WO2020021564A1 - Mécanisme d'amplification d'énergie - Google Patents

Mécanisme d'amplification d'énergie Download PDF

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Publication number
WO2020021564A1
WO2020021564A1 PCT/IN2019/050534 IN2019050534W WO2020021564A1 WO 2020021564 A1 WO2020021564 A1 WO 2020021564A1 IN 2019050534 W IN2019050534 W IN 2019050534W WO 2020021564 A1 WO2020021564 A1 WO 2020021564A1
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WO
WIPO (PCT)
Prior art keywords
engine
internal combustion
chamber
volume variable
set forth
Prior art date
Application number
PCT/IN2019/050534
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English (en)
Inventor
Jiban Jyoti Mistry
Original Assignee
Seth, Chandan Kumar
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Seth, Chandan Kumar filed Critical Seth, Chandan Kumar
Publication of WO2020021564A1 publication Critical patent/WO2020021564A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
    • F02B75/041—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of cylinder or cylinderhead positioning
    • F02B75/042—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of cylinder or cylinderhead positioning the cylinderhead comprising a counter-piston
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B7/00—Machines or engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B43/00—Engines characterised by operating on gaseous fuels; Plants including such engines
    • F02B43/10—Engines or plants characterised by use of other specific gases, e.g. acetylene, oxyhydrogen
    • F02B2043/106—Hydrogen obtained by electrolysis

