft. Therefore the plungers push up the firebox case which in turn lift up the firebox vise shaft and pin against the vises to disengage them. The plungers lift up the firebox case by pushing up the plugs projecting into the firebox case cylinder above them (plungers). The freed firebox pinion shafts now allow the pinions to roll up the swinger gate gears to let the firebox take suction and swing the swinger drum and gate back to TDC. Also the firebox is returned to TDC and ready to be fired again by the solar tanks.

0028 FIREBOX PLUNGER SHOE: The plate on one side of the crank of the crankshaft, opposite to the side of the firebox plunger thrust plate. It is connected to the plunger by the same bolt used for the plunger thrust plate. The plunger shoe is connected to all plungers in a given firebox and extended on both ends to the points where the header pulley cables can be attached to it. This connection allows the plunger to swing the swinger when the firebox is fired to stroke the plunger. Though not part of this design, the header pulley cable and pulley can be replaced by a rack and pinion to swing the swinger to move the swinger gate against the firebox case to accomplish the same goal. In such a case the rack will drive the pinion and the pinion drive the gear attached to the swinger cap. 0029 FIREBOX PLUNGER THRUST: The hardened plate connected to the plunger, between the plunger and crank of the crankshaft. This is a common plate to all plungers in a given firebox. This plate is used to protect the plunger which is made of soft light weight metal. The plunger direct hit on the crank will ruin itself.

0030 FIREBOX SEAL: The seal that seals the plunger end of the firebox case to prevent the loss of working fluid. The firebox seal is a seal mounted on the header pan ring between the plunger and firebox case. The outside diameter of this seal rests on firebox cylinder wall and the inside diameter rests on plunger outside diameter. This seal is supported on the header pan ring and has holes drilled through for working fluid suction and discharge. It is a bidirectional seal because, during the discharge stroke it prevents the working fluid from leaking out and during the suction it also prevents the air from being sucked into the firebox.

0031 FIREBOX VISE BASE: This is the device that has a pair of open three side octagon jaw on one side and holes on the opposite side that fit over the two pins or rods on the firebox vise piston. When the firebox is fired the firebox vise piston push the firebox vise base against the firebox pinion shaft and the firebox vise base jaws grab on the firebox pinion nuts mounted on the shaft. At the same time the firebox vise base also activates firebox vises 1 and 2 to grab on the remaining opposite sides of the same firebox pinion nuts. The stated action prevents the firebox pinion shafts from turning. The only option left is for the firebox case to lift the swinger gate off the swinger drum with its pinions pushing up the swinger gate gears. Since the potential fluid force on the swinger gate is greater than the force on the firebox case everything would have been stationary but simultaneously the swinger is swung by the header pulley cable to move the swinger gate gears to push down on the firebox pinions and the whole firebox. Vises should be engaged at or just after the TDC when the flywheel is just about to start discharge stroke to avoid shock.

0032 FIREBOX VISE PIN: At the start of suction stroke this pin is pushed against vises 1 and 2 to disengage their grip on the firebox pinion shaft to enable the pinions turn with the shaft and roll up the swinger gate gear and swing the swinger back to the TDC. One end of this pin rests on the firebox vise shaft and it passes through a hole in the firebox vise base and the other end touchs vises 1 and 2. At the start of suction the plunger push up the firebox case which in turn lift up the firebox vise shaft and pin against the vises to disengage them.

0033 FIREBOX VISE SHAFT: It is the shaft supported on the firebox case to maintain the firebox vise base in a stable condition. Without the firebox vise shaft the firebox vise base will be unstable and be displaced. The bottom groove on the firebox vise base fit over the oval rectangular cross section of the firebox vise shaft. The firebox vise shaft is not a circular shaft.

0034 FIREBOX VISE WASHER: Drawing excluded. These are washers put between firebox vises and other components.

0035 FIREBOX VISE-I : These are devices with one end with a hole mounted on the firebox pinion bearing and the other end with open three side octagon wrench jaw to grab on the circumscribed octagon nut portions on the other firebox pinion shaft when the firebox is fired.

0036 FIREBOX VISE-2: These are like vise-1 with one end with a hole mounted on the firebox pinion bearing and the other end with open three side octagon wrench jaw to grab on the circumscribed octagon nut portions on the other firebox pinion shaft when the firebox is fired. On each vise station along the firebox pinion shafts, vises 1 and 2 cross each other like the two arms of a scissors to grab the nuts on the firebox pinion shaft on which the other vise is mounted. There are four vise stations along the shafts and each consists of vise base, vise-1 and vise-2.

