U.S. patent application number 11/843613 was filed with the patent office on 2008-02-14 for steam enhanced double piston cycle engine.
Invention is credited to Benjamin H. TOUR, Oded Tour.
Application Number | 20080034755 11/843613 |
Document ID | / |
Family ID | 37766231 |
Filed Date | 2008-02-14 |
United States Patent
Application |
20080034755 |
Kind Code |
A1 |
TOUR; Benjamin H. ; et
al. |
February 14, 2008 |
STEAM ENHANCED DOUBLE PISTON CYCLE ENGINE
Abstract
A steam enhanced dual piston cycle engine utilizes a unique dual
piston apparatus that includes: a first cylinder housing a first
piston therein, wherein the first piston performs only intake and
compression strokes; a second cylinder housing an inner power
piston that forms an inner internal chamber of the second cylinder,
and either a ring-shaped outer power piston surrounding the inner
power piston, wherein the outer power piston forms an outer
internal chamber of the second cylinder and is configured to
convert engine heat into additional work, and/or an outer boiler
which is configured to produce steam to be converted into
additional work.
Inventors: |
TOUR; Benjamin H.; (San
Diego, CA) ; Tour; Oded; (San Diego, CA) |
Correspondence
Address: |
MORRISON & FOERSTER LLP
12531 HIGH BLUFF DRIVE
SUITE 100
SAN DIEGO
CA
92130-2040
US
|
Family ID: |
37766231 |
Appl. No.: |
11/843613 |
Filed: |
August 22, 2007 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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11406160 |
Apr 18, 2006 |
7273023 |
|
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11843613 |
Aug 22, 2007 |
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11371827 |
Mar 9, 2006 |
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11406160 |
Apr 18, 2006 |
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60661195 |
Mar 11, 2005 |
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60672421 |
Apr 18, 2005 |
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Current U.S.
Class: |
60/620 ;
123/51AA |
Current CPC
Class: |
F02B 41/06 20130101;
F01B 7/14 20130101; F02B 25/10 20130101; Y02T 10/12 20130101; F02B
75/282 20130101; F02G 5/02 20130101; Y02T 10/166 20130101 |
Class at
Publication: |
060/620 ;
123/051.0AA |
International
Class: |
F02B 25/08 20060101
F02B025/08; F02B 75/28 20060101 F02B075/28; F02G 3/00 20060101
F02G003/00 |
Claims
1. A dual piston apparatus for use in a combustion engine,
comprising: a first cylinder housing a first piston therein,
wherein the first piston performs only intake and compression
strokes; a second cylinder housing a second piston therein, wherein
the second piston performs only power and exhaust strokes; and a
third piston also contained in the second cylinder and coupled to
the second piston, wherein the third piston utilizes heat energy
generated by the second piston to perform additional power
strokes.
2. The apparatus of claim 1 wherein: the second piston comprises a
disc-shaped inner combustion piston comprising a lateral
cylindrical surface and forming a first internal chamber within the
second cylinder; and the third piston comprises a ring-shaped outer
power piston surrounding the lateral cylindrical surface of the
second piston and forming a second internal chamber within the
second cylinder, wherein the second internal chamber at least
partially surrounds the first internal chamber.
3. The apparatus of claim 1 wherein the first cylinder is thermally
isolated from the second cylinder and the first cylinder is
maintained at a cooler temperature than the second cylinder during
operation.
4. The apparatus of claim 1 further comprising: an intake valve
coupled to the first cylinder for allowing a fuel mixture to enter
into the first cylinder; a combustion exhaust valve coupled to said
first internal chamber of the second cylinder for allowing an
exhaust gas to exit the second cylinder; and an interstage valve
that couples an internal chamber of the first cylinder to said
first internal chamber of the second cylinder.
5. The apparatus of claim 1 further comprising: an intake valve
coupled to the first cylinder for allowing a fuel mixture to enter
into the first cylinder; a connecting valve that couples an
internal chamber of the first cylinder to said second internal
chamber of the second cylinder, wherein said connecting valve
transfers compressed air, liquid or gas to said second internal
chamber of the second cylinder; and an outlet valve coupled to said
second internal chamber of the second cylinder for allowing a
volume of air, liquid or gas to exit the second internal chamber of
the second cylinder.
