WO2009022350A2

WO2009022350A2 - Engine and methods thereof

Info

Publication number: WO2009022350A2
Application number: PCT/IL2008/001133
Authority: WO
Inventors: Joshua Waldhorn
Original assignee: Joshua Waldhorn
Priority date: 2007-08-16
Filing date: 2008-08-17
Publication date: 2009-02-19
Also published as: CA2734516A1; IL185318A0; WO2009022350A3

Abstract

An engine is disclosed which utilizes energy derived from predefined deflagration of an anaerobic fuel that contains all of the oxidizer required for the deflagration process. The engine consists of a chamber and an actuated member located within the chamber. Ignition of the anaerobic fuel starts a deflagration process which generates high-pressure gas. The high-pressure gas exerts force on the actuated member and displaces the actuated member within the chamber. Multiple feeding and ignition steps applicable during an engine cycle generate any required force or displacement profile of said actuated member. The engine is configurable as, e.g., a piston and cylinder engine, a rotary engine, a steam engine, etc.

Description

ENGINE AND METHODS THEREOF

FIELD OF THE INVENTION

The present invention generally relates to piston or rotor engines actuated by predefined deflagration of anaerobic fuels. The present invention particularly relates to applying more than one ignition and related deflagration per engine cycle, to engines actuated by anaerobic fuel.

BACKGROUND OF THE INVENTION Commercially available internal combustion engines are heat engines in which combustion of a fuel occurs in a confined space and creates high temperature/pressure expanding gases. The expanding gases are used to directly move a piston, rotate turbine blades or rotors hence providing the useful work generated by the cyclic engines' action. A commercially available four-stroke engine cycle consists of inter alia a cylinder, a piston, a piston rod, a crosshead, a connecting rod and a crank. An engine consists of one or more cylinders and for each cylinder there is a spark plug, a piston and a crank. A single sweep of the cylinder by the piston in an upward or downward motion is known as a stroke and the downward stroke that occurs directly after the air-fuel mix in the cylinder is ignited is known as a power stroke.

Rotary internal combustion engines have a disk that is shaped like a triangle with bulging sides rotating inside an enclosed volume (cylinder) shaped like a figure eight with a thick waist. Intake and exhaust are through ports in the flat sides of the cylinder. The spaces between the sides of the disk and the walls of the cylinder form three distinct sub-volumes

(pockets) inside. During a single rotation of the disk each pocket alternately grows smaller, then larger, because of the contoured outline of the cylinder. This provides for compression and expansion. The engine runs on a four-stroke cycle. The Wankel engine has approximately fifty percent fewer parts and about a third the bulk and weight of reciprocating cylinder engine. Advanced pollution control devices are easier to design for rotary engines than for the conventional piston engine. Furthermore, higher engine speeds are made possible by rotating instead of reciprocating motion, but this advantage is partially offset by the lack of torque at low speeds, leading to greater fuel efficiency. External combustion engines, i.e. steam engines, are heat engines where a working fluid is heated, often externally to the engine cylinder and entered through an inlet in the engine wall. The fluid then performs work during expansion and by exerting force on the wall of the surface of the engine piston, providing useable motion and useable work. The fluid is then cooled (closed cycle) or dumped (open cycle). Burning fuel with an oxidizer, or any other heat source can supply the external heat, hence "external combustion". The internal fluid is quite often an inert gas. The fluid can be any liquid or more commonly, any gas, as well as mixtures of gases. In the case of the steam engine, the fluid changes phases between liquid and gas.

All internal combustion engines depend on the exothermic chemical process of combustion, i.e., the reaction of a fuel, typically with air, although other oxidizers, such as nitrous oxide are sometimes employed. The most common bio fuels in use today are made up of hydrocarbons and are derived from petroleum. These include the fuels known as gasoline, liquefied petroleum gas, vaporized petroleum gas, compressed natural gas, hydrogen, diesel fuel, JPl 8 (jet fuel), landfill gas, biodiesel, peanut oil, ethanol, methanol (methyl or wood alcohol). Fuel must be easily transportable through the fuel system to the combustion chamber, release sufficient energy in the form of heat upon combustion and pressure gasses to make the engine usable.

The combustion of hydrocarbons produces carbon dioxide, a major cause of global warming, as well as carbon monoxide, resulting from incomplete combustion. The bio-fuels used contain also metals, vaporizing during combustion, released to the atmosphere as pollutant particles.

Air is commonly used as an oxidizer, yet other oxidizers selected from a group consisting of pure oxygen, nitrous oxide, hydrogen peroxide or mixtures thereof can be used. Diesel engines are generally heavier, noisier and more powerful at lower speeds than gasoline engines. They are also more fuel-efficient in most circumstances and are used in heavy road-vehicles, some automobiles (increasingly more so for their increased fuel- efficiency over gasoline engines), ships and some locomotives and electric generators. Gasoline engines are used in most road-vehicles including most cars, light aircraft, motorcycles and mopeds. Both gasoline and diesel engines produce significant emissions. There are also engines that run on hydrogen, methanol, ethanol, liquefied petroleum gas (LPG) and biodiesel. Commercially available bio-fuel engines operate at an efficiency level that commonly does not exceed 50 percent. The limited efficiency has a substantial impact on fuel efficiency as well as on engine output power.

Many attempts were made to produce more power, namely increase displacement, increase the compression ratio, squeeze more power into each piston cylinder, using turbo chargers, heating the incoming air, let air come in more easily, let exhaust exit more easily, make everything lighter, inject the fuel etc.

US patent 7,076,950 incorporated here for reference, discloses an internal explosion engine and generator having an explosion chamber, a movable member forming one wall of the chamber, a charge of non-combustible gas sealed inside the chamber, means for repeatedly igniting the gas in an explosive manner to drive the movable member from a position of minimum volume to a position of maximum volume, means for returning the movable member from the position of maximum volume to the position of minimum volume, and means coupled to the movable member for providing electrical energy in response to explosion of the gas. In one disclosed embodiment, the movable member is a piston connected to a crankshaft, and it is returned to the position of minimum volume by a flywheel on the crankshaft. In another, two pistons are connected back-to-back in a hermetically sealed chamber to prevent loss of the explosive gas. In one embodiment, the electrical energy is produced by a generator connected to the crankshaft, and in the other it is produced by a coil positioned near a magnet which moves with the pistons.

Nevertheless, a substantially fuel efficient, environmentally friendly and powerful engine structure, accommodating any of the presently available engine types, providing any desired power and displacement profile, in a controllable manner, is still a long felt need.

SUMMARY OF THE INVENTION

It is therefore an object of the invention herein disclosed to provide an engine actuated by anaerobic fuel, comprising (a) at least one chamber; (b) at least one actuated member located within said chamber; (c) at least one deflagration chamber in fluid connection with said chamber; (d) fuel feeding means adapted to supply a predetermined quantity of fuel to said at least one deflagration chamber according to a predetermined protocol; (e) ignition means adapted to ignite said predetermined quantity of said fuel; and (f) exhaust means for releasing gases from said chamber. It is in the essence of the invention wherein said fuel is anaerobic fuel, and further wherein said actuated member is actuated by expansion of gases produced by predetermined deflagration of said anaerobic fuel.

It is a further object of this invention to provide an engine as defined above, wherein said actuated member is a reciprocating piston, said chamber is a cylinder adapted to accommodate said reciprocating piston, said fuel feeding means are adapted to supply said predetermined quantity of fuel to said at least one deflagration chamber at least once per piston cycle.

It is a further object of this invention to provide an engine as defined above, wherein said engine further comprises at least one additional deflagration chamber in fluid communication with said engine chamber and interconnected with said fuel feeding means; each of said additional deflagration chambers adapted to accommodate a predetermined measure of said anaerobic fuel and for ignition of said anaerobic fuel according to a predetermined protocol, said ignition being provided in one or more steps per piston cycle.

It is a further object of this invention to provide an engine as defined above, wherein said ignition means are adapted to provide M ignitions of said fuel per said piston cycle (M > 1).

It is a further object of this invention to provide an engine as defined above, wherein at least one of said reciprocating pistons is a multi-sectional piston, said multi-sectional piston comprising a plurality of pressure rings adapted to divide the volume between the surface of said piston and the inner surface of said cylinder into a plurality of substantially isolated volumes and adapted for use in a cylinder comprising a plurality of gas inlet channels.

It is a further object of this invention to provide an engine as defined above, wherein said engine further comprises (a) at least one channel substantially parallel to said cylinder, said channel fluidly interconnected at one end with said cylinder; (b) at least one additional deflagration chamber ("side chamber"), said at least one side chamber fluidly interconnected with the second end of said channel; (c) means for independently introducing a predetermined quantity of said fuel into said at least one side chamber; and (d) means for controlling the timing of ignition of said fuel in said at least one side chamber relative to said ignition of said fuel in said deflagration chamber such that expanding gases produced by predetermined deflagration of said fuel in said at least one side chamber arrive at the point of interconnection with said channel substantially contemporaneously with the passage of said piston past said point of interconnection. It is in the essence of the invention wherein said expanding gases from said predetermined deflagration of said fuel in said side chamber provide additional force to said piston and a constant speed to said piston over substantially the entire length of its travel during the downward stroke of the piston cycle.