0037 FIREBOX VISE PISTON: This is the piston placed at the cylinder head side of the firebox case cylinder with four tiny rods passing through holes in the cylinder head to contact the firebox vise base. When the working fluid is sucked into the firebox, it is stored between the firebox vise piston on one end and the firebox plunger and firebox seal on the other. When the firebox is fired by the SST, the stored working fluid is pressurized instantly and pushes both the firebox vise piston and the firebox plunger in different directions. The firebox vise piston is pushed slightly with a stroke of about 2.296 millimeters towards the firebox vise base to let it grip the firebox pinion shaft. The firebox plunger is pushed towards the crankshaft. Therefore the goal of the firebox vise piston is to let the firebox vise base, vise-1 and vise-2 to prevent the firebox pinion shaft from rotating when the firebox is fired.

0038 IN FIG. 1, FLOW BOOST VALVE (F.B.V.): It is the ISV bypass check valve used to handle the increased flow to SST during discharge.

0039 HEADER ARCH: As shown on the drawing the header arch is a device connected to the header base with the header arch bolt. On each opposite inside walls of the header arch are mounted header arch posts at specific intervals to mount header arch rack gears to mate with header arch pinions. On the top of the header arch are openings through which the swinger gate gears pass to mate with firebox pinions inside the header arch. As stated, the header arch is rigidly connected to the header base.

0040 HEADER ARCH BEARING, (B-44, TOR., P12): Drawing excluded. These are the bearings on which are mounted header arch pinions which share the same shaft with the firebox pinions.

0041 HEADER ARCH BOLT: They are bolts that pass through holes in firebox case and one end connected to the header base and the other attached to the header arch. It is so designed that the firebox case can slide up and down with no interference from the header arch bolt.

0042 HEADER ARCH PINION, (S2415, MARTIN, PG-24): Header arch pinions are the gears mounted on the same shaft with the firebox pinion gears to mate with the header arch rack gears. These gears are free to turn in any direction since their bearings are not clutched to the shaft.

0043 HEADER ARCH POST: Header arch post are the rectangular crossectional bars with groove to attach header arch rack gear and are bolted to the header arch.

0044 HEADER ARCH RACK: These are rack gears mounted on header arch post at specific intervals on the two opposite inside walls of the header arch to mate with the header arch pinions.

0045 HEADER BASE: The header base is a component in KEP that supports or to which the swinger and firebox are mounted to maintain their respective positions. The header base is a rectangular block with slots, grooves and thorough holes. The header base with the swinger mounted on it bears the total load from the potential fluid. The four sides of the header base including header base siding are each bolted to casing plates, two casing crank plates and two casing groove plates. The potential fluid is piped into the zone between the header base and the casing pressure plate. This zone is sealed to keep the potential fluid by a jacket seal covering the header base and swinger drum. In the rectangular hole of the header base around the header pan rings, the firebox case is mounted to move to and fro during operation. The header base is of 2 by 2 design. Meaning it bears two swingers or two fireboxes each with two plungers. There is one firebox to each swinger drum.

0046 HEADER BASE SIDING: The header base siding is a device bolted to each side of the header base. There are two arch-like bearing housing on the header base siding on which one side of each swinger bearings are mounted. The header base siding has slots cut on it for the installation of pulleys and pulley cables from swinger to plunger shoes. The plungers use this cables to swing the swinger, when they reciprocate.

0047 HEADER FLUID BOLT: A hollowed and threaded bolt connected to the header pan to which the working fluid line is connected.

0048 HEADER GROOVE BLOCK: The little block used to cover the top opening of the header pulley cable groove.

0049 HEADER LUBE RETAINER: This is a compressible flat rubber ring put on the swinger cap hub projection and pressed against the swinger bearing housing, on the header base siding to prevent the lube oil from leaking out.

0050 HEADER OIL BOLT-I : The hollowed bolt connected to the header base siding through the casing groove plate to which lube oil line is connected to lubricate the swinger bearings of KEP.

0051 HEADER OIL BOLT-2: The hollowed bolt connected to the header base through the casing groove plate to which lube oil line is connected to lubricate the moving parts of KEP. 0052 HEADER PAN: The header pan is a plate attached to the header base to serve as the inlet and outlet of the working fluid to the firebox. The header pan is bolted to the header base. It also has threaded holes for the attachment of working fluid lines. This header pan is in the zone between the header base and the crankshaft.