6. The apparatus of claim 5 further comprising an injection nozzle
coupled to said second internal chamber of the second cylinder for
injecting a liquid or gas into said second internal chamber of the
second cylinder.
7. The apparatus of claim 1 further comprising: an intake valve
coupled to the first cylinder for allowing a fuel mixture to enter
into the first cylinder; an injection nozzle coupled to said second
internal chamber of the second cylinder for injecting a liquid or
gas into said second internal chamber of the second cylinder; and
an outlet valve coupled to said second internal chamber of the
second cylinder for allowing liquid or gas to exit the second
internal chamber of the second cylinder.
8. The apparatus of claim 7, wherein said liquid or gas comprises
water or steam, respectively.
9. The apparatus of claim 8, wherein said injected liquid or gas
comprises at least one of water, steam, ammonia, Freon or
Ethanol.
10. The apparatus of claim 1 further comprising an outer exhaust
shell positioned on the exterior surface of said second cylinder
housing, wherein the outer exhaust shell is configured to maintain
the second cylinder at an elevated temperature.
11. The apparatus of claim 10, wherein said outer exhaust shell
comprises: a thermal isolation layer; and a wrapped exhaust pipe,
wherein said wrapped exhaust pipe is wrapped around the exterior
surface of said second cylinder housing and further comprises a
plurality of exhaust heating passages for utilizing heat provided
by exhaust gases expelled by the second piston to further heat the
second cylinder.
12. The apparatus of claim 11 further comprising: a boiler layer
wrapped around the exterior surface of the second cylinder housing,
underneath the wrapped exhaust pipe; and an inlet port coupled to
the boiler layer for allowing a fluid to enter the boiler layer,
where in the fluid is converted to a gas due to the elevated
temperature.
13. The apparatus of claim 1 further comprising a boiler layer
coupled to a housing of the second cylinder for converting a fluid
into a gas due to an elevated temperature of the second cylinder
housing.
14. A dual piston apparatus for use in a combustion engine,
comprising: a first cylinder housing a first piston therein,
wherein the first piston performs only intake and compression
strokes, wherein the first piston comprises: a disc-shaped inner
compression piston forming an inner internal chamber of the first
cylinder; a ring-shaped outer compression piston, coupled to and
surrounding the disc-shaped inner compression piston, wherein said
outer compression piston forms an outer internal chamber of the
first cylinder; and a second cylinder housing a second piston
therein, wherein the second piston performs only power and exhaust
strokes.
15. The apparatus of claim 14, wherein the second piston comprises:
a disc-shaped inner combustion piston forming an inner internal
chamber of the second cylinder; and a ring-shaped outer power
piston, coupled to and surrounding the disc-shaped inner combustion
piston wherein said outer power piston forms an outer internal
chamber of the second cylinder.
16. The apparatus of claim 15 further comprising: an intake valve
coupled to the first cylinder for allowing a fuel mixture to enter
into the first cylinder; a combustion exhaust valve coupled to said
inner internal chamber of the second cylinder for allowing an
exhaust gas to exit the second cylinder; and an interstage valve
that couples said inner internal chamber of the first cylinder to
said inner internal chamber of the second cylinder.
17. The apparatus of claim 15 further comprising: an intake valve
coupled to the first cylinder for allowing a fuel mixture to enter
into the first cylinder; a connecting valve that couples said outer
internal chamber of the first cylinder to said outer internal
chamber of the second cylinder, wherein said connecting valve
transfers a volume comprising at least one of a gas or a liquid to
said outer internal chamber of the second cylinder; and an outlet
valve coupled to said outer internal chamber of the second cylinder
for allowing a volume of gas to exit the outer internal chamber of
the second cylinder.
18. The apparatus of claim 15, wherein the volume of said outer
internal chamber of the first cylinder is different than the volume
of said inner internal chamber of the first cylinder.
