WO2022108574A2

WO2022108574A2 - Multi cycle engine

Info

Publication number: WO2022108574A2
Application number: PCT/TR2021/051269
Authority: WO
Inventors: Nevzat ÇİFTÇİ
Original assignee: Ciftci Nevzat
Priority date: 2020-11-22
Filing date: 2021-11-22
Publication date: 2022-05-27
Also published as: TR2021018228A2; WO2022108574A3

Abstract

The present invention relates to an engine which has chambers separated by valves, has the ability to produce work with temperature changes and air movements and to the use of said engine also as a combustion chamber. In particular, the present invention relates to more work or energy gain by providing thermodynamic cycles applied with a plurality of engines in a single engine in the literature. The present invention also relates to the detection of thermodynamic sources that engines do not use and obtaining work from said sources. The present invention also relates to an engine that pumps the air obtained from the external environment by increasing the pressure through a series of processes. The present invention also relates to the use of said engine instead of the combustion chamber of conventional heat engines so as to produce mechanical work with the air it pumps to obtain higher pressure.

Description

MULTI CYCLE ENGINE

Field of the Invention

The present invention relates to an engine which has chambers separated by valves, has the ability to produce work with temperature changes and air movements and to the use of said engine also as a combustion chamber.

The present invention relates to engines that produce work from heat with thermodynamic cycles and to the combustion chamber of said engines.

In particular, the present invention relates to more work or energy gain by providing thermodynamic cycles applied with a plurality of engines in a single engine in the literature.

The present invention also relates to the detection of thermodynamic sources that engines do not use and obtaining work from said sources.

The present invention also relates to an engine that pumps the air obtained from the external environment by increasing the pressure through a series of processes.

The present invention also relates to the use of said engine instead of the combustion chamber of conventional heat engines so as to produce mechanical work with the air it pumps to obtain higher pressure.

State of the Art

The machines that provide work and obtain energy from state changes in the form of increasing the pressure or volume of the heated air by heating the gases and decreasing the pressure or volume of the cooled air are called engines. In other words, engines are machines that obtain work from the expansion formed by passing the heat energy flowing from hot to cold over gases in closed or open environments. Engines use different state changes that occur with the environment they form in their internal structures. These state changes are called thermodynamic cycles.

There are two state changes with the heating of the gases, temperature and expansion occurs if the environment is open, and temperature and pressure increase occurs if the environment is closed. These changes are computable values. Engines are machines that convert gases into work using the pressure increase and expansion. The resulting heat is evacuated. Motors are defined as thermodynamic machines, usually operating with 4 state changes, expressed in P-V diagrams in the literature. Said state changes are called compression (work-taking), warming (heat receiving), expansion (work-giving) and cooling (heat transfer).

Standard engines in the state of the art generally have the feature of making a single cycle with the heat they receive. The heat that occurs as a result of a single cycle and is not converted into work is evacuated without being used.

Heat engines are machines that produce work from heat. There are models with internal combustion and external heating. The classical engines produce work in a manner such that the air whose pressure increases or expands with heat, moves tools such as propellers or pistons. Combustion occurs in a completely closed environment (constant volume) or in the area where the air can expand (at constant pressure). However, the common feature of both of them is that they have a single combustion zone.

Heat engines produce mechanical work by moving tools such as propellers or pistons, using the increased pressure or expansion of the heated air. Some heat engines have the ability to propel the engine and its connected vehicles by reusing the exhaust gases. Jet engines can be given as an example of this type of engine.

There are also engines that pump air with only piston movement (free piston engine) in the literature. The operating principle of these engines is to pump the air and turn the turbine with the pumped air.

There is a similar application in some gas turbine engines and Stirling engines in the state of the art. Exhaust heat is reused in said engines. These types of engines reuse the heat of the processed and work-produced gases.

Objects of the Invention

The main object of the inventive multi-cycle engine is to obtain more work from heat. Mechanical losses and deficiencies should be eliminated or more work should be produced from the gas state changes so as to obtain more work from the heat in the engines in state of the art. It is necessary to increase the compression or to process the heat more than once so as to obtain more work in state changes. Increasing the compression in the current engine cycles is only possible by eliminating the mechanical deficiencies.

Another object of the invention is to develop a multi-cycle engine that provides both compression and additional heat cycles.

Another object of the invention is to develop a multi-cycle motor that provides more work or energy by putting the given heat into a plurality of cycles.

Another object of the invention is to provide some cooling in the multi-cycle engine with compressed inlet gases. Thus, since no heat is given to the outside, there is a net work gain.

Another object of the invention is to develop a multi-cycle engine, which gives work to the outside only once, although a plurality of thermodynamic cycles take place in said engine. Several sub-cycles are formed within the thermodynamic cycle of the inventive multi-cycle engine. That is to say, each sub-cycle uses the obtained energy for the compression process of the next sub-cycle, and the energy of the last cycle is given outside. The work given by compression is reversible, that is, it is reversible work without loss. Therefore, the energies used for compression are transferred to the output of the engine without loss. The inventive multi-cycle engine uses all these cycles.