0053 HEADER PAN RING-I: These are cylinders with a flange at one end and with inside and outside diameters. Holes are drilled from one end to the other between the inside and outside diameters to be used for suction and discharge of the working fluid for the firebox. On the end without flange is mounted the firebox seal. The side with flange is fitted between the header pan and header base. If header pan ring-1 is installed into one of the cylinders of the firebox case, header pan ring-2 will be installed in the remaining cylinder of the same firebox case since the same kind of ring can not be used in both cylinders of a given firebox case to avoid flange interference. This is so for only this design since the cylinders are very close to each other.

0054 HEADER PAN RING-2: It is exactly like header pan ring-1 except that the flanges are designed different and require a wedge to let them (Both header pan rings 1 and 2) seat properly on header base and pan.

0055 HEADER PAN WEDGE: A wedge used to let the header pan rings seat properly on the header pan and base.

0056 HEADER PULLEY: The header pulley is the pulley that the cable from the plunger shoe passes around to the swinger caps. When the plunger undergoes a stroke the header pulley allows the pulley cable to transmit the pull to the swinger. In this design there are four pulleys in the header, one to serve each end of the two swingers. These pulleys are mounted in the pulley grooves cut into the header base siding.

0057 HEADER PULLEY BEARING, (B-108, TOR., P14): Drawing excluded. It is the bearing for header pulley.

0058 HEADER PULLEY SHAFT: The shaft on which the header pulley bearing is mounted. 0059 HEADER PULLEY THRUST BEARING, (NTA-1018, TOR., P84): Drawing excluded. The thrust bearing for header pulley.

0060 HEADER PULLEY THRUST WASHER-I : (TRA-1018, TOR., P85): Drawing excluded. The washers put at the ends of header pulleys to protect them from wear. One each of washers 1 and 2 are put at each end of a given pulley.

0061 HEADER PULLEY THRUST WASHER-2: (TRB-1018, TOR., P85): Drawing excluded. The second washers put at the ends of header pulleys to protect them from wear.

0062 IN FIG. 2G, HEADER PULLEY CABLE: Is a cable from the plunger shoe which pass around the header pulley to the swinger cap.

0063 HEADER SEAL BAR: The seal bar is a bar used to bolt down the jacket seal to the header base on each side of the swinger.

0064 HEADER SEAL TRENCH: The rectangular trench on the header base around the swinger that a sealer could be put to seal off the potential fluid from leaking out of the EBT.

0065 IN FIGS. 1, 4 and 5: IDLE CONTROL VALVE (LC. V.): These figures show only the sectional view of idle control valve, since the disk and casing are cylindrical except the conical parts shown on the drawing for ICV casing and disk. The idle control valve is a valve that automatically allows the PST to fire the firebox of EBT only at start up via ISV and shuts the PST fire line off during operation. It is a valve used to automatically disconnect and reconnect the PST firing line to ISV.

0066 IDLE SPEED PRESSURE (I.S.P.): That minimum pressure, below that of the design maximum potential fluid pressure, that the working fluid in the EBT to SST loop will maintain, to operate the plunger to keep the swinger swinging in operation. KEP can also be operated with both SST and PST at idle pressure defined differently at start up and built up to maximum pressure at peak speed and vise versa. In this case any slight leak can cause starting problems.

0067 IN FIGS. 1, 4 and 5: IDLE START VALVE (I.S.V.): These figures show only the sectional view of idle start valve, since the disk and casing are cylindrical. It is a two position spool valve, on or off, used to start the idle speed of KEP. It is also used to shut off the engine.

0068 IN FIG. 1, IDLE VENT VALVE (I.V.V.): It is a relief valve that drains the EBT working fluid pressure to equal that of the atmosphere while maintaining the required fluid level of the engine when the engine is turned off.

0069 FIG. 1, KEINKEDE ENGINE PUMP (K.E.P): It is a dual engine pump configuration that pumps and converts thermoelastic energy into mechanical energy. It (KEP), is an energy converter consisting of engine and pump in a single unit.

0070 KEINKEDE POWER: A power generated by using Keinkede Engine Pump ( KEP) to convert thermoelastic energy to Mechanical energy.