19. The apparatus of claim 14 further comprising a boiler layer
coupled to the second cylinder housing for converting a fluid into
a gas due to an elevated temperature of the second cylinder
housing.
20. A dual piston apparatus for use in a combustion engine,
comprising: a first cylinder housing a disc-shaped inner
compression piston and a ring-shaped outer compression piston,
wherein said inner and outer compression pistons perform only
intake and compression strokes and wherein said inner compression
piston forms an inner internal chamber of the first cylinder and
said outer compression piston forms an outer internal chamber of
the first cylinder; and a second cylinder housing a disc-shaped
inner combustion piston and a ring-shaped outer power piston,
wherein said inner combustion piston and outer power piston perform
only power and exhaust strokes and wherein said inner combustion
piston forms a first internal chamber of the second cylinder and
said outer power piston forms a second internal chamber of the
second cylinder.
Description
RELATED APPLICATIONS
[0001] The present application is a continuation of U.S. patent
application Ser. No. 11/406,160 filed Apr. 18, 2006, which is a
continuation-in-part application of a commonly owned U.S. patent
application entitled DOUBLE PISTON CYCLE ENGINE (DACE), U.S.
application Ser. No. 11/371,827, filed on Mar. 9, 2006, the
entirety of which is incorporated by reference herein, and which
claims the benefit of priority under 35 U.S.C. .sctn.119(e) to U.S.
provisional application Ser. No. 60/661,195 entitled DOUBLE PISTON
CYCLE ENGINE (DPCE), filed on Mar. 11, 2005, the entirety of which
is incorporated by reference herein, and to U.S. provisional
application Ser. No. 60/672,421 entitled STEAM ENHANCED DOUBLE
PISTON CYCLE ENGINE (SE-DPCE), filed on Apr. 18, 2005, the entirety
of which is incorporated by reference herein.
BACKGROUND OF THE INVENTION
[0002] 1. Field of the Invention
[0003] The present invention relates generally to internal
combustion engines and, more specifically, it relates to a steam
enhanced double piston cycle engine (SE-DPCE) that is more
efficient than conventional combustion engines.
[0004] 2. Description of the Related Art
[0005] It can be appreciated that internal combustion engines are
ubiquitous today and have been in use for over 100 years.
Typically, an internal combustion engine includes one or more
cylinders. Each cylinder includes a single piston that performs
four strokes, commonly referred to as the intake, compression,
combustion/power, and exhaust strokes, which together form a
complete cycle of conventional pistons.
[0006] The main problem with a conventional internal combustion
engine is low fuel efficiency. It is estimated that more than one
half of the potential fuel thermal energy created by conventional
engines dissipates through the engine structure without adding any
useful mechanical work. A major reason for this thermal waste is
the essential cooling requirements of conventional engines. The
cooling system (e.g., radiator) alone dissipates heat at a greater
rate and amount than the total heat actually transformed into
useful work. Another problem with conventional internal combustion
engines is their inability to increase efficiencies while using
heat regeneration or recycling methods to provide higher combustion
temperatures.
[0007] Another reason why conventional engines suffer from
efficiency problems is that the high-temperature in the cylinder
during the intake and compression strokes makes the piston work
harder and, hence, less efficient during these strokes.
[0008] Another disadvantage associated with existing internal
combustion engines is their inability to further increase
combustion temperatures and compression ratios; although raising
chamber temperatures during the power stroke and increasing
compression ratios would improve efficiencies.
[0009] Another problem with conventional engines is their
incomplete chemical combustion process causing harmful exhaust
emissions.
[0010] While these devices may be suitable for the particular
purpose to which they address, they are not as efficient as the
proposed SE-DPCE that utilizes temperature differentiated dual
cylinders that divide the conventional four strokes of a piston
into two low temperature strokes (intake and compression) and two
high temperature strokes (power and exhaust), performed by each of
the respective dual pistons, while further utilizing the heat
generated by the high temperature strokes to generate steam, which
is used to convert additional thermal energy to mechanical
energy.