The cycle steps in conventional engines in the state of the art are as follows. It compresses air once in a cycle, heats the same, produces work, cools the same. However, said cycle steps of compression, heating, producing work and cooling processes are performed more than once in a cycle in the inventive multi-cycle engine. Thus, it can give gas at higher pressure to the external environment.

Another object of the inventive multi-cycle engine is to compress the fresh air directly with its own exhaust gases so as to reduce the mechanical tool load and amount, and to increase the compression amount and efficiency.

The task of the inventive multi-cycle engine is to push, compress and pump air or gases. The object is to use it as a reactive engine or to use it instead of the combustion chamber of any outboard engine as such. In such usage, the inventive engine can serve as an internal engine inside said outboard engine.

The efficiency to be obtained in several cycles is obtained in one cycle by means of the inventive multi-cycle engine. Cooling can be performed without loss or with less loss between the cycles so as to prevent excessive heat since there is a plurality of heating and cooling processes in the inventive multi-cycle engine.

The heat recovery process is achieved by heating the compressed gases with the waste heat of the exhaust gases in some internal combustion engines in the state of the art. However, the inventive multi-cycle engine reuses the heat of high pressure and high thermal conductivity gases without exporting the produced work yet. It can achieve more efficiency by saving weight, volume, space and time.

The inventive multi-cycle motor converts heat into pressure thus, the heat load on the elements such as piston, cylinder or turbine operating with exhaust gases is reduced.

The gases to be heated are compressed by the increasing pressure of the heated air in the inventive multi-cycle engine. Thus, the compression task on mechanical devices such as compressors and pistons is reduced.

Heat is given once in the inventive multi-cycle engine, then additional cycles take place by means of the internal engine heat exchanges and pressure waves, as well as recompression and heating steps. These heat exchanges are different from conventional external combustion engines. That is to say, air or gas enters the heating or cooling zone rapidly and producing work, and then heat transfer occurs in the inventive multi-cycle engine. Therefore, the inventive multi-cycle motor has a simpler and more compact structure.

The inventive multi-cycle engine is different from the Stirling engines in the state of the art, while the pressure is increased on the heated side; the pressure is reduced on the cooling side. Thus, it provides serious mechanical and efficiency advantages.

The inventive multi-cycle engine includes a unit that compresses its own exhaust gases and its own intake gases. This method is more efficient because it does not involve mechanical work transfer. The combustion heat is higher than the heat of the gases that produced work. For this reason, the exhaust gases can be mixed optionally with fresh gases, thereby reducing the temperature. Figures Clarifying the Invention

Various versions of the inventive multi-cycle engine are mounted on outboard engines and the operation diagrams of some of them are shown in the figures.

Figure 1 is the mounted view of a gas turbine engine (GT), version M01 according to the inventive multi-cycle engine instead of the combustion chamber.

Figure 2 is the operating diagram of the motor shown in Figure 1 .

Figure 3 is the mounted view of a gas turbine engine (GT), version M02 according to the inventive multi-cycle engine instead of the combustion chamber.

Figure 4 is the operating diagram of the motor shown in Figure 3.

Figure 5 is the mounted view of a piston engine (50), version M02 according to the inventive multi-cycle engine instead of the combustion chamber.

Figure 6 is the operating diagram of the motor shown in Figure 5.

Figure 7 is the mounted view of a gas turbine engine (GT), version M02 according to the inventive multi-cycle engine instead of the combustion chamber.

Figure 8 is the operating diagram of the motor shown in Figure 7.

Figure 9 is the mounted view of a piston engine (50), version M03 according to the inventive multi-cycle engine instead of the combustion chamber.

Figure 10 is the operating diagram of the motor shown in Figure 9.

Figure 11 is the mounted view of a gas turbine engine (GT), version M04 according to the inventive multi-cycle engine instead of the combustion chamber.

Figure 12 is the mounted view of a piston engine (50), version M05 according to the inventive multi-cycle engine instead of the combustion chamber.

Figure 13 is the mounted view of a piston engine (50), version M02 according to the inventive multi-cycle engine instead of the combustion chamber.

Figure 14 shows all units with different patterns on the engine in Figure 11 .

Figure 15 shows a heat pump operating with an electric motor made with the Brayton cycle in the state of the art. Figure 16 shows a heat pump that is made the cooling unit (U3) is shown in a turbine system operating with an electric motor.

Figure 17 shows a heat pump that is made the cooling unit (U3) is shown in piston system. The engine powered by the crank is not shown in this figure.

Reference Numbers:

09. Compression chamber

10. External combustion chamber

11 . Internal combustion chamber

12. Fresh air pipe

13. Intermediate exhaust pipe

16. Heating chamber

17. Expansion zone

20. Valve

21 . Check valve

31. Spark Plug or Injector

50. Piston Engine

55. Air deposit

70. Displacer

EM. Electric motor

GT. Gas Turbine Engine

T. Turbine

K. Compressor s1 . Cooling pipe s1 a. First part of the cooling pipe s1 b. Second part of the cooling pipe sic. Third part of the cooling pipe s2. Heating pipe s3. External cooler s10. Heat exchanger in conventional air conditioner s11 . External cooler in conventional air conditioner

R10. Radiator receiving heat from the external environment

• R01. Closed system heat pump made with the Brayton cycle

• R02. Closed system heat pump made with the cooling pipe

• R03. Open system heat pump made with the cooling pipe

Units and parts in the engine:

U1. First heating unit (areas shaded by vertical lines in figures): Combustion chamber (16), fresh air pipe (12), intermediate exhaust pipe (13)

U2. Second heating unit (areas shaded by diagonal stripes in figures): Heating chamber (16) positioned to receive heat from the combustion chamber (16) and/or the intermediate exhaust pipe (13)

U3. cooling unit (areas shaded with checkered lines in the figures): cooling pipe (s1), heating pipe (s2).