It is a further object of this invention to provide an engine as defined above, wherein at least one of said reciprocating pistons additionally comprises a plurality of centering rings of outer diameter adapted to the inner diameter of the cylinder and further adapted to keep said piston centered within said cylinder and to maintain the roundness of the cylinder.

It is a further object of this invention to provide an engine as defined above, wherein said engine configured as a steam type engine wherein said piston is actuated within said cylinder by at least one deflagration chamber located on each side of said piston, adjacent to the ends of said piston.

It is a further object of this invention to provide an engine as defined above, wherein said engine is adapted to operate as a two stroke internal combustion engine.

It is a further object of this invention to provide an engine as defined above, wherein said actuated member is a rotor with a cross-section characterized by an N-sided polygon (N > 3) with convex sides, said chamber is of substantially oval cross section and adapted to contain said rotor such that contact between the corners of said polygon and the inner surface of said chamber divides said chamber into N substantially isolated sub-volumes, and further comprising means for exhausting gas from each of said N sub-volumes.

It is a further object of this invention to provide an engine as defined above, wherein said engine further comprises (a) N deflagration chambers, each of N deflagration chambers in fluid connection with one of said N sub-volumes; and (b) exhaust means for independently exhausting gas from each of said N said sub-volumes.

It is a further object of this invention to provide an engine as defined above, wherein said anaerobic fuel is chosen from the group consisting of compositions of sulfur, ammonium nitrate, ammonium picrate, aluminum powder, potassium chlorate, potassium nitrate (saltpeter), nitrocellulose, nitroglycerin pentaerythiotol tetranitrate (PETN), CGDN, 2,4,6 trinitrophenyl methylamine (tetryl) ,and any other booster propellants and or any other types of propellants, a mixture containing (a) about 97.5% RDX, (b) about 1.5% calcium stearate, (c) about 0.5% polyisobutylene, and (d) about 0.5% graphite (CH-6), a mixture of about (a) 98.5% RDX and (b) about 1.5% stearic acid (A-5), cyclotetramethylene tetranitramine (HMX), octogen-octahydro-1,3,5,7 tetranitro 1.3.5.7. tetrazocine, cyclic nitramine 2,4,6,8, 10, 12-hexanitro-2,4,6,8, 10, 12-hexaazaisowurtzitane (CL-20), 2,4,6,8, 10, 12- hexanitrohexaazaiso-wurtzitan (HNIW), 5-cyanotetrazol-pentaamine cobalt III perchlorate (CP), cyclotri-methylene trinitramine (RDX), triazidotrinitrobenzene (TATNB), tetracence, smokeless powder, black powder, boracitol, triamino trinitrobenzene (TATB), TATB/DATB mixtures, diphenylamine, triethylene glycol dinitrate (TEGDN), tertyl, N,N'-diethyl-N,N'- diphenylurea (ethyl centralite), trimethyleneolethane, diethyl phtalate trinitrate (TMETM), trinitroazetidine (TNAZ), sodium azide, nitrogen gas, potassium oxide, sodium oxide, silicon dioxide, alkaline silicate, salt, saltwater, ocean water, dead sea water, acetobacteria, algae, alkali, paints, inks or any combination thereof.

It is a further object of this invention to provide an engine as defined above, wherein said fuel feeding system further comprises (a) at least one cellulose chamber interconnected with said deflagration chamber, said cellulose chamber adapted for storage of cellulose; (b) at least one nitrating agent chamber interconnected with said deflagration chamber, said nitrating agent chamber adapted for storage of a nitrating agent, said nitrating agent chosen from the group consisting of (/) substantially pure HNO₃; (U) a solution of HNO₃ in water containing more than about 80% HNO₃ on a molar basis; (JU) a solution of HNO₃ in water containing between about 70% and about 80% HNO₃ on a molar basis; (zv) NO₂; (v) a mixture of NO₂ and water; (vi) any other substance capable of nitrating cellulose in the gas phase; and (vii) any combination of the above; (c) means for transferring a predetermined quantity of cellulose from said cellulose chamber into said deflagration chamber; and (d) means for transferring a predetermined quantity of nitrating agent from said nitrating agent chamber into said deflagration chamber. It is within the essence of the invention wherein said ignition means is adapted to initiate chemical reaction between said cellulose and said nitrating agent to form nitrocellulose in situ, and to ignite nitrocellulose formed in said chemical reaction, and further wherein said anaerobic fuel comprises said nitrocellulose formed in said chemical reaction.

It is a further object of this invention to provide an engine as defined above, wherein the rate of deflagration of said fuel is adapted to a predetermined value by the value of at least one of the properties of the individual particles of said anaerobic fuel, said property chosen from the group consisting of (a) particle linear dimensions, (b) particle shape, (c) particle volume, (d) number of void spaces within said fuel particle, (e) length of void spaces within said particle, (f) diameter of void spaces within said particle. It is a further object of this invention to provide an engine as defined above, wherein said engine is adapted to provide a shaft efficiency exceeding about 70% at a 1 :24 compression ratio.

It is a further object of this invention to provide an engine as defined above, wherein said engine is adapted to provide a shaft efficiency exceeding about 76% at a 1 :60 compression ratio.

It is a further object of this invention to provide an engine as defined above, further comprising an electronic controller.

It is a further object of this invention to provide an engine as defined above, wherein said electronic controller comprises a digital processing controller, said digital processing controller adapted to accept data input from a plurality of sensors and to provide output signals for controlling engine parameters chosen from the group comprising (a) ignition timing, (b) valve opening, (c) valve closing, (d) fuel feeding rate, (e) quantity of fuel fed per ignition, (f) rate of flow of exhaust gas, and (g) all of the above. It is a further object of this invention to provide an engine as defined above, further comprising at least one pressure relief valve, said pressure relief valve in fluid communication with said at least one deflagration chamber and adapted to open if the gas pressure within said at least one deflagration chamber exceeds a predetermined value; and further comprising means for transporting gas from said deflagration chamber through said relief valve to a location with substantially lower gas pressure than said predetermined value.

It is a further object of this invention to provide an engine as defined above, further comprising (a) CO combustion means, said means adapted for combustion of the CO content of gases produced by said predetermined deflagration; and (b) means for fluidly connecting said exhaust means to said combusting means. It is within the essence of the invention wherein exhaust gases flow from said engine to said combusting means, and further wherein combustion of said CO content of said exhaust gases occurs within said CO combustion means.

It is a further object of this invention to provide an engine as defined above, wherein said CO combustion means are contained within a secondary engine. It is a further object of this invention to provide an engine as defined above, wherein said engine further comprises a heat exchanger in thermal contact with said engine and said secondary engine. It is a further object of this invention to provide an engine as defined above, wherein said engine further comprises (a) at least one secondary heat exchanger; and (b) at least one exhaust port in fluid connection with said secondary engine and in thermal contact with said secondary heat exchanger. It is in the essence of the invention wherein said at least one secondary heat exchanger is adapted to utilize the heat of the gases exhausted from said secondary engine.

It is a further object of this invention to provide an engine as defined above, wherein the shaft efficiency of said engine exceeds about 89% level at a 1 :24 compression ratio.

It is a further object of this invention to provide an engine as defined above, further comprising a catalyst adapted to reduce the NO_x content of said exhaust gases.

It is a further object of this invention to provide a method for utilizing energy from predetermined deflagration of an anaerobic fuel comprising the steps of (a) obtaining an engine as defined above; (b) feeding said anaerobic fuel into said deflagration chamber; (c) igniting said anaerobic fuel; (d) generating pressurized gas from deflagration of said anaerobic fuel; (e) actuating mechanically said actuated member by the action of said pressurized gas; and (f) repeating steps (b) - (e).

It is a further object of this invention to provide a method as defined above, wherein steps (b) - (e) are performed more than once per engine cycle.

It is a further object of this invention to provide a method as defined above, further comprising the steps of (a) obtaining CO combusting means; (b) obtaining igniting means adapted for igniting inflammable gases within said CO combusting means; (c) transporting exhaust gases from said engine to said CO combusting means; and (d) igniting at least part of

CO contained within said exhausted gases. It is within the essence of the invention wherein additional energy is obtained from said combustion of CO contained within said exhaust gases.

It is a further object of this invention to provide a method as defined above, further comprising the steps of (a) obtaining a secondary heat exchanger; (b) transporting exhaust gases from said combustion of said CO from said CO combusting means to said secondary heat exchanger; (c) passing said exhaust gases from said combustion of CO through said secondary heat exchanger; and (d) using the heat of said exhaust gases of said combustion of said CO for air conditioning or heating. It is a further object of this invention to provide a method as defined above, further comprising the step of passing said exhaust gases from said combustion of said CO over a catalyst adapted for reducing the NO_x content of gases.