0071 IN FIG. 1, MAXIMUM RELIEF VALVE (M.R.V.): It is a relief valve mounted at the working fluid side of the engine to maintain the maximum pressure of the unit and prevents overpressure.

0072 IN FIG. 1, MOTIVE BLEED VALVE (M.B.V.): It is a relief valve that maintains the EBT and its loop full of working fluid and at idle pressure when the IVV is shut off and the MFV is wide open to allow the engine run at idle speed.

0073 IN FIG. 1, MOTIVE FIRE VALVE (M.F.V.): The motive fire valve is a throttling valve used to change the power output of the engine from idle to maximum and vise versa. When it is fully closed the power output goes to maximum and when wide open it runs at idle speed. It is used to change the firing rate of the engine from minimum to maximum and vise versa.

0074 IN FIG. 1, PRIMARY CHARGE VALVE (P.C.V.): It is a check valve used to charge the working fluid part of PST when the SST part of the working fluid pressure gets higher.

0075 IN FIG. 1, PRIMARY SOLAR TANK (P.S.T.): A piston cylinder tank in which the potential fluid containing the thermoelastic energy of the sun is stored permanently on one side of the piston and the working fluid on the other for all initial start up firing of KEP. Both the potential and working fluids are always at the maximum operating pressure of the engine except it is drained a little during the initial start up firing of the firebox of the engine block tank. The potential fluid part of the PST is piped to the corresponding potential fluid parts of the SST and EBT. Also the working fluid part of the PST is piped through various automatic and control valves to the corresponding working fluid parts of the SST and EBT. The PST serves as the primary storage of the thermoelastic energy. When the engine is running, the PST is charged on the working fluid side through the PCV if its pressure falls below that of the working fluid in the SST circuit. It is also charged by running the engine at its maximum speed and pressure in the SST loop. All the potential fluid sides of the three tanks, (PST, SST, and EBT), are properly sealed to avoid leakage. Once filled and charged to the maximum operating pressure, the potential fluid will remain there for the rest of the life of the engine, yet a manual make up line is provided with tank fill valve (TFV) for initial fill up, make up and recharging. On the working fluid side of the primary solar tank (PST), three lines are connected. One line runs to the SST through the primary charge check valve, the other line is connected to the maximum relief valve and the third is the start up firing line connected to the idle control valve (ICV). For start up firing, the firing line of PST is connected to the ISV through the automatic ICV. After start up firing, the ICV automatically shuts off the firing line of the PST to the ISV so only the SST continuous to fire the firebox till the engine is shut off. Once the engine is shut off the ICV automatically reconnects the firing line of the PST to the ISV to be ready for initial firing.

0076 POTENTIAL FLUID: The thermoelastic energy storage material, ( Air, Gas, etc.), sealed and confined in primary solar tank (P.S.T.), secondary solar tank (S.S.T.) and engine block tank (E.B.T.) to set up the maximum operating pressure of KEP.

0077 POTENTIAL MEDIUM (P.M.): The materials associated with certain forces, (Magnetic, Electrostatic, Gravitational etc.) that can be used to set up the maximum operating pressure of KEP when attached to the primary solar tank.

0078 FIGS. 7A - 7C, SDV CAP FRAME: The top, front, side and sectional views of the minor casing for suction discharge valve (SDV). 0079 FIGS. 8A - 8B, SDV CAP SUPPORT: The top, front, side and sectional views of the support casing for suction discharge valve (SDV).

0080 FIGS. 9A - 9B, SDV DISK: The top, front, side and sectional views of the disk for suction discharge valve (SDV).

0081 FIG. 10, SDV DRIVE GEAR (M1030, MAR., PG-51): Input drive bevel gear for suction discharge valve (SDV).

0082 FIGS. HA - HB, SDV DRIVE ROD: The top, front, side and sectional views of the disk drive rod for suction discharge valve (SDV).

0083 FIG. 12, SDV DRIVE WASHER: This is the extra washer put between the drive gear and thrust bearing washers to retain the thrust bearing washers.

0084 FIGS. 13A - 13B, SDV HOUSING FRAME: The top, front, side and sectional views of the main casing for suction discharge valve (SDV).