U4. compression unit (areas shaded by the horizontal lines in the figures): a compression chamber (09) connected to the expansion zone (17), the compressor (K) and the cooling unit (U3) by valves (20)

Some parts of these units are used in common. Thus, common areas reduce the amount of equipment. Examples with one or more of these units together will be shown on various engines.

M01. Model with first heating unit (U1 )

M02. Model with first heating unit (U1 ) and second heating unit (U2). • M03.Model with first heating unit (U1), second heating unit (U2) and compression unit (U3)

• M04. Model with first heating unit (U1 ), second heating unit (U2) and compression unit (U4) cooling unit (U3)

• M05. The first heating unit (U1 ) is the model containing the second heating unit (U2) and the compression unit (U4) cooling unit (U3) and the combustion chamber (10) is external combustion type.

• RO1. A cooler made with a cooling unit

• Hollow arrows. It indicates the fresh cold air before the combustion chamber (10,11).

• Filled arrows. It indicates the heated air in the combustion chamber (10,11) and after.

• Notched arrows show the direction of heat (Fig. 15, fig. 16, fig. 17)

• Horizontal dashed lines. It shows the regions where the fresh air is heated, it shows the time of heating in the diagrams.

• Vertical dashed lines. The diagrams show the area where the compressed exhaust gases are heated in the heating chamber at the heating time.

• Expansion zone (17): is the area between the heating chamber (16) and the turbine (T) if the inventive engine is a turbine engine, it is the cylinder cavity at the expansion time if the inventive motor is a piston motor.

• Compressor output; cylinder cavity that occurs at compression time in piston engines is compressor output.

• Reciprocal engines are engines that operate with fluctuating pressure changes. Turbine engines are engines that operate with constant pressure. However, turbine engines can also be equipped with a variable pressure engine feature by using valves that open and close Thus, the combustion chamber (10, 11) can be used in turbine engines operating with fluctuating pressure, by means of compression and expansion with the help of the fluctuating pressure, by opening and closing its valves, as in operating piston engines. • Air deposit (55): the volume of the section behind the piston increases and decreases with the movement of the piston in two-stroke engines. Air is taken from the external environment and transmitted to the cylinder cavity with this changing volume. Air exchanges in the cylinder cavity suck and expel air in the air deposit (55) in the designs here. Therefore, the air coming from the external environment only enters and exits the air deposit. Therefore, the lubrication area is protected from the external environment. Thus, for example, the need to add oil to the gasoline in two-stroke engines is reduced or eliminated.

Detailed Description of the Invention

Conventional engines have a flat combustion chamber (10, 11 ). 4 units are contained or added to said engine so as to obtain compression from the combustion system in the inventive multi-cycle engines. The sections in said units reduce the compressor load or act as additional compression by heating and cooling the gases. Each unit becomes more powerful by means of the other unit in said system. Each unit multiplies the current load by performing a proportional compression function on the total power of the prior system. If all said additional units are partially or completely lost and only the combustion chamber (10, 11 ) remains, the engine operates without losing its function. Because all said units are additional members to the existing combustion chamber (10, 11).

When some of the units in the multi-cycle engine of the invention are connected sequentially, the valves that should be between some units can be partially or completely removed.

There is a cooled compression method used in the configuration of the inventive cooling unit (U3), which has an important role in the operating principle of the multi-cycle engine.

Cooled compression method used in the inventive multi-cycle engine: there is a cooling unit (U3) consisting of two sections divided by check valves through which the compressed gases pass. The first part of the first section (the first part of the cooling pipe (s1a)) and the second chamber (heating pipe (s2)) are capable of heat exchange and the second part of the first section (the second part of the cooling pipe (s1b)) is capable of giving heat to the external environment with an external cooler (s3). This unit is repeatable. This cooled compression method is suitable for use with compressors and air conditioners. Displacer (70) has several examples in Stirling engines. It displaces the air and ensures that heating and cooling take place after the air enters the room with the help of its use in the combustion chamber (10, 11 ). It can also be positioned in the heating chamber (16). In Figure 13, a blade displacer (70) is put in place. The air entering the combustion chamber (10, 11) directly hits it and then cools down by contacting the cool regions.

Valves (20) are instruments that regulate the opening and closing times and the operating phases of the engine. Piston localization, time or pressure controlled opening and closing can be adjusted. Valves can be of various types and features. The opening and closing times of the valves (20) are also an important factor in the efficiency of the inventive multi-cycle engine. It requires special calculation for each version. Valves such as solenoid valves, mechanically controlled valves, electronically controlled valves, Tesla-valve etc. can be used. Providing rapid flow of air without turbulence by means of the valves (20) also significantly affects the efficiency of the inventive multi-cycle engine.