BRIEF DESCRIPTION OF THE FIGURES

In order to understand the invention and to see how it may be implemented in practice, a plurality of preferred embodiments will now be described, by way of non-limiting example only, with reference to the accompanying drawings, in which

FIG. Ia provides a schematic illustration (not to scale) of a W. J. Ideal Engine™, accommodating dual thrust sources, according to an embodiment of the present invention;

FIG. Ib provides a schematic illustration (not to scale) of a W. J. Ideal Engine ^M, actuated by pre-determined deflagration of an anaerobic fuel, accommodating a single thrust source, according to an embodiment of the present invention; FIG. 2 represents graphically a numerical simulation of the pressure in the cylinder head as a function of time during actuation of a W. J. Ideal Piston Engine™ by multiple independent predefined deflagrations of anaerobic fuel;

FIG. 3a provides a schematic illustration (not to scale) of a W. J. Ideal Piston Engine™, with the piston in close proximity to the cylinder head, according to an embodiment of the present invention;

FIG. 3b provides a schematic illustration (not to scale) of a W. J. Ideal Piston Engine™, with the piston in a close proximity to the cylinder head and a modified cylinder head, according to an embodiment of the present invention;

FIG. 4 provides a schematic illustration (not to scale) of a W. J. Ideal Engine™, accommodating an integrated multiple surface piston, according to an embodiment of the present invention;

FIG. 5 illustrates a schematic block diagram of the electronic control system, according to an embodiment of the present invention; FIG. 6 provides a schematic illustration (not to scale) of a rotary-type W. J. Ideal Engine™, accommodating three thrust sources, according to an embodiment of the present invention;

FIG. 7 provides a schematic illustration (not to scale) of a W. J. Ideal Engine™, locomotive steam engine type, accommodating dual thrust sources for pushing the piston forward and a single deflagration source for pushing the piston backward, according to an embodiment of the present invention, and

FIG. 8 illustrates a complete deflagration actuated W. J. Ideal Engine™ system consisting of a second stage deflagration engine followed by a heat exchanger and a catalyst, according to an embodiment of the present invention.

DESCRIPTION OF THE PREFERRED EMBODIMENTS The following description is provided to enable any person skilled in the art to make use of said invention and sets forth the best modes contemplated by the inventor of carrying out this invention. Various modifications, however, will remain apparent to those skilled in the art, since the generic principles of the present invention have been defined specifically to provide an internal engine accommodating high efficiency, high power and high engine capacity. In the following detailed description, numerous specific details are set forth in order to provide a thorough understanding of embodiments of the present invention. Those skilled in the art will understand, however, that such embodiments may be practiced without these specific details. Reference throughout this specification to "one embodiment" or "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the invention. Thus, the appearances of the phrases "in one embodiment" or "in an embodiment" in various places throughout this specification are not necessarily all referring to the same embodiment or invention. Furthermore, the particular features, structures, or characteristics may be combined in any suitable manner in one or more embodiments. The drawings set forth the preferred embodiments of the present invention. The embodiments of the invention disclosed herein are the best modes contemplated by the inventors for carrying out their invention in a commercial environment, although it should be understood that various modifications can be accomplished within the parameters of the present invention.

The term 'predefined deflagration (PD)' refers herein in a non limiting manner to controlling the deflagration W. J. Ideal Fuel™ by controlling the properties of the fuel particles, said properties chosen in a non-limiting manner from the group consisting of (a) particle linear dimensions, (b) particle shape, (c) particle volume, (d) number of void spaces within said fuel particle, (e) length of void spaces within said particle, (f) diameter of void spaces within said particle.

The term 'actuated member' refers hereinafter to the main moving part of an engine which is displaced by the force and/or impulse of a pressurized gas on its surface.

The term 'W. J. Ideal Fuel™' refers hereinafter in a non-limiting manner to a predetermined deflagration composition being chemically or otherwise energetically unstable usable as the energy source in engines.

The term 'W. J. Ideal Engine™' refers hereinafter in a non-limiting manner to any engine operated by PD of W. J. Ideal™ fuel.

The term 'W. J. Ideal Piston Engine™' refers hereinafter in a non-limiting manner to W. J. Ideal Engine™ in which the actuated member is a piston.

The term 'W. J. Ideal Rotor Engine™' refers hereinafter in a non-limiting manner to a W. J. Ideal Engine™ in which the actuated member is a rotor rotating within an enclosed volume. The term 'sub-volume' refers hereinafter in a non limiting manner to more than one varying part of the entire volume of the chamber, which is separated from another part of the chamber volume by the contact area between the chamber inside wall and the actuated member wall. The sum of the sub-volumes within a chamber plus the volume of the interior walls that separate the sub- volumes equals the volume of the chamber. The term 'profile' refers hereinafter in a non-limiting manner to force or displacement pattern of the actuated member of a W. J. Ideal Engine™, as a function of time.

The term 'lead screw' refers hereinafter in a non-limiting manner to a rotating screw mechanism for moving changeable quantities of the anaerobic fuel from the fuel container to the deflagration chamber in a W. J. Ideal Engine™. The term 'deflagration chamber' refers hereinafter in a non-limiting manner to chambers disposed in the inside wall of a W. J. Ideal Engine™, where the anaerobic fuel is ignited. The term 'igniter' refers hereinafter in a non-limiting manner to any device used for igniting the anaerobic fuel in a W. J. Ideal Engine™.

The term 'controllable manner' refers hereinafter in a non-limiting manner to the provision of controlling the engine power and displacement profiles by initiating any desired multiple ignitions of changeable quantities of W. J. Ideal Fuel™.

The terms 'anaerobic fuel' and 'W. J. Fuel™' refer hereinafter in a non-limiting manner to an anaerobic fuel which is selected in a non-limiting manner to one or more of a group consisting inter alia of a composition or compositions of compositions of sulfur, ammonium nitrate, ammonium picrate, aluminum powder, potassium chlorate, potassium nitrate (saltpeter), nitrocellulose, nitroglycerin pentaerythiotol tetranitrate (PETN), CGDN, 2,4,6 trinitrophenyl methylamine (tetryl) and any other booster propellants and or any other types of propellants, a mixture containing (a) about 97.5% RDX, (b) about 1.5% calcium stearate, (c) about 0.5% polyisobutylene, and (d) about 0.5% graphite (CH-6), a mixture of about (a) 98.5% RDX and (b) about 1.5% stearic acid (A-5), cyclotetramethylene tetranitramine (HMX), octogen-octahydro-1,3,5,7 tetranitro 1.3.5.7. tetrazocine, cyclic nitramine 2,4,6,8, 10, 12-hexanitro-2,4,6,8, 10, 12-hexaazaisowurtzitane (CL-20), 2,4,6,8, 10,12- hexanitrohexaazaiso-wurtzitan (HNIW), 5-cyanotetrazθl-pentaamine cobalt III perchlorate (CP), cyclotri-methylene trinitramine (RDX), triazidotrinitrobenzene (TATNB), tetracence, smokeless powder, black powder, boracitol, triamino trinitrobenzene (TATB), TATB/DATB mixtures, diphenylamine, triethylene glycol dinitrate (TEGDN), tertyl, N,N'-diethyl-N,N'- diphenylurea (ethyl centralite), trimethyleneolethane, diethyl phtalate trinitrate (TMETM), trinitroazetidine (TNAZ), sodium azide, nitrogen gas, potassium oxide, sodium oxide, silicon dioxide, alkaline silicate, salt, saltwater, ocean water, dead sea water, acetobacteria, algae, alkali, paints, inks or any combination thereof. Typically, and still in a non-limiting manner, the chemical composition of W. J. Ideal™ is such that the oxidizing agent is contained within the fuel, and hence the deflagration of the fuel does not require an external supply of oxidant. Therefore, in PD of W. J. Ideal™ actuated engines ignition can be applied at various instances during the engine cycle when the piston is located at various positions for accommodating an engine performance adhering to the engine requirements, in a controllable manner.

The proposed engine concept was analyzed and subjected to experiments. The analysis was performed under the following assumptions: 1. complete reaction, i.e.

C, O,N_mH_n → aCO₂ + bCO + -H₇O + — N₇

where a + b = k, and a + b + (n/2) = I.