0085 SDV MAIN BEARING, (B-328, TOR.,P22): Drawing excluded. The major radial bearing for suction discharge valve.

0086 SDV MINOR BEARING, (B-128, TOR., P16): Drawing excluded. The minor radial bearing for suction discharge valve.

0087 SDV THRUST BEARING, (NTA-3244, TOR., P88): Drawing excluded. The thrust bearing for SDV.

0088 SDV THRUST WASHER, (TRD-3244, TOR., P89): Drawing excluded. The thrust washers for SDV thrust bearing. Two washers put at each side of the thrust bearing.

0089 IN FIG. 1, SECONDARY SOLAR TANK (S.S.T): A piston cylinder tank in which the potential fluid containing the thermoelastic energy of the sun is stored permanently on one side of the piston together with the working fluid on the other for start up and operation firing of KEP. The secondary solar tank is identical to the PST in design. Both contain potential and working fluids separated by a piston in a cylinder. As usual, the potential fluid side is properly sealed to avoid leakage. Normally the engine can operate with only one solar tank. Unlike the PST, this tank is used to fire the firebox during the initial start up and for continuous operation of the engine. For start up and continuous firing, the firing line of SST is connected to the manual ISV. After start up firing, the ICV automatically shuts off the firing line of the PST to the ISV so only the SST continuous to fire the firebox till the engine is shut off. Once the engine is shut off the ICV automatically reconnects the firing line of the PST to the ISV to be ready for initial firing. Though the MRV of the PST could handle the excess pressure of the whole engine through the PCV, the SST circuit is also provided with its own MRV. The working fluid outlet of the SST is connected to the following valves; FBV, PCV, ISV, and MRV.

0090 IN FIG. 1, SUCTION BOOST VALVE, (S.B.V.): This is SDV bypass check valve used to handle increased flow during suction.

0091 IN FIG. 1, SUCTION CHECK VALVE (S.C.V.): It is a check valve in the suction line between the WFT and the SDV to prevent back flow into WFT.

0092 SWINGER CAP-I : The swinger cap-1 is a plate with hub projection used to cover one of the open ends of the swinger drum and the hub projection as a bearing shaft is connected to the swinger bearing to let the swinger swing easily. This caps is bolted to the end of the swinger drum and the hub projection fit into swinger radial bearings. Attached to each cap is swinger sleeve which hang over the bearing to protect the jacket seal from the bearing housing on the header base siding.

0093 SWINGER CAP-2: The swinger cap-2 is also a plate with hub projection used to cover the remaining opposite end of the swinger drum and the hub projection connected to the other swinger bearing. This cap is also bolted to the end of the swinger drum and the hub projection fit into the remaining swinger radial bearing. Attached to this cap is another swinger sleeve which hang over the second swinger bearing to protect the jacket seal from the bearing housing on the header base siding.

0094 SWINGER BEARING, (B-2012, TOR., P20): Drawing excluded. The radial bearing for the swinger.

0095 SWINGER BEARING INNER RING, (IR-1612, TOR., P30): Drawing excluded. The inner ring for swinger radial bearing.

0096 SWINGER THRUST BEARING, (NTA-1625, TOR., P86): Drawing excluded. The thrust bearing for the swinger. 0097 SWINGER THRUST WASHER, (TRB- 1625, TOR., P87): Drawing excluded. The thrust washer for swinger thrust bearing.

0098 SWINGER DRUM: The swinger drum is a drum with open ends and has opening in the longitudinal direction on the side facing the header base and a rectangular hole on the opposite side way from same. It is designed like this to install firebox in the longitudinal opening and swinger gate on the rectangular hole. The swinger drum is designed to swing back and forth on its bearings, to raise or lower the swinger gate gear to move the firebox case against the discharge pressure. Each swinger drum's two bearings are mounted in the pair of housing slots cut into the header base siding arch-like bearing housing. The nature of the swinger design is to overcome the effect of discharge pressure which makes conventional pumps to consume a lot of energy. As said before, the swinger is designed and mounted on the header base so that at any position of its swing there is no resultant moment about its axis of swing except gravitational effect which is negligible. As it swings, there is no displacement of the potential fluid out of the engine block tank. It is possible to reduce the weight of the swinger drum by using reinforced thin walled drum integral with the arm and gear without the swinger gate. In this way the swinger drum bearings could be allowed to float a little in its housings (taking care of the work of the swinger gate) only in the direction of firebox stroke.