[0011] Although others have previously disclosed dual-piston
combustion engine configurations, none provide the substantial
efficiency and performance improvements of the present invention.
For example, U.S. Pat. No. 1,372,216 to Casaday discloses a dual
piston combustion engine in which cylinders and pistons are
arranged in respective pairs. The piston of the firing cylinder
moves in advance of the piston of the compression cylinder. U.S.
Pat. No. 3,880,126 to Thurston et al. discloses a two-stroke cycle
split cylinder internal combustion engine. The piston of the
induction cylinder moves somewhat less than one-half stroke in
advance of the piston of the power cylinder. The induction cylinder
compresses a charge, and transfers the charge to the power cylinder
where it is mixed with a residual charge of burned products from
the previous cycle, and further compressed before igniting. U.S.
Pat. Application No. 2003/0015171 A1 to Scuderi discloses a
four-stroke cycle internal combustion engine. A power piston within
a first cylinder is connected to a crankshaft and performs power
and exhaust strokes of the four-stroke cycle. A compression piston
within a second cylinder is also connected to the crankshaft and
performs the intake and compression strokes of the same four-stroke
cycle during the same rotation of the crankshaft. The power piston
of the first cylinder moves in advance of the compression piston of
the second cylinder. U.S. Pat. No. 6,880,501 to Suh et al.
discloses an internal combustion engine that has a pair of
cylinders, each cylinder containing a piston connected to a
crankshaft. One cylinder is adapted for intake and compression
strokes. The other cylinder is adapted for power and exhaust
strokes. U.S. Pat. No. 5,546,897 to Brackett discloses a
multi-cylinder reciprocating piston internal combustion engine that
can perform a two, four, or diesel engine power cycle.
[0012] However, these references fail to disclose how to
differentiate cylinder temperatures to effectively isolate the
firing (power) cylinders from the compression cylinders and from
the surrounding environment. The references further fail to
disclose how to minimize mutual temperature influence between the
cylinders and the surrounding environment. In addition, the
references fail to disclose engine improvements that further raise
the temperature of the firing cylinder and lower the temperature of
the compression cylinder beyond that of conventional combustion
engine cylinders to enhance engine efficiency and performance.
Specifically, minimizing temperature of the compression cylinder
allows for a reduced compression work investment, while increasing
temperature in the power cylinder allows for increased heat
regeneration. In addition, the separate cylinders disclosed in
these references are all connected by a transfer valve or
intermediate passageway of some sort that yields a volume of "dead
space" between cylinders, permitting gases to accumulate in between
cylinders and further degrading the efficiency of the engine.
Additionally, none of these prior art references discussed above
teach an opposed or "V" cylinder and crankshaft configuration that
minimizes dead space between cylinders while isolating the
cylinders to maintain an improved temperature differential between
the cylinders. Finally, none of these prior art references disclose
splitting the combustion/power chamber into two separate chambers
and utilizing steam energy in an outer chamber for additional
engine efficiency and work. Additionally, none of the prior art
references disclose or suggest a secondary system, enveloping the
primary combustion chamber, that converts the excessive thermal
energy produced by the hot chamber into additional kinetic
energy.
[0013] U.S. Pat. No. 5,623,894 to Clarke discloses a dual
compression and dual expansion internal combustion engine. An
internal housing containing two pistons moves within an external
housing forming separate chambers for compression and expansion.
However, Clarke contains a single chamber that executes all of the
engine strokes preventing isolation and/or improved temperature
differentiation of cylinders such as those disclosed in the present
invention. Clarke also fails to disclose forming a separate chamber
for utilizing additional energy (e.g., heated air or steam)
generated by excess engine heat.
[0014] U.S. Pat. No. 3,959,974 to Thomas discloses a combustion
engine comprising a combustion cylinder formed in part of material
which can withstand high temperatures in a ringless section
containing a power piston and connected to a ringed section
maintaining a relatively low temperature containing another piston.