2. C - Heat capacity estimate:

f~i

3. Maximum temperature assuming :

• Constant volume construction

• Negligible air content • Constant C_n

T ^■' max - - T¹ O + ⁺ — -

h_c -heat of combustion 4. Maximum pressure assuming:

• Constant volume combustion • Negligible air content

• Constant C_n

p ₌ ^mRT _mm max j r

TC

V_τc -volume at top center 5. Final volume assuming: • Expansion to atmospheric pressure

• Isentropic expansion • Constant specific heat ratio - k

Whereas BC index is related to values at the bottom center 6. Work assuming:

• Isentropic expansion

• Constant specific heat ratio k

UT — BC * BC ^λ max ^y TC

\-k

7. Efficiency assuming: • Isentropic expansion

• Constant specific heat k

W mh_c

8. Exhaust gas energy assuming constant C_p

^Eexh = ™_P{^T BC -To) 9. Gross efficiency assuming constant C

W + E exh

% = mK

Based on the above assumptions and expressions, a W. J. Ideal Piston Engine™ model is used to evaluate performance by deriving key parameters of an engine accommodating predetermined deflagration of anaerobic fuel, according to the present invention. The calculated results indicate a very high theoretical thermal efficiency. With an expansion ratio of 1 :24 the maximum gross theoretical efficiency is calculated to be 84.6%. This efficiency is the sum of shaft efficiency (55.2%) and efficiency gained by using the energy left over in the exhaust gas (29.4%). With an expansion ratio of 1 :60, the gross theoretical efficiency is slightly smaller (83%); under these conditions, the theoretical shaft efficiency is 61.8% while the theoretical utilized exhaust gas efficiency is 21.2%. Furthermore, the W. J. Ideal Piston Engine™ does not need costly turbochargers of air blowers, and thus friction losses are significantly lower. Since the W. J. Ideal Piston Engine™ contains fewer components than engines known in the art, the manufacturing costs are significantly lowered. Its longer life span and properties such as less lubricant consumption, lower engine weight, and fewer vibrations and noise lead to lower maintenance costs as well. The much lower compression ratio required leads to lower strength requirements for the materials of construction and consequently to lower cost, smaller physical size, and longer life span. Another important aspect of the W. J. Ideal Piston Engine™ is its capability of using larger diameter pistons, thus producing the same power with fewer cylinders and further decreasing engine physical size and cost.

It is in the scope of the present invention to disclose W. J. Ideal Piston Engine™ engines as defined hereinafter, which are oxidizer-free engines, so that intake of oxygen or other oxidizers is not necessary and therefore can exert thrust by pressured gases mass in a plurality of piston positions by accommodating an engine application related optimal fuel ignition scheme. After the ignition and subsequent deflagration, the compressed gasses pressure mass wave exert force on the piston surface through shaped outlets or nozzles in the deflagration pock of the engine. An electrical heating device used for igniting the anaerobic fuel. An internal piston engine, actuating the piston and exiting the cylinder head through the outlet into the manifold, and then optionally released through catalyst exhaust pipes and possibly throughout silenators. However, the high CO content of the exhaust gas generated by the deflagration of the anaerobic fuel can be exploited by further burning the exhaust gas hence increasing fuel efficiency and reducing engine pollution. This is realized by collecting the exhaust gas at the manifold and introducing it into a second stage engine generator where the high CO content is further ignited and used to actuate the secondary engine generator. The hot exhaust gases mass from the second stage engine generator can be further passed through a heat exchanger producing electricity or providing hot water or steam as well operating air- conditioning systems. The exhaust gas at the output of the heat exchanger is then passed through a catalyst for reducing the content of the mixture of nitrogen monoxide and nitrogen dioxide (NO_x) to less than 7ppm level and thus minimizing environmental pollution. It is further in the scope of the present invention to disclose W. J. Ideal Piston Engine™ used in external combustion type engines operating the engines configured for steam actuating, as PD W. J. Ideal Piston Engine™.

W. J. Ideal Fuel™ is provided according to another embodiment of the present invention in changeable types, shapes, colors and sizes. The changeable pieces are produced by compressing changeable particles selected in a non-limiting manner from a group consisting on flakes, powder, and gel, liquid or plastic. The pieces are selected in a non-limiting manner from a group consisting of flexible or hard materials, solid bars, bars, ingots, ball-like materials and ingots or a combination thereof. Moreover, angle shaped capsules, ampoules, pills, plastic disposal cartridge, special combined material cartridge, metal cartridges, or any combination thereof. The fuel substance state consisting of the particles and the fuel pieces are used to create deflagrations in a controllable manner (predefined deflagration). Solid bars, for example, having various shapes and number and size of holes, affect the burning rate of the fuel and the applied gas pressure. Since the W. J. Ideal Piston Engine™ does not use compressed air and fuel mixture for combustion, piston start position is not limited by the volume of compressed air fuel mixture and can be positioned essentially at the top of the cylinder, hence providing a longer piston travel for the same cylinder length and effectively increasing the piston displacement volume.

The PD of W. J. Ideal Fuel™ takes place in deflagration chambers disposed in the engine's head. The number of deflagration chambers, the chamber size and shape, the controllable quantity of W. J. Ideal Fuel™ and the chamber outlets or nozzles, affect the deflagration rate of the fuel and the applied gas mass pressure mass wave and the resultant exerted force on the piston.

Reference is now made to FIG. Ia schematically illustrating (not to scale) an embodiment of the present invention comprising a single cylinder reciprocating internal piston engine and dual deflagration sources. A piston 21, fabricated from any appropriate material or combination of materials (e.g. cast iron, metal alloy, ceramic, hard carbon, or composite materials), is actuated by PD of W. J. Ideal Fuel™. The piston is located within cylinder 25, which is located within engine block 24, and separated from it by cooling system 23 through which an appropriate coolant (e.g. air or water) flows. The cylinder is fabricated from any of the materials used for fabricating the piston. The engine comprises two independent deflagration sources, each of which comprises a fuel container (10a and 10b, respectively), a fuel feeding mechanism (Ha, 12a, 13a and Hb, 12b, 13b, respectively), a deflagration chamber (20a and 20b, respectively) and an igniter (18a and 18b, respectively). A fuel safety valve (17a, 17b) prevents gases produced by deflagration of the fuel from backstreaming through the feeding system. Exhaust valves 16a, 16b provide an outlet for exhaust gases. The operation of this embodiment of the invention begins with introduction of a predetermined quantity of anaerobic fuel (in a preferred embodiment, W. J. Ideal Fuel™) into the deflagration chambers, the exact quantity chosen by the operator according to the desired power and timing of the deflagration. Fuel containers 10a and 10b supply the anaerobic fuel to deflagration chambers 20a and 20b through a dual fuel feeding system consisting of lead screw members Ha, Hb and lead screw members 13a and 13b. Lead screw rotational displacement is controlled electrically by mechanisms 12a and 12b. The fuel may be also fed from the from fuel containers 10a, 10b into the fuel chambers by a hydraulic or pneumatic transport mechanism. Alternatively, when the fuel is for example in liquid form, pipes and pumps can be used for feeding the fuel. Igniters 18a and 18b initiate PD of the fuel within the deflagration chambers, which are disposed at the top of the cylinder. Upon ignition, the anaerobic fuel undergoes deflagration, creating a pulse of high-pressure gas (as shown below, typical gas pressure at the cylinder head is on the order of about 10 bar). Expansion of this high pressure gas into the cylinder exerts a downward thrust on piston 21. As the piston moves downward through the cylinder, its linear motion is converted to rotary motion through a mechanism (i.e., a crank shaft) well- known in the art.

Since deflagration of anaerobic fuel does not require an external supply of oxidizer, fuel can be introduced into the deflagration chamber and its ignition initiated more than once during a single piston cycle. The high-pressure gas generated as a result of each independent deflagration actuates the piston by exerting a force on the piston surface that is proportional to the amount of W. J. Ideal Fuel™ fed into the deflagration chamber. Multiple thrusts applied to a piston in a controllable number of ignitions, ignition timing and quantity of fuel introduced per ignition, can substantially enhance engine performance in terms of, e.g., force, speed, power and efficiency by providing an engine power profile and speed adapted to the engine's ultimate performance requirement. Nine thrusts 22 resulting from nine independent ignitions of the fuel applied to the piston 21, are depicted in FIG. Ia as a series of horizontal lines. The deflagrations can be initiated at each of the deflagration chambers 20a and 20b substantially simultaneously or according to any timing sequence desired by the operator. The number of deflagrations and the timing, depicted in a non-limiting manner, are electronically controllable by the operation of the fuel feeding system and the igniters. Realtime measurements of the gas pressure and piston position are used to provide the engine with online operational feedback that is sent to a digital processing controller, which controls the timing and power of the fuel deflagration, in order to optimize engine performance according to the engine specific operational requirements. The digital processing controller further controls the fuel feeding system and the opening and closing of the gas exhaust valves and fuel safety valves. For certain applications like an aircraft catapult, the engine can accommodate a single fast and powerful piston displacement along a substantially long cylinder by applying a plurality of deflagrations. Analogously to commercially available internal piston engines, the engine can accommodate a piston motion. After reaching its bottom position, the piston starts moving upward. During this period of upward displacement, exhaust valves 16a and 16b open and exhaust gases are let outside the piston through a manifold connected to ports 15a and 15b. In another embodiment of the invention, exhaust ports 16a and 16b are be connected through a manifold and an exhaust pipe to a secondary engine inlet that connects the engine to a secondary engine in which CO gas in the exhaust (CO constitutes a significant fraction of the exhaust gas following deflagration) is combusted.

In another embodiment, pressure of the exhaust gases exiting the engine through exhaust ports 15a and 15b can be used to drive the fuel feeding mechanism and hence utilize further the fuel energy capacity.