Check valves (21) are devices that ensure the flow to be unidirectional. Each tool requires a unique structure. Some of the check valves (21 ) can be configured as valves (20) in the inventive multi-cycle engine.

A brief overview of the inventive units

The first heating unit (U1): is the unit consisting of the combustion chamber (10/11), the fresh air pipe (12) and the intermediate exhaust pipe (13). It is located between the cooling unit (U3) and the second heating unit (U2). The intermediate exhaust pipe (13) and or the combustion chamber (10, 11) is exothermic, the fresh air pipe (12) is made in the form of a heat exchanger which is a heat sink. Besides, some of the heat emitters here are configured to give heat to the heating chamber.

Second heating unit (U2) is a closed heating chamber (16) which is connected to the expansion zone (17) of the exhaust pipe (13) by valves (20), it is configured to receive heat from a part of the combustion chamber (11) or the intermediate exhaust pipe (13).

Cooling unit (U3) is a unit that transfers the gases it receives from the compression unit (U4) to the first heating unit (U1), it consists of a cooling pipe (S1) and a heating pipe (S2), separated by a valve and through which air passes. It reduces the compression load. Compression unit (U4) is the unit that compresses the gases taken from the compressor (K) and transfers them to the cooling unit (U3). There is a compression chamber (09) that exchanges air in said compression unit (u4) , said compression chamber (09) is connected to the expansion zone (17), compressor (K) outlet and cooling unit (U3) with a valve (09).

The system in order of air flow is as follows: compressor (K), compression unit (U4), cooling unit (U3), first heating unit (U1 ), second heating unit (U2), turbine (T). The compression unit (U4) and the cooling unit (U3) can change place. Some of these units can be made incomplete without disrupting the order.

There are valves (20) between the units, the inventive multi-cycle engine can operate without placing valves between the sections that are both heated or both cooled.

First Heating Unit (U1)

It contains the internal or external combustion chamber (10/11), which is the basic part of the engines and where the heat is given to the engine. The combustion chamber (10, 11 ) is positioned in such a way that it takes air from the fresh air pipe (12) and transfers it to the intermediate exhaust pipe (13).

When the combustion chamber is internal combustion, its walls are made in connection with the fresh air pipe (12) or the heating chamber (16) as a heat emitter.

Combustion chamber (10 /11): Heat can be provided by internal combustion or external heating in the inventive multi-cycle engine. Thus, the combustion chamber can be designed as an internal combustion chamber (11) or an external combustion chamber (10). The internal combustion chamber (11 ) can also have the properties of an external combustion chamber. That is to say, the combustion can be extremely hot and the walls of the internal combustion chamber (11 ) become overheated during internal combustion since the burnt gases heat the fresh gases. The air entering the combustion chamber (11) without giving fuel can be heated by the wall temperature of the internal combustion chamber (11) in some cycles of the inventive engine. The internal combustion chamber (11) may also contain elements such as spark plugs or injectors (31). Fuel required for heating can be transmitted directly to the combustion chamber (11) with the injector (31) or from anywhere from the engine inlet.

External combustion chamber (10) can be heated by means of any energy source Solar, coal, geothermal energy etc.

At least one of the internal combustion chamber (11 ) and the intermediate exhaust pipe (13) is designed in connection with the fresh air pipe (12) or the heating chamber (16) as a heat emitter.

There is a check valve (21) at the inlet of the combustion chamber (10, 11 ), on the other hand, a valve (20) can be placed at the outlet so as to operate in slow burning or external heating conditions. Therefore, a pressure wave is created. The combustion chamber (10, 11) is designed with inclined structures that do not decelerate gases and do not produce turbulence.

Fresh air pipe (12) is the section that heats and transfers the fresh air coming from the external environment into the combustion chamber (10, 11). Fresh air pipe (12) is designed to transfer heat with the combustion chamber (11) and or the intermediate exhaust pipe (12). The fresh air pipe (12) takes the air from the cooling unit (U3) or compression chamber (09), if any, otherwise from the external environment. There is a valve or check valve (20, 21 ) at the inlet of said fresh air pipe (12). Thus, the heated air expands towards the combustion chamber (10, 11). If the fresh air pipe (12) is in direct connection with the heating pipe (s2), the check valve (20) located at the entrance of the heating pipe (s2) is sufficient without the need for an extra check valve (20).

Intermediate exhaust pipe (13) is the pipe between the combustion chamber (10, 11) and the heating chamber (16) or the expansion zone (17). In cases where combustion is slow, it can be made more effective by placing a valve (20) between the same and the combustion chamber (10, 11). The intermediate exhaust pipe (13) is configured to heat the fresh air pipe (12) and or the heating chamber (16).

Operation of the intermediate exhaust pipe (13): The gases from the combustion process in the intermediate exhaust pipe (13), pump the exhaust gases from the previous cycle into the heating chamber (16) or the expansion zone (17), then it also heats the fresh air pipe (12) and the heating chamber (09), if any, with the heat of the gases it contains. Operation of the first heating unit:

The M01 engine with only the first heating unit is shown in figure 1. The operating phases of the combustion chamber (10/11 ), the fresh air pipe (12) and the intermediate exhaust pipe (13) are shown in Figure 2. The combustion chamber (10, 11 ) and the heating unit (U1) are the basic parts required for the operation of other parts as an engine. It is different from the classical combustion chambers with its internal heat transfer.