0099 SWINGER GATE: The swinger gate is a curved plate used to cover the rectangular hole on the swinger drum on the side away from the header base. It is the device bearing the potential fluid pressure to overcome the working fluid force on the firebox case when the firebox is fired. It has arm and gear to mate with the firebox pinion on the firebox case inside the swinger drum. The swinger gate is a very important piece because, it is used to balance the effect of the discharge pressure on the firebox case for the pumping process. Conventional pumps absorb a lot of energy because of the discharge pressure. The function of the swinger gate is to maintain lateral force balance on the swinger drum in the direction of swing and normal force balance on the firebox case in the direction of firebox stroke. When the firebox is not fired, the swinger gate just becomes part of the swinger drum during the suction stroke of the firebox. Without the swinger gate the firebox case and the firebox plunger each will move in opposite directions when the firebox is fired. If this happens, KEP becomes useless. As the firebox is fired by the secondary solar tank (S.S.T.) during operation, the plunger is pushed against the crankshaft to rotate the latter and the swinger drum swings forward to lower or allow the swinger gate gears to push the firebox pinions to force the firebox case to move in the direction of the plunger. As the firebox case move towards the firebox seal, the volume of the working fluid in the firebox is decreased and forced into the secondary solar tank (SST) loop. Hence pumping and energy conversion take place simultaneously. At the end of the power stroke the discharge port in the suction discharge valve (SDV) is automatically gated to suction and the swinger and firebox return to their original TDC position by sucking in working fluid from the working fluid tank (W.F.T.). The process is repeated and KEP goes into steady state operation.

0100 SWINGER GATE ARM: As shown in the figure, the swinger gate arm is a device connected and welded to the swinger gate at one end and the other end connected and welded to the swinger gate gear.

0101 SWINGER GATE GEAR: These are the gears connected and welded to one end of the swinger gate arm and mates with the firebox pinions. At TDC, the mating lines of the swinger gate gears and firebox pinions are above the swinger axis of swing at a distance measured from the axis of swing. At BDC the mating lines have moved to a location below the swinger axis of swing but of equal distance to that of TDC. The sum of these distances is the stroke of the plunger. If the BDC goes beyond the stroke, the mating lines no longer slide along the line of action of the working fluid pressure force on the firebox case. If the length of stroke is exceeded on either end (TDC or BDC) for a given design, the mating line on the concave side of the swinger gate gear will cut through the line of action of the working fluid force on the firebox case.

0102 IN FIGS. 2B - 2D, SWINGER JACKET SEAL: A flexible, thin, inelastic, high tensile strength, nonporous sheet of sealing that separate the potential fluid from the rest of the engine mechanisms, except the casing pressure plate. It is a sheet covering the swinger drum, swinger gate, and header base to contain the high pressure potential fluid from not leaking out. The swinger jacket is placed over the swinger gate in such a way to allow the gate to move upward, if possible, when the firebox is fired and the firebox pinions push on them (swinger gate and swinger gate gears). That is (not clearly shown in the drawing) at the four sides of the swinger gate, the swinger jacket is folded and tugged under the gate to connect a rectangular neck about 10 millimeter less the length and width of the gate. This part of the jacket neck might be 20 millimeter high between the gate and drum. The special design of the swinger jacket around the swinger gate sides makes it possible for the firebox case to lift up the swinger gate off the swinger drum if not for the opposing potential fluid pressure. At any position of the swinger, the difference between the force on the swinger gate and the firebox case (when fired) is added to the swinger normal forces to maintain zero resultant moment about the swinger axis of swing. When the firebox is fired, the force on the firebox case has no effect on the lateral force balance on the swinger drum since it (the firebox) does not oppose the swinger gate in that direction. The bottom of the jacket seal inside the rectangular seal trench should not be allowed to touch the bottom of the trench in either the TDC or BDC to allow the swinger to maintain its moment equilibrium about its axis of swing in any position. Another method of sealing to contain the potential fluid in this zone is to put a seal in the trench (the rectangular groove on the header base, between the header and swinger) around the swinger.. The current design is made only for the jacket seal.

0103 SWINGER SLEEVE: The swinger sleeve is a component used to overhang the swinger bearing to protect the jacket seal from the bearing housing.

0104 IN FIG. 1, TANK CHARGE VALVE (T.C.V.): Tank charge valves are valves used to charge K.E.P. tanks and loops, if for whatever reason the amount of the fluid decreases after initial charging.