In other embodiments of the invention herein disclosed, additional deflagration chambers are included; the number of deflagration chambers is limited only by the space available for them. The general principles of operation of engines with more than two deflagration chambers and associated system are as described in detail above for the case of two. In various embodiments of the present invention, ignition of the anaerobic fuel is performed by any appropriate method desired by the operator, e.g. sparks, electron beams, laser beams, monochromatic or polychromatic light sources, acoustic emitters, vibration emitters, radiation emitters or any combination thereof. Said emitters are synchronized with the piston position and feeding system. The nearly full transform of the anaerobic W. J. Ideal™ into heat energy, combined with an optimal ignition scheme provided by a plurality of deflagrations during an engine single displacement and return to the start position, increase substantially the engine power and efficiency. Furthermore, the small quantity of generated pollutant gasses decreases substantially atmospheric pollution.

Reference is now made to FIG. Ib, illustrating a single cylinder single deflagration reciprocating internal piston engine. The engine depicted here is very similar to the one depicted in FIG. Ia, except that a single deflagration source is used rather a dual deflagration ignition source. The embodiment of the W. J. Ideal™ engine illustrated in FIG. Ib comprises a single deflagration chamber 20, a single igniter 18, a single exhaust valve 16 with exhaust port 15 and a single fuel feeding system, consisting of a fuel container 10, a lead screw rod 11, lead screw rod 13, fuel electrical driving mechanism 12 and fuel safety valve 17. As in FIG. Ia, nine ignitions 22 during a single piston cycle are schematically illustrated by a series of horizontal lines. The number of applied thrusts and their timing are used by way of example and are set automatically by a digital processor using gas pressure sensor input data and piston position input to apply various thrust schemes, according to the specific engine requirements. An engine block 24 surrounds cylinder 25 and is separated from the cylinder body by a cooling system 23 through which an appropriate coolant (e.g. water or air) flows. The deflagration chamber 20 in the embodiment illustrated has a circular cross section, but this is not the only shape possible. Since the shapes of the deflagration chamber and of the nozzle that directs the flow of gas from the chamber into the cylinder head will affect the timing and properties of the flow of the gas, other deflagration chamber shapes (e.g., parabolic, hyperbolic, cylindrical and polygonal cross sections) may be used according to the specific needs of the operator. Similarly, the exact size, shape and arrangement of the deflagration chamber openings to the inside of the engine (nozzles) will depend on the specific needs of the operator. Engine simulation design tools well-known in the art can be used to determine the optimal geometry and construction for a particular application. Reference is now made to FIG. 2, which is a graph showing gas pressure at the cylinder head of a W. J. Ideal Piston Engine™ as a function of time for the case of multiple consecutive ignitions. The graph was obtained from the results of a numerical simulation of the engine. At the beginning of the engine action 201 the graph depicts a gas pressure that builds up to a maximum value of 10 bar at t = 40 ms, following which the pressure begins to decrease. Further ignitions occur at t = 50, 80, and 110 ms. After each successive ignition, the pressure returns to its maximum value of about 10 bar. The pressure is thus maintained at substantially constant pressure up to t = about 140 ms (202); the substantially constant high pressure can be maintained as long as additional fuel is supplied and ignited and is not limited to the time shown in the figure. Furthermore, since the specific quantities of fuel added and ignition timing are at the discretion of the operator, a sequence similar to that shown in FIG. 2 can be used for obtaining engine profiles adaptable to specific applications.

Reference is now made to FIG. 3a which depicts the engine system depicted in FIG. Ib. FIG. 3a specifically indicates the proximity of the piston to the cylinder head. The anaerobic fuel used for the W. J. Ideal Piston Engine™ does not necessitate an external supply of oxygen for the predefined deflagration. Hence, the proximity of the piston to the cylinder head is not limited by the degree to which the air/fuel mixture can be compressed (as in typical internal combustion engines), so in the present invention the piston can translate essentially all the way to the surface of the cylinder head. As with the previous embodiment, anaerobic fuel is supplied to the engine from a fuel container 10 through a fuel feeding system 11 and 12 and a safety valve 17 into the deflagration chamber 20. The engine further comprises exhaust valves 16 and exhaust ports 15. Deflagration is started by an igniter 18. Piston 21 is displaced inside cylinder 25 which disposed in engine block 24. The minimum gap 27 between the engine head and the top position of the piston is substantially smaller than the same gap in an internal combustion engine, which is determined by the minimum volume of the compressed air and fuel. Hence, connecting rod 26 can be longer and thus provide more momentum to the crank shaft.

Reference is now made to FIG. 3b depicting another embodiment of the W. J. Ideal Piston Engine™, which is a modification of an internal combustion engine is made to accommodate the connecting rod of the original internal combustion engine. As in FIG. 3a, the engine comprises fuel feeding system 10, 11, 12, deflagration chamber 20, igniter 18 and safety valve 17. The engine further comprises piston 21 located within cylinder 25 and disposed within engine block 24. The cylinder head of this engine is modified by introducing a deflagration chamber (and its associated fuel system, etc.) and placing deflagration chamber within the cylinder head such that the minimum distance between the deflagration chamber and the piston is determined as in the previous embodiment rather than by the minimum volume of the fuel/air mixture. Hence the connecting rod used in the internal combustion engine can be used in the W. J. Ideal Piston Engine™ just by designing properly the new engine head.

Reference is now made to FIG. 4, showing (not to scale) another embodiment of the present invention, accommodating an integrated multi-surface piston structure. This piston configuration yields a substantially elevated power output by increasing the effective surface area of the piston and by exerting higher force on the actuated piston by the pressurized gas created by PD. The piston of the depicted W. J. Ideal Piston Engine™ comprises a unique structure. A standard piston is shaped like a disk that fits into the cylinder and translates within the cylinder, while the piston depicted in FIG. 4 is configured as a multi-surface structure. Piston 121 comprises three piston sections connected by top concave shaped section 138 and bottom concave shaped section 139 into a single structure. In this embodiment of the invention, the engine contains additional deflagration chambers 120a and 120b with their associated igniters (118a and 118b), safety valves (117a and 117b), and exhaust systems (115a, 115b, 116a, 115b). Deflagration occurs within deflagration chambers 120a and 120b independently of that in the main deflagration chambers. Gas created by PD in deflagration chambers 120a and 120b is introduced into the middle sections of the piston via inlets/outlets 125a and 125b. Initially gas pressure is applied only to the top surface of the piston. When the downward motion of the piston carries concave shaped section 139 into alignment with inlets 125a and 125b, the high-pressure gas created in deflagration chambers 120a and 120b enters piston section 139. At this point, pressure is now applied on the bottom section of the piston as well. As the downward motion of the piston continues, concave surface 138 aligns with inlets 125a and 125b, and high-pressure gas enters the middle section of the piston and from this point on gas mass pressure is applied on the three surfaces of the piston. When the piston travels upward, inlets 125a and 125b operate as outlets for exhausting gas from middle sections of the piston: concave surface 138 aligns first with outlets 125a and 125b, exhausting gas entrapped within the top midsection. As the piston continues its upward motion, surface 139 aligns with outlets 125a and 125b, providing an outlet for the gas entrapped in the bottom mid section.

In this embodiment of the invention, the effective surface of the piston and the overall force increase substantially compared to a standard piston, thus providing substantially higher engine power for an equivalent engine volume and pressure, leading to substantial engine size and weight reduction as well as to significant cost savings. Furthermore, the three piston sections comprise separate leading and pressure rings. Leading ring 130 of the bottom piston section, leading ring 132 of the mid piston section and leading ring 134 of the top piston section are designed to prevent any direct contact between the piston and the cylinder during the piston translation within the cylinder and to ensure parallel motion without any components of transverse motion. These rings are constructed of any appropriate hard material (e.g. glass, ceramic, metal, etc.) and have the additional function of maintaining the cylinder's roundness. Especially in cases where the cylinder is disposed horizontally, in normal piston systems, the weight of the piston eventually causes the cylinder to distort from round. Leading rings 130, 132, and 134 ensure that the cylinder maintains its shape. Pressure rings 131, 133 and 135 are sealing between the piston wall and the cylinder wall. The piston design preventing any surface contacts has a substantial effect on reliability and the durability of the engine. As will be clear to one skilled in the art, the number of rings associated with the piston is not limited to the number shown in FIG. 4, which is given as a non-limiting illustrative example only. Similarly, the number of concave sections is not limited to two, but can be any number that is appropriate to the size of the piston and engine and to the particular application for which the engine is being used.