Definitions

  • Embodiments of the present invention relate to a mechanism for amplification of energy by means of an internal combustion (IC) engine configurable for compression ignition or spark ignition cycle and, more particularly, operable with a closed loop self generated hydrogen fuel mechanism.
  • the engine comprises a first volume variable chamber and a second volume variable pre-pressurised chamber being fluidly separated therebetween by a movable partition means as well as temporarily communicable therebetween by means of a movement of said partition means due to instantaneous pressure difference between the first and second volume variable chambers.
  • Internal combustion engines generally use in-cylinder volume changing mechanism to execute either two-stroke or four-stroke thermodynamic cycles and thus convert fuel energy to useful work.
  • a change in volume of a cylinder is controlled by displacing a piston within said cylinder between a bottom dead center (BDC) and a top dead center (TDC).
  • the volume displaced by the piston is commonly known as swept volume (V s ) and at the TDC position of the piston a predetermined volume is left in the cylinder which is known as clearance volume (V c ).
  • the displacement of a piston is also known as stroke length which is equal to twice the length of a crank throw of a crankshaft, to which the piston is connected through a connecting rod.
  • the engine of Mistry (US Patent No. 9458741) needs two piston-cylinder configuration to carry-out a four-stroke engine cycle. It further includes a phase altering mechanism and two crankshafts. Thus, may be subject of higher introduction cost and complexity.
  • Crower et al discloses a pressure responsive volume changing mechanism to be provided with cylinder head of an IC engine.
  • Crower teaches a method and apparatus to modulate the peak combustion pressure spike and thus enable an SI engine to operate with diesel like fuel or allow higher turbo charging boost without exceeding ordinary gasoline cylinder pressures during combustion. This allows higher boost of the engine output without further engine reinforcement normally required.
  • Crower et al also demonstrate a multi fuel capacity of their technology as well as efficiency to prevent the pollution of the atmosphere by decreasing the formation of oxides of nitrogen (NO x ) in internal combustion engines.
  • NO x oxides of nitrogen
  • Compression ignition (Cl) engines are generally more efficient than SI engines because they can use higher compression ratio, un-throttled induction, fuel lean combustion and approximately constant pressure combustion cycle.
  • SI engines Compression ignition (Cl) engines are generally more efficient than SI engines because they can use higher compression ratio, un-throttled induction, fuel lean combustion and approximately constant pressure combustion cycle.
  • none of the existing engines can achieve any further thermal efficiency of over 50%.
  • the most efficient IC engine in the world is large marine diesel engines which can achieve up to about 52% thermal efficiency.
  • thermal efficiency the energy efficiency of an IC engine has been expressed by the term “thermal efficiency”. Because, work output of an IC engine has entirely been a product of combustion heat which is extracted from fuel energy.
  • An object of the invention is to provide a mechanism for amplification of energy by means of an internal combustion (IC) engine, which may be configured to operate with either a two-stroke or a four stroke engine cycles of compression ignition (Cl) or spark ignition (SI) types, the engine comprising: a first volume variable chamber; a second volume variable pre-pressurized chamber; a movable partition means for maintaining the first and the second volume variable chambers fluidly separated and as well as for temporarily communicating between the first and the second volume variable chambers by means of being moved in response to instantaneous pressure difference between said first and second chambers.
  • IC internal combustion
  • SI spark ignition
  • Another object of the invention is to provide an IC engine which, by means of temporary increase in effective working volume, is capable of producing an output energy greater than corresponding input energy.
  • An important object of the invention is to provide an IC engine which, by means of amplifying the input energy, may produce hydrogen in a closed loop manner and meet instantaneous requirement of fuel and thus eliminate any significant hydrogen storage requirement.
  • a further object of the invention is to provide a mathematical validation for the amplification of energy and the mechanism thereof.
  • Another important object of the invention is to explain the energy source of expanding Universe with the aid of the mechanism of the present invention.
  • the most important object of the invention is to provide a solution for global energy crisis and stop global warming by reducing C0 2 emission substantially.
  • FIG. 1 is a sectional view of a closed cylinder schematically illustrating an ideal condition for constant volume heat addition of conventional engine mechanism.
  • FIG. 2 is a schematic sectional view of another cylinder similar to FIG. 1, which is modified by placing a partition within it, illustrating an ideal condition of the present invention.