0105 IN FIG. 1, TANK ISOLATION VALVE (T.I. V.): Tank Isolation valves are valves used to isolate KEP tanks for service. 0106 THERMOELASTIC ENERGY (T.E.): The radiant energy of the sun absorbed and stored by bodies to become elastic. Also known as internal energy.

0107 WORKING FLUID: The circulating fluid, ( Water, Air, Gas, Hydraulic Fluid, etc. ) that is fired in the firebox of KEP by the SST and PST to convert thermoelastic energy to mechanical energy.

0108 IN FIG. 1, WORKING FLUID TANK (W.F.T.): The working fluid tank is a tank that stores the working fluid at atmospheric pressure for recirculation. When the engine is running the working fluid is sucked into the firebox from this tank, fired and discharged into the SST loop and flows through various control valves back into the WFT.

0109 Of this two by two design after charging, one of the fireboxes will be at a position to discharge and the other at a position to take suction.

0110 KEP is started by opening the ISV wide. When the ISV is opened it shuts off the line connected to the IVV and simultaneously connect both PST and SST firing lines to the SDV of the firebox that is ready to discharge or for fire stroke. As the firebox senses these PST and SST pressures it shoots the plungers on the crankshaft. At the same time the PST line to the firebox is shut off by the ICV until the pressure of the working fluid in the EBT falls below the idle speed pressure. That is, if the engine is shut off. At this time if the engine is not turned off only the SST pressure continuous to fire the firebox.

0111 As stated above, as the firebox is fired and the plunger is thrown on the crankshaft, the header pulley cable connected to the plunger shoe is pulled to swing the swinger and the swinger gate gears are pushed on the firebox pinions and case and to move them in the direction of the plunger. This is possible because the potential fluid pressure is standing on the swinger gate. As the firebox plunger and firebox case reach the bottom dead center (BDC) of the stroke, some of the energy (less the loses) of the firebox plunger is converted to rotary mechanical energy of the crankshaft.

0112 The firebox case moving in the same direction as the firebox plunger acts as a pump piston to force the working fluid into the SST loop. This happens because the firebox case is moving towards the firebox seal supported on the header pan rings so the volume of the working fluid in the firebox is decreasing. As the above process is taking place in the fired firebox, the other firebox is taking suction through its SDV from the working fluid tank, so at the BDC of the fired firebox the suction firebox is at TDC and is ready to be fired by the SST. As stated above, KEP goes into a steady state operation and continue to convert the thermoelastic energy of the atmospheric air into mechanical energy as long as the sun shines in the universe. When the second firebox that is ready to be fired is fired by the SST, the other firebox that has just stopped firing now takes suction from the working fluid tank and the firebox plunger, firebox case, and the swinger (drum and gate) return to their TDC position. This is possible because there is no resultant moment (about the axis of swing) or force on the swinger and the energy or power needed is that to overcome the resistance of the load due to potential fluid pressure on the swinger antifriction bearings.

0113 The design is such that at any position of the swinger, when the firebox is fired, the line of action of the working fluid resultant force on the firebox case passes between the firebox pinions and swinger gate gears matting lines. In this way the resultant moment on the firebox about any of the two contact lines is zero.

0114 The firing rate and power output of KEP is increased or decreased by manually moving the disk of the MFV to fully closed or open position just like the way the carburetor is used in an automobile engines.

0115 The lose to the power of the plungers is the power absorbed by the swinger bearings, firebox pinion bearings, crankshaft bearings, jacket seal windage, (swinger windage), mating gears, SDV drive, header pulley bearings, firebox seals, firebox case and plunger sliding friction, lube oil pump and various seals friction.

0116 At any position of swing, the lateral or transverse forces, (in the direction of swing), on the swinger drum and gate are always balanced. This is possible because the firebox does not oppose the swinger gate in this direction when it is fired. Also the swinger gate is part of the swinger drum whether or not the firebox is fired. 0117 The swinger bearings must be antifriction to absorb very little power from the firebox plunger.

0118 For minimum power loss all bearings must be antifriction to absorb very little power from the firebox plunger.

0119 When the firebox is not fired, the total force on the swinger gate is bourne by the swinger drum as the gate is part of it.

0120 The line of action of the resultant force due to the working fluid on the firebox is always perpendicular to the swinger axis of swing at any position of swing.

0121 The normal force of the potential fluid pressure on the swinger gate in the direction of the firebox is designed to be greater than the opposing working fluid force on the firebox case in any position of the swinger when the firebox is fired.