Reference is now made to FIG. 5, illustrating the closed loop engine control system, which generates at least one ignition signal per piston cycle; the engine control system automatically yields optimum engine performance by taking into account the specific engine performance requirements and feedback data provided by engine sensors. The engine digital processing controller 31 receives gas pressure data from a pressure sensor 32 disposed internally within the engine 30 and piston position data from a piston position sensor 34; in a preferred embodiment, the piston position sensor consists of an optical encoder disposed on the piston rod. The engine digital processing controller 31 starts fuel feeding by outputting a signal to the fuel feeding controller 39. After a predetermined quantity of fuel has been introduced into the deflagration chamber, the digital processing controller closes the fuel safety valve by sending a signal to the valve controller 38. A signal to the ignition controller 37 initiates ignition of the fuel, and after a predetermined amount of the fuel has undergone deflagration (in a preferred embodiment, this will be after complete deflagration of the fuel), the digital processing controller transmits a signal to exhaust valve controller 38 to release the gases generated by PD. The digital processing controller can control an engine configuration comprising a plurality of deflagration chambers as well as a plurality of ignitions during an engine cycle. The engine digital processor derives the correct timing of the sequence of ignition signals by applying closed loop control algorithms comparing the actual power and speed profile as calculated from the sensor data inputs with the engine performance requirements. Additional sensors can be disposed in the engine, e.g. a temperature sensor 33 which can be used to control the coolant flow through the engine. A vibration sensor 35 and an audible noise sensor 36 disposed in the engine can be used to provide vibration and noise data for the controller that can be used by the controller for adapting the engine operation for minimum vibration and audible noise levels. More sensors can be used when additional data of engine operation are required for optimizing the engine performance. Any number of data sensors is within scope of the engine controller. Furthermore, the scope of the digital processing controller is substantially universal to include any type of engine configuration used according to the present invention i.e. all configurations of reciprocating linear internal combustion engines, all configurations of reciprocating rotor engines, and all configurations of steam type engines can be controlled by the digital processing controller here illustrated.

Reference is now made to FIG. 6, illustrating (not to scale) a schematic diagram of a deflagration actuated, rotary action engine with multiple thrust sources. In commercially available Wankel engines, a rotor of triangular construction (usually with convex sides) rotates and revolves within an oval chamber. The corners of the rotor contact small areas of the chamber inside wall, dividing the chamber into three chambers. As the rotor turns, the flat sides of the rotor get closer and further from the side of the oval, acting similarly to the "strokes" in a four stroke engine. The Wankel engine is considerably simpler and contains far fewer moving parts than a linearly moving piston engine as it does not include valves and related parts. In addition, the rotor spins the driveshaft directly, so that there is no need for connecting rods and related parts, which are used to convert linear piston displacement into a rotary displacement. All of this makes a Wankel engine substantially lighter, typically half that of a conventional engine with equivalent horsepower. The rotary W. J. Ideal™ engine, one embodiment of which is illustrated in FIG. 6, does not include an intake port as do commercially available Wankel engines, since it runs without addition of oxygen. The engine's rotor 57 rotates clockwise within oval chamber 61 so that the rotor triangular like cross section vertices slide along the inside wall of the rotor chamber, creating three dynamically changing volume sections 58a, 58b and 58c within it. Deflagration chambers 55a, 55b and 55c, are disposed about the rotor chamber such that gaseous products of deflagration pass from the deflagration chamber into one of the sub- volumes created by the rotor. The deflagration chambers are placed within engine heads 56a, 56b and 56c. Unlike in a commercially available engine, thrust is applied to the rotor three times during a revolution by igniters 52a, 52b and 52c operated by an ignition signal from the digital processor controller. Triple fuel ignition results applying a thrust to the rotor in at least three distinct rotor positions, multiplies the power' output approximately by three for a given engine size. Furthermore, power output can be further increased by igniting the fuel in each deflagration chamber a plurality of times resulting a substantially continuous and steady force exerted on the engine rotor or alternatively a required force profile. The fuel is fed into the deflagration chambers from fuel containers 65a, 65b and 65c and exhaust gases exit the chambers through opening exhaust valves 54a, 54b, 54c and 54d. In another embodiment, one fuel container can be used for feeding the fuel into the plurality of deflagration chambers. Each of the fuel feeding mechanisms further includes a fuel backup valve 53a, 53b and 53c that open prior to feeding of fuel into the appropriate deflagration chamber, and which close prior to initiation of ignition. A flywheel 62 rotates by the engine via a connected sprocket wheel 64, engaged with a rotor sprocket wheel. Cavities 66a, 66b and 66c on the rotor three sections are used as 'gripping' surfaces for the compressed gas pressure. Reference is now made to FIG. 7, illustrating (not to scale) a deflagration actuated, locomotive steam-type engine, containing dual thrust sources for pushing the piston forward and a single deflagration source for pushing the piston backward. A commercial steam engine is an external combustion engine, i.e. one in which the fuel is burned outside the engine cylinder. According to the present invention, the steam engine is converted into an internal piston engine. The engine is a triple thrust engine accommodating at the engine head 80 pre- deflagration chamber 75a and igniter 72a generating high-pressure gas 81 which exerts force on piston 82 in the direction shown by the arrow. On the engine wall opposite to the engine head, two igniters 72b and 72c ignite the fuel disposed in the smaller deflagration chambers 75b, 75c and the generated gas pressure exerts force on the piston opposite to the direction of the arrow. This side of the piston is connected to the connecting rod in the center of the piston; therefore two smaller off-center deflagration chambers are optimized for this side. At the engine wall at the side of the engine head 80, igniter 72a ignites the fuel fed into the larger deflagration, chamber 75a and expansion of the gas generated by PD exerts force on the piston in the direction of the arrow. The fuel in each deflagration chamber may be ignited a plurality of times at calculated positions 83 and 84 of the piston, enabling creation of any desired force profile. On one side of the engine, the fuel is fed from fuel containers 85b and 85c into related deflagration chambers 75b and 75c through lead screw type fuel feeding systems operated by motors 74b and 74c and fuel safety valves 73b and 73c. Similarly, on the side of the engine head the fuel is fed from fuel container 85a into deflagration chambers 75a through lead screw type fuel feeding system operated by motor 74a and fuel backup valve 73a. Exhaust gases cross from one side of the piston to the opposite side the inlet ports 77 for further use of the heat generated by the deflagration. The exhaust gas flow direction is determined by a mechanically sliding valve 78 connected through a connecting rod to the flywheel actuated by the engine.

Reference is now made to FIG. 8, illustrating a 3D block diagram of a complete PD W. J. Ideal Engine™, accommodating further utilization of exhaust gases from the main engine. This utilization of exhaust gases increases the fuel efficiency and decreases release of pollutants. The exhaust gas produced by PD of W. J. Ideal Fuel™ typically has a high CO content. Combustion of this gas both increases fuel efficiency and reduces environmental pollution (CO is toxic). In the embodiment illustrated in FIG. 8, exhaust gases from the main engine 90 (which may be any of the embodiments described above) are collected and directed into a secondary stage engine 91. The hot exhaust gasses of this second engine stage are passed through a heat exchanger 92, producing electricity, or operating air conditioning units or providing hot water or steam. The exhaust gas is then passed through a catalyst 94 for reducing the content of the mixture of nitrogen monoxide and nitrogen dioxide (NO_x). Typical catalysts known in the prior art can reduce the NO_x content of the exhaust gas to less than about 7ppm.

In another embodiment, the exhaust gasses of the main engine enter a heat exchanger and the heat exchanger output gases power engine generator 92. Efficiency is increased even further in this configuration.

According to a preferred embodiment of the present invention, an engine is provided with enhanced high fuel efficiency, engine power capacity and low environmental pollution by utilizing a distinctive anaerobic fuel that contains all of the oxidizer required for burning and therefore does not require any external supply of oxygen. This feature changes the operation of engines operating with W. J. Ideal Fuel™ by being adaptable to several fuel ignitions during an engine cycle rather than a single ignition event provided by commercially available engines. The engine is controlled by a universal digital processing controller providing igniter timing signals, fuel feeding signals, engine valve opening and closing signals, etc. This control scheme can be applied to any available commercial internal combustion or external combustion engine types and configurations, e.g. four stroke cylinder engines, two stroke cylinder engines, V-shaped cylinder engines, diesel engines, rotary engines, steam locomotive engines, etc., with substantially higher efficiency, higher power and smaller size.

Commercially available diesel engines are considered to be very fuel efficient. A comparison between the W. J. Ideal Engine™ of the present invention and a diesel engine indicates that the present invention has substantial benefits and higher performance, in the following aspects:

(1) W. J. Ideal Engine™ presents a 30% increase in engine power compared to a diesel engine. (2) A diesel engine includes a complex air feeding system consisting of fresh air inlet tunnels, air filter system and air turbocharger system, which are not required in the W. J. Ideal Piston Engine™.

(3) The engine head of a diesel engine includes an injector system, inlet and exhaust valves and fuel injection system. W. J. Ideal Piston Engine™ does not require an injector system or intake valve control, and includes an electronically controlled exhaust valve and fuel feeding system.

(4) The cylinder of a diesel engine is made of cast iron and includes hot air inlet tunnels at the bottom of the cylinder. The cylinder of a W. J. Ideal Piston Engine™ is made from cast iron and smoothed for an extended life span by carbon or ceramic coating.