  • FIG. 2A is a schematic sectional view of the cylinder of FIG. 2, illustrating a displacement of the partition at the end of heat addition.
  • FIG. 3 is a schematic sectional view of a two- stroke cycle variant of a compression ignition engine of the present invention.
  • FIG. 4 is a comparative pressure vs crank angle (p-q ) diagram for comparing the engine of the present invention with conventional engine.
  • Fig. 5 is a comparative temperature vs crank angle (T-q) diagram for comparing the engine of the present invention with conventional engine.
  • FIG. 6 is a schematic side view of a two-stroke cycle variant of a compression ignition engine of the present invention showing the early stage of an expansion stroke at 18 CAD after TDC.
  • Fig. 7 is a comparative pressure vs volume (p-V) diagram for comparing the engine of the present invention with a conventional engine.
  • Fig. 8 is a schematic sectional view of a four-stroke cycle variant of a compression ignition engine of the present invention.
  • Fig. 9 is a schematic sectional partial view of a four-stroke cycle variant of a spark ignition engine of the present invention.
  • Fig. 9A is a schematic sectional partial view of a two-stroke cycle variant of a spark ignition engine of the present invention.
  • Fig. 10 is a schematic of an internal combustion self-generated hydrogen fuelled spark ignition engine mechanism. DETAILED DESCRIPTION OF THE MECHANISM OF THE INVENTION Mathematical validation of the mechanism for amplification of energy
  • FIG. 1 illustrates a first case wherein considered a closed cylinder 1 defining a system 2 having a volume ( V 2 ) of 1 lOcc containing compressed air at an initial pressure (p ini 2 ) of 25.12 bar and an initial temperature (G ⁇ h ⁇ 2 ) of 750 K. .
  • V 2 volume of 1 lOcc containing compressed air at an initial pressure (p ini 2 ) of 25.12 bar and an initial temperature (G ⁇ h ⁇ 2 ) of 750 K.
  • an ideal value for a ratio of specific heat (g) of air as 1.4 is considered.
  • the mass of air (m a 2 ) is considered to be as l.lg.
  • An amount of heat ( Q ) of 150 J is added at this state. Since the volume is constant, both of an initial volume (y ini 2) and a volume at the end of heat addition (VQ 2 ) are equal.
  • the addition of heat ( Q ) causes a change in temperature ( TQ 2 ) and
  • the first case represents an ideal constant volume combustion condition of conventional internal combustion engines at a volume compression ratio (r c ) of 10: 1.
  • FIG. 2 shows a second case wherein considered a second closed cylinder la provided with a movable partition means 3 within it.
  • the partition means 3 divides the volume of the cylinder la into a first volume portion 2a ( h ⁇ 2a ) having a volume of lOcc and a second volume portion 2b ( V ini 2b ) having a volume of lOOcc.
  • the volume of 2a + 2b is equal to the volume ( V 2 ) of the cylinder 1 of the first case.
  • the partition 3 keeps volumes 2a and 2b to be fluidly separated.
  • the partition 3 is also movable in response to an instantaneous pressure difference between the volumes 2a and 2b.
  • the initial pressure in the volume portions 2a ( Pi nt, 2 a ) and 2b ( Pi nt, 2 b ) is similar to the first case i.e. 25.12 bar.
  • the initial temperature in the volume portions 2a ( T in i,2a ) and 2b (T ini 2b) is 750 K.
  • the mass of compressed air in portion 2a ( m a,2a) and portion 2b ⁇ m a 2b ) are equally proportional as O.lg and l.Og respectively.
  • FIG. 2A shows the second case, wherein the same amount of heat ( Q ) of 150 J as the first case is added in the first volume portion 2a.
  • the resultant pressure increase causes an expansion of the first portion 2a from its initial volume (V ini 2a ) of lOcc to a final volume (V Q 2 a) by displacing the partition 3 towards portion 2b until an equilibrium pressure between 2a and 2b is attained.
  • This expansion in portion 2a has an important effect on the final pressure of the second cylinder la, which is described below.
  • V Q 2a Since an expansion in volume 2a causes a compression in volume portion 2b, the final volume (V Q 2a ) is obtained by iteratively multiplying the initial volume (V ini 2a ) by an expansion factor (F expn V ) until an equilibrium pressure between volumes 2a and 2b is attained.
  • the iteratively obtained value for the factor (F expn V ) is 5.011, therefore,
  • V Q 2a ⁇ V ini, 2a 40.11 cc, which is deducted from initial volume of volume portion 2b (V ini 2b ).
  • V ini 2b initial volume of volume portion 2b
  • T Q 2 The temperature at the end of heat addition
  • the final pressure at the end of heat addition ( r 2 ) is, J Q,2 1536.82
  • the first case which relates to conventional heat engines at an ideal condition, needs about 5.77 times greater amount of fuel to attain similar cylinder pressure as the second case, and cylinder pressure is the only component that produces propulsive force.
  • the second case relates to the mechanism of the present invention.
  • the second case may be referred to as the energy efficiency ( Jlenergy ) ar
  • the pressure increase in volume portion 2a relies upon temperature increase due to combustion, which is influenced by the change in volume during combustion.
  • the exponent for the volume ratio to obtain the AT comb is y— 1.
  • the pressure increases due to compression of volume.
  • the exponent for the volume ratio ( V n b ) to obtain final pressure is y.