Engines produce work by the expansion of burnt gases. Cooling gases mean gases whose pressure is reduced and which lost their work ability. The gases are first heated and work is taken in the combustion chamber (10, 11) or the intermediate exhaust pipe (13) to which it is clearly connected in the inventive heat recovery engine, then their heat is cooled by using the same for the next work. The opportunity to produce work must also be provided when heated so as to provide work. Therefore, the combustion chamber (10, 11) first heats the gases therein, and by expanding the same, it first pumps the old gases in the exhaust pipe (13) and then cools the same.

This process is performed in three ways.

A- Combustion occurs suddenly in the form of explosion in the combustion chamber (10), burnt gases escape the combustion chamber (11) and pumps the gases in the intermediate exhaust pipe (13), before it cools down, then it starts to cool.

B- There is a valve (20) at the outlet of the combustion chamber (11), when it is opened, the escaping gases pump the gases in the intermediate exhaust pipe (13) towards the external environment. Then it starts to cool.

C- Gases still enter the combustion chamber in pieces, but the combustion process is much slower. In this case, although not as much as choice A and B, it is still effective. During combustion, while the gases cool down and the pressure in the combustion chamber (11) decreases, the gases in the fresh air pipe (12) heat up and expand towards the combustion chamber (11).

Operating phases of the first heating unit (U1 ) shown in Figure 2:

In A: heat flows from the combustion chamber (11) and the intermediate exhaust pipe (13) to the fresh air pipe (12). The heat exchange zone is shown with horizontal dashed lines. In B: combustion process of gases has started in the combustion chamber (10, 11). At the same time, the valve of the expansion zone (17) is opened. Thus, the burnt gases flow and operate the turbine.

In C: expansion continues while all valves (20) are open. At the back of the flowing air, the air pressure is further reduced. The compressor (K) supplies the fresh air pipe (12) with fresh air.

In D: only the valve (20) located at the inlet of the combustion chamber (11 ) is open, other valves (20) are closed. The intermediate exhaust pipe (12) heats the gases contained in the fresh air pipe (12). The expanding gases of the fresh air pipe (12) enter the combustion chamber (11).

Second heating unit (U2)

In addition to the first heating unit (U1), it houses a heating chamber (16). Said heating chamber takes air from the exhaust pipe (13) and heats it and transfers it to the expansion zone (17). Air flow is controlled by a check valve or valve (20, 21 ) at its inlet and by a valve (20) at its outlet. The walls of the heating chamber (16) are configured to receive heat from the combustion chamber (10, 11) or the intermediate exhaust pipe (13). It serves for heating the cooled gases from the intermediate exhaust pipe (13) in a closed environment and transfer them to the expansion zone (17).

The heating chamber (16) is the space between the intermediate exhaust pipe (13) and the external environment or the expansion zone (17), it heats the gases pumped therein, and is a closed environment with valves (20) at its inlet and outlet. It is made in connection with the combustion chamber (11) and or the intermediate exhaust pipe (13) so as to receive heat. The gases that enter it quickly heat up after entering with the basic principle of the engine. However, a displacer (70) can be added to delay heating.

The intermediate exhaust pipe (13) and the heating pipe (s2) together use the cooled compression method as in the cooling unit (U3). However, no heat is given to the outside and there is no heat loss because the second cooling is performed with the gases in the fresh air pipe (12). If required, a part of the intermediate exhaust pipe (13) can be configured to give heat to the outside. In this case, the energy loss is very little as in the cooling unit (U3) and it reduces the heat going to the piston. As a consequence, it ensures that the exhaust gases come out colder. The cavity of the combustion chamber is a kind of dead space in conventional combustion chambers. The dead space in the combustion chamber (10, 11 ) is also used in the inventive multi-cycle engine. In this way, there is no loss of work or provides heat with little loss although the last part of the intermediate exhaust pipe (13) is made to give heat to the external environment.

The operating phases of the first heating unit (U1) and the second heating unit (U2) shown in Figure 4:

In A: heat flows from the combustion chamber (11) and the intermediate exhaust pipe (13) to the fresh air pipe (12) and the heating chamber (16). The horizontal dashed lines indicate the heating of the fresh air pipe (12), and the vertical dashed lines indicate the regions where the heating chamber (16) is heated.

In B: the outlet valve (20) of the heating chamber (16) is opened first, followed by the inlet valve (20). The gases thus move towards the expansion zone (17) and operate the turbine. The combustion process has started and the intermediate exhaust pipe (13) gases are pushed into the heating chamber (16) in the combustion chamber (11).

In C: the compressor (K) feeds the system with fresh gases and directs the incoming gases to the fresh air pipe (12) with negative pressure in the opposite direction of the air flow, the gases in the fresh air pipe (12) also move towards the combustion chamber (11 ).