However, elevated temperatures in the entire Thomas engine reside
not only throughout the combustion and exhaust strokes, but also
during part of the compression stroke. Further, Thomas fails to
disclose a method of isolating the engine cylinders in an opposed
or "V" configuration to permit improved temperature differentiation
and discloses an engine containing substantial dead space in the
air intake port connecting the cylinders. Finally, Thomas fails to
disclose forming a separate chamber for utilizing additional energy
(e.g., heated air or steam) generated by excess engine heat.
[0015] In these respects, the SE-DPCE according to the present
invention substantially departs from the conventional concepts and
designs of the prior art, and in doing so provides a dramatically
improved internal combustion engine that is more efficient than
conventional internal combustion engines.
SUMMARY OF THE INVENTION
[0016] In view of the foregoing disadvantages inherent in the known
types of internal combustion engine now present in the prior art,
the newly proposed invention provides a SE-DPCE combustion engine
utilizing temperature differentiated cylinders that converts fuel
into energy or work in a more efficient manner than conventional
combustion engines, as well as converting excessive engine heat
into additional useful work.
[0017] In one embodiment of the invention, a steam enhanced dual
piston cycle engine (SE-DPCE) utilizes temperature differentiated
cylinders that convert fuel into energy or work in a more efficient
manner than conventional combustion engines, as described in U.S.
provisional application Ser. No. 60/661,195, the entirety of which
is incorporated by reference herein, and further enhances the DPCE
apparatus by utilizing engine heat to create and convert steam
energy into additional useful engine work.
[0018] In one embodiment of the present invention, the engine
includes a first cylinder coupled to a second cylinder, a first
piston positioned within the first cylinder and configured to
perform intake and compression strokes, and a second piston
positioned within the second cylinder and configured to perform
power and exhaust strokes. Alternatively, the first and second
cylinders can be considered as a single cylinder having two
separate chambers coupled to each other within the single cylinder,
wherein the first piston resides in the first chamber and the
second piston resides in the second chamber.
[0019] In a further embodiment, the engine further includes an
intake valve coupled to the first cylinder, an exhaust valve
coupled to the second cylinder and an interstage valve that couples
an internal chamber of the first cylinder to an internal chamber of
the second cylinder.
[0020] In a further embodiment, the engine includes two piston
connecting rods, a compression crankshaft, a power crankshaft and
two crankshaft connecting rods. The connecting rods connect
respective pistons to their respective crankshafts. The compression
crankshaft converts rotational movement into reciprocating movement
of the first piston. The power crankshaft converts second piston
reciprocating movement into engine rotational output movement. The
crankshaft connecting rods transfer the power crankshaft rotation
into compression crankshaft rotation.
[0021] In a further embodiment, the engine includes a fuel
injector, water/steam inlet valves and water/steam exhaust valve.
The first compression cylinder houses the compression piston, the
intake valve, and part of the interstage valve. The second power
cylinder comprises two separate cylinders: an outer cylinder and an
inner cylinder. Within the outer and inner cylinder resides a dual
piston: a disc shaped inner piston and a ring shaped outer piston.
In addition, the second power cylinder includes an exhaust valve,
an outer exhaust shell (wrapped exhaust pipe), a heat isolation
layer, part of the interstage valve, fuel injector, spark plug,
steam/water valve (and/or injectors), and steam/water/air exhaust
valve. The first compression piston performs the intake and the
compression engine strokes. The inner power piston performs the
fuel combustion power stroke and the exhaust (burned gaseous)
relief stroke. The outer power piston produces power and absorbs
engine excessive heat by utilizing hot compressed air with or
without steam/water. The connecting rods connect the compression
piston and both power pistons to their respective crankshafts. The
compression crankshaft converts rotational movement into
compression piston reciprocating movement. The power crankshaft
converts inner and outer power pistons reciprocating movement into
engine rotational output movement. The crankshaft connecting rods
transfer the power crankshaft rotation into compression crankshaft
rotation.
[0022] In another embodiment, the engine intake valve includes a
shaft having a conic shaped sealing surface, same as used in most
four stroke engines. The exhaust valve includes a shaft having a
conic shaped sealing surface, same as in most four stroke engines.