  • Quantum fluctuation is a fluctuation of energy in quantum (sub-atomic) fields of space. This fluctuation is being carried out in every points throughout the space. Considering cosmological constant it is predictable that this fluctuation is a result of continuous expansion and contraction in every quantum scale field or point of space. During the contraction of a point, to keep the energy density constant it is necessary to remove a fraction of its energy. This is possible that this energy then converts into matter. Whereas, during the expansion a fraction of matter may convert into energy again to preserve the energy constancy (cosmological constant) of space.
  • each point of space may expand beyond its previous system boundary by interacting the quantum fields external of it, and in compliance with the mechanism of present invention, amplify energy.
  • amplify energy During a consecutive contraction a portion of this amplified energy converts again into matter and the gravitational force of this matter cancels out the increased repulsive force of the amplified energy. Therefore, it is necessary that, any point of space should never be contracted up to its previous initial system boundary. If this happen, the entire amplified energy would be converted to mass and the gravitational force of that increased mass would be greater than the instantaneous repulsive force and the Universe will turn contracting. This may be the reason of the expansion of the Universe.
  • the mechanism of present invention also demonstrates a mechanism for creation of energy and mass and thus the mechanism behind the creation of the Universe as well.
  • the Internal combustion (IC) engine of the present invention may further be referred to as“the present engine” in the following paragraphs.
  • a two- stroke cycle compression ignition (Cl) engine 100 is configured to carry out a compression and an expansion strokes of a two-stroke thermodynamic cycle.
  • the engine 100 comprises a first volume variable chamber 10 defined by a first cylinder 30, a first cylinder head 50 and a first piston 40, a second volume variable chamber 20 defined by a second cylinder 60, a second cylinder head 62 and a movable partition means 64.
  • the partition means 64 may also be referred to as the second piston 64 and sometimes also be referred to as the free piston 64.
  • the movable partition means 64 is provided for maintaining the first chamber 10 and the second chamber 20 fluidly separated and being movable causing a pressure responsive communication between said first and second chambers.
  • the free piston 64 comprises a first surface 65 communicating the first chamber 10 and a second surface 66 communicating the second chamber 20.
  • the first piston 40 is connected to a crankshaft 41 by a connecting rod 42.
  • the first piston 40 is movable between a top dead center (TDC) and a bottom dead center (BDC) within the first cylinder 30.
  • TDC top dead center
  • BDC bottom dead center
  • the movement of the first piston 40 is determined by a distance equals to twice of the length 44 of the crank throw 45.
  • the second chamber 20 is pre -pressurized by compressed fluid (preferably air).
  • a pressurizer means 71 is provided for injecting compressed fluid to the second chamber 20 through a one-way check valve 72 to maintain a predefined minimum pressure (when the second chamber 20 is fully expanded) which is lower than a pick compression pressure of the first volume variable chamber 10.
  • the second chamber 20 is fully expanded when the free piston is at its lowest position, which is determined by a free -piston motion limiter 67.
  • the free piston 64 is movable by means of instantaneous pressure differential between the first chamber 10 and the second chamber 20. Thus, the free piston may start moving only when the pressure of the first chamber 10 exceeds the pressure of the second chamber 20. So, the second chamber 20 may also be referred to as“the pressure chamber 20”.
  • Volume of the first chamber 10 may be characterized by a first volume portion lOa which is variable by the movement of the first piston 40 and a second volume portion lOb which is variable by the movement of the free piston 64.
  • the volume compression ratio of the first portion lOa is preferably above 150: 1, but the effective compression ratio of the first chamber 10 is preferable within a range of 16: 1 to 24: 1.
  • the compression ratio of the first chamber 10 can easily be variable by means of altering the minimum chamber pressure of the pressure chamber 20.
  • the first cylinder head 50 comprises a fuel injection mechanism, a fluid inlet mechanism and the second cylinder 60.
  • the fuel injection mechanism 54 for injecting fuel in the first chamber 10 in a timely manner.
  • the fluid inlet mechanism includes a cam mechanism 52 for actuating one or more valves 51 (one is shown) for sequentially opening and closing corresponding fluid inlet passages 53 (one is shown in phantom line) for introducing air in the first chamber 10 in a timely manner.
  • the first cylinder 30 includes an exhaust mechanism by means of providing plurality of exhaust apertures 70 to be sequentially openable and closable by the movement of the first piston 40 for expelling exhaust products from the first chamber 10.
  • the compression ratio of the volume portion lOa is considered to be 150: 1, as the first piston 40 reaches to TDC, the volume lOa becomes substantially small.