(5) A cam shaft is used by a diesel engine mechanically control exhaust valve operation. The exhaust valves in a W. J. Ideal Piston Engine™ are controlled electronically and a camshaft is not required.

(6) A diesel engine includes an air scavenging system used to remove the burned gases from the remote parts of the cylinder. An air scavenging system is not needed in a W. J. Ideal Piston Engine™.

According to another embodiment, any commercially available engine configuration can be further converted to a new type of engine by disposing a plurality of deflagration chambers in the engine at key positions rather than just by replacing the ignited fuel position in a commercial engine with the new deflagration chamber.

According to another embodiment of the present invention, the core of the invention accommodates new engine configurations adapted to provide extremely powerful engines for special applications, like for example an aircraft carrier catapult, extremely fast engines, miniature powerful engines and any required special engine application. According to another embodiment of the present invention, the core of the invention accommodates new engine configurations accommodating high piston speeds along any practical linear cylinder length. The W. J. Ideal™-based engines are able to operate from a cold start. Hence the engine starts to operate without any special, long, expensive and tedious preparations, such as cleaning the fuel from water contamination by means of an expensive (commercially available Alfa Laval products, for example) centrifugal system. Moreover, no preheating of oil or fuel is required by expensive oil boilers.

The W. J. Ideal™ engines do not require expensive, complicated (and subject to many failures) additional equipment, e.g. means for providing an oxidizer, for their operation.

The PD W. J. Ideal™ engines and related technology reduce dependence on oil and gas sources and provide cheaper energy substitutes. The technology allows cost effective construction of powerful engines. Import of oil product can thus significantly be reduced. Electricity costs are further significantly reduced.

The reliability of the PD W. J. Ideal™-based engines provides a period of about three years or more between overhauls, especially pistons and piston head overhaul.

According to another embodiment of the present invention, costly storage of liquid oil products and hydrocarbon gas is effectively reduced. The use of heavy fuel is thus eliminated.

Hence, PD W. J. Ideal™ piston engines are especially useful for use in vehicles where a light weight mass of efficient fuel is required and advantageous. Hence for example, utilization of

W. J. Ideal™-based engines in cargo vessels with high capacity load is advantageous and save a significant measure of space which is currently required to store hundreds and thousands of fuel tanks in the bottom of the vessel such as airplanes, ships and submarines, for loading additional profitable cargo.

According to yet another embodiment of the present invention, the PD W. J. Ideal™ cylinder head engines are characterized in various shapes and sizes, selected in a non-limiting manner from mortar-like, cannon-like or rocket-like configurations. Storage of the W. J. Ideal Fuel™ is preferably provided in either commercially available or specially designed and made containers, such as W. J. Container™ containers, that are well isolated against heat, static electricity, sparks, lightning, fire, shocks and shock waves. A container-in-a-container arrangement is preferred. Standard containers are preferably yet not exclusively of 20 ft or 40 ft. The container may be in a CO₂ safety environment and/or will be in communication with fire extinguishing systems. A "black box" is used for recording safety data transmit to a distribution center events selected from a group consisting of fuel loading, discharge history, present location, shaking force, type of fuel presently stored and history of the container from day one. The W. J. Ideal Fuel™ can be loaded and unloaded from its Container with a completely automated system. According to one embodiment of the present invention, the containers are arranged in a cascade or an array in which one container is in communication with at least another one, located e.g., next to it, above it, below it, etc. Said array is either provided in series or in parallel, and is either 2D or 3D or any combination thereof. The feeding is provided in any commercially available means known in the art, e.g., rail, conveyer belts, magazines, e.g., round magazines, pipes, conduits, snail-like or screw- like apparatuses, robots, linear tables, systems equipped with electric and/or pneumatic servo systems for fast and accurate movement, etc. W. J. Ideal Fuel™ is a very compact and effective deflagration propagator, so that it requires only limited storage volume. Hence, recharging the container is required relatively infrequently. W. J. Ideal Fuel™ containers can safely store the fuel for extended periods (years to decades). Moreover, W. J. Ideal Fuel™ containers are environmentally friendly, and do not leak hazardous materials to their surroundings. The detailed description of the present invention presents a generic technology derived from the W. J. Ideal™ fuel and the associated effect on the engines operated with fuel. The benefits of the present invention are substantially apparent throughout the detailed description of assorted embodiments. A consolidated summary of above apparent benefits is included in the following detailed list of advantages of the present invention over commercially available engine technologies:

(1) Smokeless operation at all engine running speeds.

(2) Reduced fuel consumption due to engine parts load.

(3) Increased controllability.

(4) Capability of running at lower minimum speeds. (5) Higher reliability.

(6) Unlimited operation at all altitudes, including those where the partial pressure of atmospheric oxygen is insufficient to support combustion.

(7) Operational at higher environmental temperature ranges.

(8) Operational in space and underwater. (9) Low fuel consumption. (10) Low cylinder oil consumption.

(11) Low part count engine .

(12) Full compliance with IMO NO_x emission regulations of Annex 4 MARPOL 73/78 convention. (13) Long time between overhauls.

(14) Reduced Mechanical stress.

(15) Reduced number of moving parts.

(16) Reduced mechanical stress.

(17) Lower mechanical vibrations. (18) Lower operational noise.

It will be appreciated that the above described methods may be varied in many ways, including, changing the order of steps, and/or performing a plurality of steps concurrently.

It should also be appreciated that the above described description of methods and apparatus are to be interpreted as including apparatus for carrying out the methods, and methods of using the apparatus, and computer software for implementing the various automated control methods on a general purpose or specialized computer system, of any type as well known to a person or ordinary skill, and which need not be described in detail herein for enabling a person of ordinary skill to practice the invention, since such a person is well versed in industrial and control computers, their programming, and integration into an operating system.

For the main embodiments of the invention, the particular selection of type and model is not critical, though where specifically identified, this may be relevant. The present invention has been described using detailed descriptions of embodiments thereof that are provided by way of example and are not intended to limit the scope of the invention. No limitation, in general, or by way of words such as "may", "should", "preferably", "must", or other term denoting a degree of importance or motivation, should be considered as a limitation on the scope of the claims or their equivalents unless expressly present in such claim as a literal limitation on its scope. It should be understood that features and steps described with respect to one embodiment may be used with other embodiments and that not all embodiments of the invention have all of the features and/or steps shown in a particular figure or described with respect to one of the embodiments. That is, the disclosure should be considered complete from combinatorial point of view, with each embodiment of each element considered disclosed in conjunction with each other embodiment of each element (and indeed in various combinations of compatible implementations of variations in the same element). Variations of embodiments described will occur to persons of the art. Furthermore, the terms "comprise," "include," "have" and their conjugates, shall mean, when used in the claims, "including but not necessarily limited to." Each element present in the claims in the singular shall mean one or more element as claimed, and when an option is provided for one or more of a group, it shall be interpreted to mean that the claim requires only one member selected from the various options, and shall not require one of each option. The abstract shall not be interpreted as limiting on the scope of the application or claims.

It is noted that some of the above described embodiments may describe the best mode contemplated by the inventors and therefore may include structure, acts or details of structures and acts that may not be essential to the invention and which are described as examples. Structure and acts described herein are replaceable by equivalents which perform the same function, even if the structure or acts are different, as known in the art. Therefore, the scope of the invention is limited only by the elements and limitations as used in the claims.

Claims

CLAIMSWhat is claimed is:

1. An engine actuated by anaerobic fuel, comprising: a. at least one chamber; b. at least one actuated member located within said chamber; c. at least one deflagration chamber in fluid connection with said chamber; d. fuel feeding means adapted to supply a predetermined quantity of fuel to said at least one deflagration chamber according to a predetermined protocol; e. ignition means adapted to ignite said predetermined quantity of said fuel; and, f. exhaust means for releasing gases from said chamber; wherein said fuel is anaerobic fuel, and further wherein said actuated member is actuated by expansion of gases produced by predetermined deflagration of said anaerobic fuel.

2. The engine according to claim 1, wherein said actuated member is a reciprocating piston, said chamber is a cylinder adapted to accommodate said reciprocating piston, said fuel feeding means are adapted to supply said predetermined quantity of fuel to said at least one deflagration chamber at least once per piston cycle.

3. The engine according to claim 2, wherein said engine further comprises at least one additional deflagration chamber in fluid communication with said engine chamber and interconnected with said fuel feeding means; each of said additional deflagration chambers adapted to accommodate a predetermined measure of said anaerobic fuel and for ignition of said anaerobic fuel according to a predetermined protocol, said ignition being provided in one or more steps per piston cycle.

4. The engine according to claim 2, wherein said ignition means are adapted to provide M ignitions of said fuel per said piston cycle (M > 1).

5. The engine according to claim 2, wherein at least one of said reciprocating pistons is a multi- sectional piston, said multi-sectional piston comprising a plurality of pressure rings adapted to divide the volume between the surface of said piston and the inner surface of said cylinder into a plurality of substantially isolated volumes and adapted for use in a cylinder comprising a plurality of gas inlet channels.