The interstage valve (in the preferable embodiment) is composed of
a shaft having a conic shaped sealing surface.
[0023] In another embodiment, a method of improving combustion
engine efficiency includes separating the intake and compression
chamber (cool strokes) from the combustion and exhaust chamber (hot
strokes), and thus enabling reduced temperature during intake and
compression strokes and increased temperature during the combustion
stroke, thereby increasing engine efficiency.
[0024] In a further embodiment, a method of improving engine
efficiency includes minimizing or reducing the temperature during
intake and compression strokes. The lower the incoming and
compressed air/charge temperature is, the higher the engine
efficiency will be.
[0025] In yet another embodiment, a method of improving engine
efficiency includes regenerating and utilizing exhaust thermal
energy.
[0026] In a further embodiment, a dual piston combustion engine is
provided that greatly reduces external cooling requirements which
in turn increases the potential heat available for heat output work
conversion during the power stroke, which also bums fuel more
efficiently and thereby decreases harmful emissions.
[0027] In another embodiment, a method of providing an improved
efficiency combustion engine includes performing the intake and
compression in a first cylinder and performing the power and
exhaust strokes in a second cylinder, wherein the first cylinder is
maintained at a cooler temperature than the second cylinder. In a
further embodiment, the method also includes injecting the
compressed air and fuel mixture from the first cylinder into the
second cylinder, thereby cooling the second cylinder.
[0028] In another embodiment, a steam enhanced dual piston
combustion engine additionally comprises a ring-shaped chamber in
the combustion cylinder to receive compressed gases and/or liquids
utilizing excess engine heat to produce additional power and
increase engine efficiency. In a further embodiment a steam
enhanced dual piston combustion engine additionally comprises a
ring-shaped chamber in the compression cylinder to facilitate
efficient transfer of compressed gases and/or liquids to the steam
chamber. In an additional embodiment, a steam enhanced dual piston
combustion engine contains two separate power producing systems,
with a primary system utilizing fuel-air combustion and secondary
system utilizing excess engine heat for steam power generation.
BRIEF DESCRIPTION OF THE DRAWINGS
[0029] FIG. 1 is a simplified cross-sectional side view of a DPCE
apparatus, in accordance with one embodiment of the invention,
wherein the crankshaft angle is illustrated at 270 degrees.
[0030] FIG. 2 is a simplified cross-sectional side view of the DPCE
apparatus of FIG. 1, wherein the crankshaft angle is illustrated at
315 degrees.
[0031] FIG. 3 is a simplified cross-sectional side view of the DPCE
apparatus of FIG. 1, wherein the crankshaft angle is illustrated at
330 degrees.
[0032] FIG. 4 is a simplified cross-sectional side view of the DPCE
apparatus of FIG. 1, wherein the crankshaft angle is illustrated at
0 degrees.
[0033] FIG. 5 is a simplified cross-sectional side view of the DPCE
apparatus of FIG. 1, wherein the crankshaft angle is illustrated at
45 degrees.
[0034] FIG. 6 is a simplified cross-sectional side view of the DPCE
apparatus of FIG. 1, wherein the crankshaft angle is illustrated at
90 degrees.
[0035] FIG. 7 is a simplified cross-sectional side view of the DPCE
apparatus of FIG. 1, wherein the crankshaft angle is illustrated at
135 degrees.
[0036] FIG. 8 is a simplified cross-sectional side view of the DPCE
apparatus of FIG. 1, wherein the crankshaft angle is illustrated at
180 degrees.
[0037] FIG. 9 is a simplified cross-sectional side view of the DPCE
apparatus of FIG. 1, wherein the crankshaft angle is illustrated at
225 degrees.
[0038] FIG. 10 is a simplified cross-sectional side view of a DPCE
apparatus having an air-cooled compression cylinder and an
exhaust-heated power cylinder, in accordance with one embodiment of
the invention.