In D: both the inlet and outlet valves (20) of the heating chamber (16) are closed. Heat flows from the combustion chamber (11) and the intermediate exhaust pipe (12) to the fresh air pipe (12) and the heating chamber (16). The gases in the fresh air pipe (12) expand and enter the combustion chamber (11) by means of said heat transfer

Cooling Unit (U3):

It is a unit that transfers the gases it receives from the compression unit (U4) to the first heating unit (U1 ), it comprises the cooling pipe (s1) and the heating pipe (s2), separated by the valve (20) and through which the air passes. It reduces the compressor load by heat exchange and cooling therein. The heat of combustion decreases as the heat given out.

The cooling unit (U3) is connected to the compressor (K) output in the absence of the compression unit (U4). The structure of the unit: the first section of the cooling pipe (s1a) and the heating pipe (s2) are made in the form of a heat exchanger. The second part of the cooling pipe (s1b) is made in the form of a radiator that gives heat to the external cooler (s3), that is, to the external environment.

There is no need to have a valve (20) between the heating pipe (s2) and the fresh air pipe (12), since they are both pipes receiving heat.

Its operation: when air is pumped into the first part of the cooling pipe (s1 a), the gases contained in said area are directed to the second part of the cooling pipe (s1 b), the gases in the second part of the cooling pipe (s1 b) are also directed towards the heating pipe (s2). Then, heat exchange takes place between the first part of the cooling pipe (s1 a) and the heating pipe (s2) and between the second part of the cooling pipe (s1b) and the external environment. As a result, the gases in the cooling pipe (s1) cool down, and the gases in the heating pipe (s2) heat up.

The heat given off in this process is in the second part of the cooling section (s1b). On the contrary, the compressor (K) compressed the gases to be heated later while they were cold. Therefore, the cooling performed here is a cooling process without loss of work.

If we exemplify the operation of this unit with the compression of the air by a piston;

As soon as the piston compresses the air, the heat rises to 350 degrees C and pumps it into the first part of the cooling pipe (s1 a), the air in said zone is directed to the second part of the cooling pipe (s1 b), and the air in the second part of the cooling pipe (s1b) is directed to the heating pipe (s2). The cooled gases are pushed into the heating pipe (s2). After this process, heat exchanges begin. While the air in the first part of the cooling pipe (s1 a) reduces from 3500 to 1200, the heating part (s2) heats for example up to 280 degrees. We can calculate from here that the temperature of the air going to the second part of the cooling pipe (s1 b) is 120 degrees, and this air drops for example to 70 degrees by means of the external cooler (s3).

Cooled compression unit and method can be used in all compression systems where hot air is compressed and it is a compression without loss of work. Thus, a piston system that only gives air to the cooling unit and receives air from the same pumps cold air outside and can be used as a cooling device. Air changes are very fast in propeller systems and heat exchange is slow. Sufficient time is provided for heat transfer if parallel cooling devices are activated sequentially in systems with turbines and compressors made with a propeller.

Compressor heat pumps are devices that operate against motors. A heating unit is a device that represents half of a heat pump. This device contributes to compression in engines like an engine while giving heat to the external environment.

It is known that two-stage intercooling compression in air compressors reduces the hardware load and intercooled compressors are produced. However, this is a process containing work loss. The gases in the cooling pipe (s1) are cooled until the next cycle and their pressure is reduced in the cooling unit (U3) located in the inventive multi-cycle engine. And cooled gases are pushed into the heating tube (s2). The gases in the heating pipe (s2) expand by heating until the next cycle and some of them are pumped into a compressed air tank.

Said cooling unit (U3) can also be used alone. In such a case, it contains a cooling cycle and acts like a heat pump. The temperature of the exhaust gases decreases as much as the heat it gives to the outside. The amount of heat given off is less. The cooled compression is increased and more heat is given to the external environment with the sequential repetition of the cooling unit (U3),

The cycle of conventional heat pumps is briefly as follows: The air is compressed, its heat is removed, the work energy (PV energy in PV diagrams) is taken to be used in compression during the expansion phase, the expanding gases are cooled.

The cooling unit (U3) acts as an energy-saving device for all compressors (K). Said cooling unit (U3) saves energy since it is used in vapor compressing systems such as air conditioning compressors and other compressors, apart from the inventive engines.

A conventional closed-circuit heat pump (R01 ) in the state of the art is shown in Figure 15. This heat pump is operated by means of an electric motor. The devices in the system in order of air flow are as follows; the compressor, the external cooler (s11), a channel of a heat exchanger (s10), a turbine (T), a radiator (R10) that takes heat from the outside environment, another channel of the heat exchanger (s10) and the compressor. The gases that are compressed and heated in the compressor (K) are first cooled by an external cooler (s11) and then in the heat exchanger (s10) and then enter the turbine in this system. The gases that expand and cool down in the turbine cool the external environment by means of the radiator (R10) and cool the gases coming to the turbine (T) by means of the heat exchanger (s10).

Opening and closing of the valve in front of the turbine among the valves in this system at certain intervals, designing the other two valves as check valves is sufficient for the operation of the tool.

A closed-circuit heat pump (R02) made with a cooling unit (U3) is shown in Figure 16. The gases coming out of the compressor (K) are subjected to three cooling processes in the cooling pipe (s1 ) in said heat pump. Then it is subjected to heating in the heating pipe(s2). Therefore, the gases going to the turbine (T) are partially heated. In case the turbine (T) outlet gases are required to be cooler, a second cooling unit (U3) should be placed. Or it will be sufficient to add the first half of the second cooling unit (U3), that is, a cooling pipe (s1 ).