6. The engine according to claim 5, wherein said engine further comprises: a. at least one channel substantially parallel to said cylinder, said channel fluidly interconnected at one end with said cylinder; b. at least one additional deflagration chamber ("side chamber"), said at least one side chamber fluidly interconnected with the second end of said channel; c. means for independently introducing a predetermined quantity of said fuel into said at least one side chamber; and, d. means for controlling the timing of ignition of said fuel in said at least one side chamber relative to said ignition of said fuel in said deflagration chamber such that expanding gases produced by predetermined deflagration of said fuel in said at least one side chamber arrive at the point of interconnection with said channel substantially contemporaneously with the passage of said piston past said point of interconnection; wherein said expanding gases from said predetermined deflagration of said fuel in said side chamber provide additional force to said piston and a constant speed to said piston over substantially the entire length of its travel during the downward stroke of the piston cycle.

7. The engine according to claim 2, wherein at least one of said reciprocating pistons additionally comprises a plurality of centering rings of outer diameter adapted to the inner diameter of the cylinder and further adapted to keep said piston centered within said cylinder and to maintain the roundness of the cylinder.

8. The engine according to claim 1, wherein said engine configured as a steam type engine wherein said piston is actuated within said cylinder by at least one deflagration chamber located on each side of said piston, adjacent to the ends of said piston.

9. The engine according to claim 1, wherein said engine is adapted to operate as a two stroke internal combustion engine.

10. The engine according to claim 1, wherein said actuated member is a rotor with a cross-section characterized by an TV-sided polygon (N > 3) with convex sides, said chamber is of substantially oval cross section and adapted to contain said rotor such that contact between the corners of said polygon and the inner surface of said chamber divides said chamber into N substantially isolated sub-volumes, and further comprising means for exhausting gas from each of said N sub-volumes.

11. The engine according to claim 10, wherein said engine further comprises a. N deflagration chambers, each of N deflagration chambers in fluid connection with one of said N sub- volumes; and, b. exhaust means for independently exhausting gas from each of said N said sub- volumes.

12. The engine according to claim 1, wherein said anaerobic fuel is chosen from the group consisting of compositions of sulfur, ammonium nitrate, ammonium picrate, aluminum powder, potassium chlorate, potassium nitrate (saltpeter), nitrocellulose, nitroglycerin pentaerythiotol tetranitrate (PETN), CGDN, 2,4,6 trinitrophenyl methylamine (tetryl) and any other booster propellants and or any other types of propellants, a mixture containing (a) about 97.5% RDX, (b) about 1.5% calcium stearate, (c) about 0.5% polyisobutylene, and (d) about 0.5% graphite (CH-6), a mixture of about (a) 98.5% RDX and (b) about 1.5% stearic acid (A- 5), cyclotetramethylene tetranitramine (HMX), octogen-octahydro-1,3,5,7 tetranitro 1.3.5.7. tetrazocine, cyclic nitramine 2,4,6,8, 10,12-hexanitro-2,4,6,8, 10,12-hexaazaisowurtzitane (CL- 20), 2,4,6,8, 10,12-hexanitrohexaazaiso-wurtzitan (HNIW), 5-cyanotetrazol-pentaamine cobalt III perchlorate (CP), cyclotri-methylene trinitramine (RDX), triazidotrinitrobenzene (TATNB), tetracence, smokeless powder, black powder, boracitol, triamino trinitrobenzene (TATB), TATB/DATB mixtures, diphenylamine, triethylene glycol dinitrate (TEGDN), tertyl, N,N'-diethyl-N,N'-diphenylurea (ethyl centralite), trimethyleneolethane, diethyl phtalate trinitrate (TMETM), trinitroazetidine (TNAZ), sodium azide, nitrogen gas, potassium oxide, sodium oxide, silicon dioxide, alkaline silicate, salt, saltwater, ocean water, dead sea water, acetobacteria, algae, alkali, paints, inks or any combination thereof.

13. The engine according to claim 1, wherein said fuel feeding system further comprises a. at least one cellulose chamber interconnected with said deflagration chamber, said cellulose chamber adapted for storage of cellulose; at least one nitrating agent chamber interconnected with said deflagration chamber, said nitrating agent chamber adapted for storage of a nitrating agent, said nitrating agent chosen from the group consisting of (/) substantially pure HNO₃; (H) a solution of HNO₃ in water containing more than about 80% HNO₃ on a molar basis; (Hi) a solution of HNO₃ in water containing between about 70% and about 80% HNO₃ on a molar basis; (Zv) NO₂; (v) a mixture of NO₂ and water; (vz) any other substance capable of nitrating cellulose in the gas phase; and (vii) any combination of the above; b. means for transferring a predetermined quantity of cellulose from said cellulose chamber into said deflagration chamber; and, c. means for transferring a predetermined quantity of nitrating agent from said nitrating agent chamber into said deflagration chamber; and further wherein said ignition means is adapted to initiate chemical reaction between said cellulose and said nitrating agent to form nitrocellulose in situ, and to ignite nitrocellulose formed in said chemical reaction, and further wherein said anaerobic fuel comprises said nitrocellulose formed in said chemical reaction.

14. The engine according to claim 1, wherein the rate of deflagration of said fuel is adapted to a predetermined value by the value of at least one of the properties of the individual particles of said anaerobic fuel, said property chosen from the group consisting of (a) particle linear dimensions, (b) particle shape, (c) particle volume, (d) number of void spaces within said fuel particle, (e) length of void spaces within said particle, (f) diameter of void spaces within said particle.

15. The engine according to claim 1, wherein said engine is adapted to provide a shaft efficiency exceeding about 70% at a 1 :24 compression ratio.

16. The engine according to claim 1, wherein said engine is adapted to provide a shaft efficiency exceeding about 76% at a 1 :60 compression ratio.

17. The engine according to claim 1, further comprising an electronic controller.

18. The engine according to claim 18, wherein said electronic controller comprises a digital processing controller, said digital processing controller adapted to accept data input from a plurality of sensors and to provide output signals for controlling engine parameters chosen from the group comprising (a) ignition timing, (b) valve opening, (c) valve closing, (d) fuel feeding rate, (e) quantity of fuel fed per ignition, (f) rate of flow of exhaust gas, and (g) all of the above.

19. The engine according to claim 1, further comprising at least one pressure relief valve, said pressure relief valve in fluid communication with said at least one deflagration chamber and adapted to open if the gas pressure within said at least one deflagration chamber exceeds a predetermined value; and further comprising means for transporting gas from said deflagration chamber through said relief valve to a location with substantially lower gas pressure than said predetermined value.

20. The engine according to claim 1, further comprising a. CO combustion means, said means adapted for combustion of the CO content of gases produced by said predetermined deflagration; and, b. means for fluidly connecting said exhaust means to said combusting means; wherein exhaust gases flow from said engine to said combusting means, and further wherein combustion of said CO content of said exhaust gases occurs within said CO combustion means.

21. The engine according to claim 20, wherein said CO combustion means are contained within a secondary engine.

22. The engine according to claim 21, wherein said engine further comprises a heat exchanger in thermal contact with said engine and said secondary engine.

23. The engine according to claim 22, wherein said engine further comprises a. at least one secondary heat exchanger; and, b. at least one exhaust port in fluid connection with said secondary engine and in thermal contact with said secondary heat exchanger; wherein said at least one secondary heat exchanger is adapted to utilize the heat of the gases exhausted from said secondary engine.

24. The engine according to claim 23, wherein the shaft efficiency of said engine exceeds about 89% level at a 1 :24 compression ratio.

25. The engine according to claim 1, further comprising a catalyst adapted to reduce the NO_x content of said exhaust gases.

26. A method for utilizing energy from predetermined deflagration of an anaerobic fuel comprising the steps of a. obtaining an engine as defined in claim 1; b. feeding said anaerobic fuel into said deflagration chamber; c. igniting said anaerobic fuel; d. generating pressurized gas from deflagration of said anaerobic fuel; e. actuating mechanically said actuated member by the action of said pressurized gas; and, f. repeating steps (b) - (e).

27. The method according to claim 26, wherein steps (b) - (e) are performed more than once per engine cycle.

28. The method according to claim 26, further comprising the steps of a. obtaining CO combusting means; b. obtaining igniting means adapted for igniting inflammable gases within said CO combusting means; c. transporting exhaust gases from said engine to said CO combusting means; and, d. igniting at least part of CO contained within said exhausted gases; wherein additional energy is obtained from said combustion of CO contained within said exhaust gases.

29. The method according to claim 28, further comprising the steps of a. obtaining a secondary heat exchanger; b. transporting exhaust gases from said combustion of said CO from said CO combusting means to said secondary heat exchanger; c. passing said exhaust gases from said combustion of CO through said secondary heat exchanger; d. using the heat of said exhaust gases of said combustion of said CO for air conditioning or heating.

30. The method according to any one of claims 27 - 29, further comprising the step of passing said exhaust gases from said combustion of said CO over a catalyst adapted for reducing the NO_x content of gases.