0122 The swinger drum can only swing about its bearing axis. It can not move back and forth in the direction of firebox stroke.

0123 PST working fluid loop should also be designed leak free like that of the potential fluid. Any leak in these loops should be fixed immediately.

0124 The SST piston has a limiter to maintain high enough potential fluid pressure to start the engine even if the working fluid pressure is zero within the SST loop when the engine is off.

0125 The end of the crankshaft with gear is extended and coupled to drive the lube oil pump for lubricating the engine

ESTIMATE OF TOTAL AVAILABLE POWER AND POWER LOSES:

0126 List of loses: All bearings antifriction, except firebox seal, windage, lube oil pump seal, etc.

0127 Swinger Bearings Power Loss.

0128 Crankshaft Bearings Loss.

0129 Firebox Pinion Bearings Loss.

0130 Header Pulley Bearings Loss.

0131 SDV Main Bearings Loss.

0132 SDV Minor Bearings Loss.

0133 Swinger Windage In Potential Fluid (Air) Loss. 0134 Firebox Seal Loss.

0135 Firebox Vise Bearings Loss.

0136 Lube Oil Pump Power Intake.

0137 Sliding Friction Loss Between Firebox Case and Header Base (This loss is minimized by the installation of rollers (But not necessary) on the contact side of the header base for the firebox case to roll back and forth).

0138 NO. 0127 SWINGER BEARINGS POWER LOSS. Seal Trench Dimension: Width = 6.00in., Length = lό.OOin. Maximum Potential Fluid Pressure (Assumed) = lOO.OOpsi. Speed Of Engine (Assumed) = 900.00rpm.

Plunger Diameter = 2.00in.

Plunger Stroke = l.OOin.

Diameter Of Swinger Bearing = 1.50in.

Total Number Of Swinger Bearings = 4

Total Force Per Swinger = 100 x 6 x 16 = 9,6001bs.

Total Normal Force Per Swinger Bearing = 9600/2 = 4,8001bs.

Bearings Power Loss = {4(0.002)(4800)(0.75)(2)(3.142)(900)}/{396000} = 0.412hp.

POWER LOSS FROM #0128 to #0137. Each of the power loss in these categories is assumed equal to 0.412hp. Therefore total loss = 11.00 x 0.412 = 4.52hp.

0139 Total Available Power delivered by the plungers at working fluid pressure of lOOpsi is, {4(100)(3.142)(l)(l)(iχ2)(3.142)(900)}/{396000} = 17.94hp.

0140 Idle Speed Pressure will be greater than (4.12)(396000)}/{(4)(3.142)(l)(l) (1)(2)(3.142X900)} = 22.96psi.

Claims

0001 A power generation and pumping system in which the engine and pump are in a single unit called Keinkede Engine Pump (KEP) that converts thermoelastic energy (internal energy) of the sun's radiation stored in matter to mechanical energy to power automobiles, trucks, trains, aero planes, ships, boats, generate electricity, extract hydrogen and oxygen from water, and also power equipments and systems that require power directly or indirectly with hydrogen.

0002 A power generation unit in which said engine as claimed in 0001 converts the thermoelastic energy stored in compressed air or gases to mechanical energy.

0003 A power generation unit in which said engine as claimed in 0001 converts the thermoelastic energy stored in pressurized liquid or liquid column in a gravitational field to mechanical energy.

0004 A power generation unit in which the mechanical energy generated by said engine as claimed in 0001 is used to drive electric generator to generate electricity.

0005 A power generation system in which, the hydrogen extracted from water by said engine as claimed in 0001 is used to fire boilers for home heating or steam power plants.

0006 A power generation unit in which the hydrogen extracted from water by said engine as claimed in 0001 is used to power gas turbines for electric generators, ships, aero planes, boats, trains, tractors and also used in internal combustion engines.

0007 A system as claimed in 0001 in which it is designed and used only for pumping with no external power output.

0008 A system as claimed in 0001 in which it is designed and used only for power generation.

0009 A method of oxygen extraction from water as claimed in 0001 for which the oxygen is used in the various ways oxygen is used. 0010 A method of hydrogen extraction from water as claimed in 0001 for which the hydrogen is used to power turbojets and rockets for aviation and space exploration.

0011 A method, as claimed in 0001 for which, the equipments or systems referred to indirectly are internal combustion engine, steam power plants, gas turbines, combustion chambers and furnaces.