[0039] FIG. 11 is a simplified cross-sectional side view of a DPCE
apparatus having a water-cooled compression chamber and an
exhaust-heated power chamber, in accordance with one embodiment of
the invention.
[0040] FIG. 12 is a 3-Dimensional (3D) simplified illustration of
the DPCE compression and power pistons, in accordance with one
embodiment of the invention.
[0041] FIG. 13 is a 3D simplified illustration of the DPCE
compression and power crankshafts, in accordance with one
embodiment of the invention.
[0042] FIG. 14 is a 3D simplified illustration of the DPCE
compression and power crankshafts, in accordance with one
embodiment of the invention.
[0043] FIG. 15 is a 3D simplified illustration of a DPCE
crankshafts system, illustrating a crankshaft connecting rod, in
accordance with one embodiment of the invention.
[0044] FIG. 16 is a 3D simplified illustration of a DPCE crankshaft
system, having two crankshaft connecting rods, in accordance with
one embodiment of the invention.
[0045] FIG. 17 is a 3D simplified illustration of a DPCE crankshaft
system, illustrating dissimilar crankshaft angles, in accordance
with one embodiment of the invention.
[0046] FIG. 18 is a 3D simplified illustration of a DPCE crankshaft
system, having one crankshaft connecting rod in combination with a
timing belt (or a chain or a V-shaped belt), in accordance with one
embodiment of the invention.
[0047] FIG. 19 is a 3D simplified illustration of a DPCE crankshaft
system having solely a timing belt (or a chain or a V-shaped belt),
in accordance with one embodiment of the invention.
[0048] FIG. 20 is a 3D simplified illustration of a DPCE crankshaft
system, having crankshaft gear wheels as the connecting mechanism,
in accordance with one embodiment of the invention.
[0049] FIG. 21 is a 3D simplified illustration of a DPCE crankshaft
system, having crankshaft gear wheels as the connecting mechanism,
in accordance with another embodiment of the invention.
[0050] FIG. 22 is a simplified cross-sectional view of an
interstage valve, in accordance with one embodiment of the
invention.
[0051] FIG. 23 is a simplified interstage relief valve
cross-sectional illustration, in accordance with one embodiment of
the invention.
[0052] FIG. 24 is a simplified cross-sectional illustration of a
semi automatic interstage valve, in accordance with one embodiment
of the invention.
[0053] FIG. 25 is a simplified cross-section illustration of a DPCE
apparatus having supercharge capabilities, in accordance with one
embodiment of the invention.
[0054] FIG. 26 is a 3D simplified illustration of a DPCE apparatus
having the compression cylinder and the power cylinder on different
planes, in accordance with one embodiment of the invention.
[0055] FIG. 27 is a 3D simplified illustration of a DPCE apparatus
in which both cylinders are parallel to each other and both pistons
move in a tandem manner, in accordance with one embodiment of the
invention.
[0056] FIG. 28 is a simplified cross-sectional side view of a
SE-DPCE apparatus, in accordance with one embodiment of the
invention.
[0057] FIG. 29 is a 3D simplified cross-sectional view of inner and
outer power cylinders, in accordance with one embodiment of the
invention.
[0058] FIG. 30 is a 3D simplified illustration of a power piston
further containing inner and outer pistons, in accordance with one
embodiment of the invention.
[0059] FIG. 31 is a 3D simplified cross-sectional view of inner and
outer power cylinders and corresponding inner and outer power
pistons, in accordance with one embodiment of the invention.
[0060] FIG. 32 is a simplified cross-sectional side view of a
SE-DPCE apparatus having two separate compression pistons, in
accordance with one embodiment of the invention, wherein one piston
serves the combustion process and the other piston serves the
water/steam chamber.
[0061] FIG. 33 is a simplified cross-sectional side view of a
SE-DPCE apparatus utilizing two separate output shafts, in
accordance with one embodiment of the invention, wherein the
combustion process section is disengaged from the steam enhanced
section.
[0062] FIG. 34 is a cross-sectional view of an SE-DPCE apparatus
that includes a boiler chamber, in accordance with another
embodiment of the invention.