An open circuit heat pump (R03) made with a cooling unit (u3) is shown in Figure 17. The radiator and heat exchanger in the closed circuit heat pump are not contained in this heat pump. All other properties are the same. Again, compressor (k) and turbine (t) are operated with an engine (EM).

A heat pump can be produced with a piston system instead of the compressor and turbine elements in Figure 16 and Figure 17. That is, two piston systems can also be used. One of them performs compression while the other one performs expansion process.

Figure 18 shows a closed circuit heat pump (R02) using a single piston and cooling unit. The compression and expansion time of the piston gains functionality instead of the compressor and turbine in the operating logic of the turbine system the compression and expansion time of the piston gains functionality on the other hand, all properties are the same.

The condensing unit can be designed as said cooling unit (u3) in the current air conditioning systems. Such a situation allows air conditioners to operate more efficiently.

Compression Unit (U4):

The inventive compression unit (U4) is a section that operates with valves (20) for engines and pumps the burnt gases in the expansion zone (17) and the gases from the compressor (K) into the cooling unit (U3). This unit has a compression chamber (09) that exchanges air, said compression chamber (09) is connected to the expansion zone (17), compressor (K) outlet and cooling unit (U3) with a valve (20). In cases where there is no cooling unit (U3), it is connected to the fresh air pipe (12) of the first heating unit (U1 ).

The task of the cooling pipe (s1) is to pump the air taken from the compressor (K) to the cooling unit (s1) or to the first heating unit (U1) by opening and closing the valves (20).

Operation of the compression unit (U4) is as follows; the valve (20) between the expansion zone (17) and the compression chamber (09) opens at the expansion time, it pumps the fresh gases from the expanding exhaust gases compression chamber (09) to the cooling unit (U3), If the pressure drops, the fresh gases from the compressor (K) pump the exhaust gases back to the expansion zone (17). Then the valve (20) of the expansion zone (17) is closed and the compressor (K) remains closed with the fresh gases therein until the next cycle.

Another valve (20) provides the connection with the cooling pipe (s1) or with the fresh air pipe (12) in models that do not contain a cooling pipe (s1 ).

Operating phases of the compression unit in Figure 8:

In A and B: there is fresh air in the compression chamber (09).

In C: the gases from the expansion zone (17) push the gases from the compression chamber (09) into the fresh air pipe (12).

In D: the compressor (K) gases are directed towards the compression chamber (09) due to the pressure drop and push the gases in the compression chamber (09) back to the expansion zone (17).

Operating phases of the compression unit in Figure 10:

In A: fresh air enters instead of the exhaust gases in the combustion chamber (09) and the cylinder cavity.

In B: the piston pushes the gases in the cylinder cavity into the compression chamber (09).

In C and D: the compression chamber (09) is compressed with fresh gases.

In E: the valve between the cylinder cavity and the compression chamber (09) opens and the expanding gases push the gases from the compression chamber (09) into the fresh air pipe (12); In F: the compression chamber (09) and the cylinder gases expand together.

Basic structure and operation of the invention:

The main property that distinguishes the inventive multi-cycle engine from conventional engines is that it obtains a plurality of works from heat by performing multiple heating and cooling processes in a plurality of environments inside the engine. There is no heat exchange with the external environment, except for the cooling system in this system. Thus, each operation adds power to the engine without loss.

A technically new compression method is used for innovations here. A much simpler structure is used for new cycles in the engine than traditional engine systems with the help of this method. Compression is loaded onto the existing engine system to generate work by means of this method.

Cooled compression method used in the inventive cooling unit (U3): There is a valve (20) at the inlet and outlet of the cooling unit (U3) for the performance of this process. Besides, it has two cavities with a valve (20) in between. The first space is the cooling pipe (s1), the second space is the heating pipe (s2). The first part of the first pipe (the first part of the cooling pipe (s1a)) and the heating pipe (s1) are capable of changing the heat, and the second part of the cooling pipe (s1 b) is capable of giving heat to the outside environment. This unit is repeatable. This method is suitable for use with compressors and air conditioners.

The heat exchanges in the engine are between burnt gases and unburned gases, between burnt gases and cooled exhaust gases, then between unburned gases, then between cooled exhaust gases and hot exhaust gases. These heat changes are processes that take place in a closed environment, that is, without giving heat to the outside.

The task of the inventive multi-cycle engine is to pump air. It can be located in the place of the combustion chamber of existing engines so as to achieve mechanical work. So, it is an engine that takes compressed air from the outboard engine and returns the same by increasing its pressure. Thus, the external environment of this engine can be the atmosphere as well as the combustion chamber of any engine.

The inventive multi-cycle engine is connected to a gas turbine engine in such a way that it takes gas from the compressor (K) and pumps it to the turbine (T). Or it is connected to take the air compressed by the piston or give it back to the piston. The inventive multicycle engine operates by connecting the combustion cavity on a reciprocating cylinder, taking gas at the compression time and pumping the same at the beginning of the operation time. So that, the invention takes ready pressurized gas from the outboard motor and increases its pressure and gives the same to the outboard motor. Compressed gases are converted to work by means of the outboard engine.