  • the pressure of the first chamber 10 exceeds the pressure of the pressure chamber 20 and continue increasing in pressure until reaches to TDC. This imparts a pressure on the first surface 65 of the free piston 64 resulting in a movement in the free piston 64 towards the second chamber 20 and thus a pressure responsive communication between the first chamber 10 and the second chamber 20 is established.
  • This movement of the free piston 64 causes to appear the second volume portion lOb of the first chamber 10 and thus provides a room to accommodate the compressed fluid.
  • the rate of pressure increase in the first chamber remains significantly higher than the conventional engines and at that point the pressure reaches closer to the peak compression pressure. This is because up to about 20 CAD before TDC, the effective volume compression rate of the first volume portion lOa is substantially higher than the conventional engines.
  • a predefined dose of fuel is injected into the second volume portion lOb of the first chamber 10 by the fuel injection mechanism 54.
  • SoC combustion starts
  • the combustion pressure trace 5b of conventional engine shows a pick combustion pressure of 125 bar at 11 CAD after TDC and the peak motored cycle pressure of nearly 71 bar at TDC.
  • the corresponding motored cycle pressure Pmotored
  • this pressure drop is from 71 bar to about 65 bar (shown by point p 4 ).
  • the first chamber 10 and the second chamber 20 get operatively isolated. This point of isolation is attainable at about 55 CAD after TDC where the chamber pressure remains about four times higher than the conventional engine of equivalent configuration. Onwards this point volume of the first chamber 10 is definable by the volume portion lOa. From this point the rate of pressure drop is significantly greater than the conventional engines due to substantially higher expansion ratio of 1: 150, inversely similar to the compression ratio of 150: 1 of the first volume portion lOa.
  • a comparative p-V diagram shows the pressure-volume trace 6a and 6b representing the present engine and conventional engine respectively.
  • the volume of the conventional engine is slightly larger than the present engine because conventional engine includes a considerable clearance volume which is negligible in the present engine.
  • the area of the p-V trace 6a of the present engine is about four times larger than the p-V trace 6b of the conventional engine.
  • T-q diagram of FIG. 5 which suggests equivalent thermal efficiency for both of the engines, it would be apparent that most of the output work of the present engine is not a product of fuel energy, rather a product of the mechanism which is capable of amplification of energy.
  • a four-stroke cycle variant of the Cl engine 100 of the present invention differs from the two- stroke cycle variant by means of excluding the exhaust ports 70 from the first cylinder 30 and providing a fluid exchange mechanism with the first cylinder head 50.
  • the fluid exchange mechanism comprises: a fluid inlet mechanism and an exhaust mechanism.
  • the fluid inlet mechanism includes an inlet passage 53, an intake valve 51 and a cam mechanism 52.
  • the exhaust mechanism includes an exhaust passage (not shown for the sake of simplicity), an exhaust valve (not shown) and the cam mechanism 52.
  • the inlet and exhaust passages are sequentially openable and closable by means of timely actuation of the intake and exhaust valves.
  • the cam mechanism 52 actuates the valves in a timely manner.
  • a four-stroke cycle variant of a spark ignition engine 100 of the present invention differs from the four-stroke cycle Cl engine of the present invention by means of providing an ignition mechanism including a sparkplug 55 for communicating the first chamber 10 for initiate a combustion in a timely manner.
  • a two-stroke cycle variant of a spark ignition engine 100 of the present invention differs from the two- stroke cycle SI engine of the present invention by means of providing an ignition mechanism including a sparkplug 55 for communicating the first chamber 10 for initiate a combustion in a timely manner.
  • an internal combustion (IC) self-generated hydrogen fuelled spark ignition (SI) engine mechanism 101 is demonstrated.
  • an electricity generator 80 being driven by a spark ignition (SI) engine 100 of the present invention, generates electricity for supplying to a means for electrolysis of water 81, a fuel injection mechanism 54, an ignition mechanism 55 and other electrically operable means through an electricity conductor means 84.
  • the means for electrolysis of water 81 is provided to split water into hydrogen and oxygen.
  • the condenser means 92 is provided for condensation of the water vapor into water and return the water into the means for electrolysis of water 81 through a fifth conveyer means 93.
  • the condenser means 92 is also provided for conveying the remainder exhaust product to the storage means 89 through a sixth fluid conveyer means 94.
  • the remainder exhaust product is conveyed in the storage means 89 for mixing with the electrolytic oxygen to form air anew and then the air is conveyed to a fluid inlet mechanism 53 wherefrom the engine 100 can draw the air for starting a new cycle.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