Claims

CLAIMS ) The invention is a multi-cycle engine or a multi-stage combustion system for engines in which each unit increases the pressure of the gases proportionally by reusing heat, characterized in that; it comprises at least one of the following sections; first heating unit (U1 ) having combustion chamber and a second heating, second heating unit (U2) being a second cycle for engines, cooling unit (U3) making energy saving for engines and compression unit (U4) compressing the air with gases. ) A first heating unit (U1 ) in which a fresh air pipe (12) receives heat from a combustion chamber (11 , 12) or from an intermediate exhaust pipe (13) in engines, characterized in that; its combustion chamber (10,11 ) or intermediate exhaust pipe (13) are positioned with the fresh air pipe (12) as a heat exchanger. ) A second heating unit (U2) for engines having a heating chamber (16) that receives the air and heat coming from the first heating unit (U1 ) and pushes them to the expansion zone, characterized in that; its heating chamber (16) is configured as heat exchanger with the combustion chamber (10, 11 ) or the intermediate exhaust pipe (13) of the first heating unit (U1 ), and it is connected to the first heating unit (U1 ) by valve and to the expansion zone (17) by valve.) A cooling unit (U3) providing a compression advantage for engines and compressors by cooling, characterized in that; the first part of the cooling pipe (s1 a) and the heating pipe (s2) are configured as a heat exchanger, the second part of the cooling pipe (s1 b) is configured to give heat to the external cooler (s3), it consists of a cooling pipe (s1 ), a heating pipe (s2) and an external cooler (s3), which have a valve (20) at the inlet and outlet and are connected to each other by the valve (20). ) A compression unit (U4) for engines having a compression chamber (09) connected by valves to the compressor (K), the first heating unit (U1 ) or cooling unit (U3) and the expansion zone (17), characterized in that; when the pressure of the expansion zone (17) is high, the connected valve (20) opens, the gases enter from it and push the air of compression chamber (09) to the cooling unit (U3), when the pressure of the expansion zone (17) decreases, the compressor (K) gases enter into compression chamber (09) and push the gases there to the expansion zone (17). ) A cooling compression process in a cooling unit that contributes to the compression of the inventive engines and compressors (K), characterized in that; it comprises the following process steps;

- gases pumped to the cooling unit (U3) pushing the gases in the first part of the cooling pipe (s1a) to the second part of the cooling pipe (s1 b),

- pushing the gases in the second part of the cooling pipe (s1 b) to the heating pipe (s2),

- pushing the gases in the heating pipe (s2) to the next unit;

• heat exchange between the gases in the first part of the cooling pipe (s1a) and the gases in the heating pipe (s2) at the second time and giving heat to the external environment of the gases in the second part of the cooling pipe (s1 b). ) A compression process with combustion in the first heating unit (u1) used for the inventive multi-cycle engines, characterized in that; it comprises the following process steps;

- gases pumped from the previous section pushing the gases in the fresh air pipe (12) into the combustion chamber (10, 11),

Pushing the gases in said combustion chamber (10, 11 ) to the intermediate exhaust pipe (13), and the gases in the intermediate exhaust pipe to the next unit,

- giving internal or external heat to the gases in the combustion chamber (10, 11 ),

- expansion of the gases heated in the combustion chamber (10, 11 ) towards the intermediate exhaust pipe (13) and the compression of the gases in the intermediate exhaust pipe (13) into the next section;

- cooling of the gases in the combustion chamber (10, 11 ) and the intermediate exhaust pipe (13) by heating the gases in the fresh air pipe (12);

- giving heat to the external environment with the gases in the fresh air pipe (12), if necessary; - expansion of gases in the fresh air pipe (12) towards the combustion chamber (10, 11 ) with the decrease in the pressure of the gases in the combustion chamber (10, 11 ) and the intermediate exhaust pipe (13) by heating of the gases in the fresh air pipe (12) and the increase in pressure,

- compressing the gases in said combustion chamber (10, 11 ) towards the intermediate exhaust pipe (13). ) A compression process with combustion in the second heating unit (U2) used for the inventive multi-cycle engines, characterized in that; it comprises the following process steps;

- compressing the cooled exhaust gases in the intermediate exhaust pipe (13) towards the heating chamber (16) of the gases that expand with the effect of the combustion process taking place in the combustion chamber (10, 11 );

- heating the gases in the heating chamber (16) of the gases in the combustion chamber (10, 11 ) and the intermediate exhaust pipe (13);

- expansion of gases that are heated and pressure increased in the heating chamber (16) With the opening of the outlet valve (20) of said heating chamber (16), and as a result, starting the turbine or pushing the piston, if any. ) A compression process in the compression unit (U4) used for the inventive multicycle engines, characterized in that; it comprises the following steps;

- pushing the gases from the expansion zone (17) to the next unit in the compression chamber (09),

- pushing the gases in the compression chamber (09) back to the expansion zone by the gases entering the compression chamber (09) from the compressor (K) during the pressure drop of the expansion zone (17),

- closing the valve between the expansion zone (17) and the compression chamber (09) and waiting until the next cycle.