L'invention concerne un mécanisme d'amplification d'énergie au moyen d'un moteur à combustion interne (IC) conçu pour un cycle d'allumage par compression ou d'allumage par étincelle et idéalement utilisable avec un mécanisme de carburant à hydrogène auto-généré à boucle fermée. Le moteur comprend une première chambre à volume variable et une seconde chambre pré-pressurisée à volume variable qui sont séparées de manière fluidique entre elles par un moyen de séparation mobile et qui peuvent communiquer entre elles de manière temporaire au moyen d'un mouvement dudit moyen de séparation en raison d'une différence de pression instantanée entre les première et seconde chambres à volume variable.
PCT/IN2019/050534 2018-07-23 2019-07-22 Mécanisme d'amplification d'énergie WO2020021564A1 (fr)

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IN201831027562 2018-07-23

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2021254292A1 (fr) * 2020-06-15 2021-12-23 东莞宏大动力科技有限公司 Moteur à combustion interne du type à piston alternatif utilisant un environnement de combustion d'eau supercritique, et procédé de combustion associé

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2808973A1 (de) * 1978-03-02 1979-09-06 Daimler Benz Ag Antriebsverfahren fuer ueber brennkraftmaschine angetriebene kraftfahrzeuge und entsprechender kraftfahrzeugantrieb
WO2002044537A1 (fr) * 2000-11-29 2002-06-06 Cowans Kenneth W Moteur a rendement eleve avec taux de compression et charge variables (moteur vcrc)
US6578533B1 (en) * 2001-11-29 2003-06-17 The United States Of America As Represented By The Administrator Of The U.S. Environmental Protection Agency Controlled homogeneous-charge, compression-ignition engine
US20080053303A1 (en) * 2006-09-05 2008-03-06 Harry Bruce Crower Free piston pressure spike modulator for any internal combustion engine
US9458741B2 (en) 2011-04-19 2016-10-04 Chandan Kumar Seth Split cycle phase variable reciprocating piston spark ignition engine
US20170022883A1 (en) * 2015-07-22 2017-01-26 Peter Charles Cheeseman Mesh anchored combustion internal combustion engine

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2808973A1 (de) * 1978-03-02 1979-09-06 Daimler Benz Ag Antriebsverfahren fuer ueber brennkraftmaschine angetriebene kraftfahrzeuge und entsprechender kraftfahrzeugantrieb
WO2002044537A1 (fr) * 2000-11-29 2002-06-06 Cowans Kenneth W Moteur a rendement eleve avec taux de compression et charge variables (moteur vcrc)
US6578533B1 (en) * 2001-11-29 2003-06-17 The United States Of America As Represented By The Administrator Of The U.S. Environmental Protection Agency Controlled homogeneous-charge, compression-ignition engine
US20080053303A1 (en) * 2006-09-05 2008-03-06 Harry Bruce Crower Free piston pressure spike modulator for any internal combustion engine
US7588000B2 (en) 2006-09-05 2009-09-15 Harry Bruce Crower Free piston pressure spike modulator for any internal combustion engine
US9458741B2 (en) 2011-04-19 2016-10-04 Chandan Kumar Seth Split cycle phase variable reciprocating piston spark ignition engine
US20170022883A1 (en) * 2015-07-22 2017-01-26 Peter Charles Cheeseman Mesh anchored combustion internal combustion engine

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2021254292A1 (fr) * 2020-06-15 2021-12-23 东莞宏大动力科技有限公司 Moteur à combustion interne du type à piston alternatif utilisant un environnement de combustion d'eau supercritique, et procédé de combustion associé

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