DETAILED DESCRIPTION OF THE INVENTION
[0063] The invention is described in detail below with reference to
the figures, wherein similar elements are referenced with similar
numerals throughout. It is understood that the figures are not
necessarily drawn to scale. Nor do they necessarily show all the
details of the various exemplary embodiments illustrated. Rather,
they merely show certain features and elements to provide an
enabling description of the exemplary embodiments of the
invention.
[0064] Referring to FIG. 1, in accordance with one embodiment of
the invention, a DPCE cylinder includes: a compression cylinder 01,
a power cylinder 02, a compression piston 03, a power piston 04,
two respective piston connecting rods 05 and 06, a compression
crankshaft 07, a power crankshaft 08, a crankshaft connecting rod
09, an intake valve 10, an exhaust valve 11 and an interstage valve
12. The compression cylinder 01 is a piston engine cylinder that
houses the compression piston 03, the intake valve 10 and part of
the interstage valve 12. The power cylinder 02 is a piston engine
cylinder that houses the power piston 04, the exhaust valve 11,
part of the interstage valve 12 and a spark plug (not shown)
located in front of the surface of power piston 04 facing the
combustion chamber in cylinder 02. The compression piston 03 serves
the intake and the compression engine strokes. The power piston 04
serves the power and the exhaust strokes. The connecting rods 05
and 06 connect their respective pistons to their respective
crankshafts. The compression crankshaft 07 converts rotational
movements into compression piston 03 reciprocating movement. The
reciprocating movement of the power piston 04 is converted into
rotational movement of the power crankshaft 08, which is in turn
converted to engine rotational movement or work (i.e., crankshaft
08 serves as the DPCE output shaft). The crankshaft connecting rod
09 translates the rotation of power crankshaft 08 into rotation of
the compression crankshaft 07.
[0065] In one embodiment, the intake valve 10 is composed of a
shaft having a conic shaped sealing surface, the same as is used
for intake valves in most conventional four stroke engines. The
exhaust valve 11 is composed of a shaft having a conic shaped
sealing surface, the same as is used for exhaust valves in most
conventional four stroke engines. The interstage valve 12 is also
composed of a shaft having a conic shaped sealing surface.
[0066] Referring again to FIG. 1, within the compression cylinder
01 inner cavity B is a compression piston 03. The compression
piston 03 moves relative to the compression cylinder 01 in the
direction as indicated by the illustrated arrows. Within the power
cylinder 02 inner cavity C is a power piston 04. The power piston
04 moves relative to the power cylinder 02 in the direction as
indicated by the illustrated arrows. The compression cylinder 01
and the compression piston 03 define chamber B. The power cylinder
02 and the power piston 04 define chamber C. In a preferred
embodiment, the power piston pressure surface has a shaped hollow
cavity 26 (see also FIG. 12) that supplements chamber C and
functions as an additional combustion chamber volume during
combustion. Chamber B through an interstage mechanical operated
valve 12 is in fluid communication with chamber C. Compression
cylinder 01 has an intake valve 10. Chamber B through intake valve
10 is in fluid communication with carbureted fuel/air charge A.
Power cylinder 02 has an exhaust valve 11. Chamber C through
exhaust valve 11 is in fluid communication with ambient air D. When
in open position, exhaust valve 11 allows exhaust gases to exhale.
During a combustion stroke the power piston 04 pushes the power
connecting rod 06, causing the power crankshaft 08 to rotate
clockwise. During an exhaust stroke, inertial forces (initiated by
flywheel mass--not shown) cause the power crankshaft 08 to continue
its clockwise rotation, and cause the power connecting rod 06 to
move power piston 04, which in turn exhales burnt fuel exhaust
through valve 11. The power crankshaft 08 rotation through a
crankshaft connecting rod 09 articulates the compression crankshaft
07 for synchronous rotation (i.e., both crankshafts rotate at the
same speed and dynamic angles). In one embodiment, both pistons,
the power piston 04 and the compression piston 03 pass through
their top dead center (TDC) positions and through their bottom dead
center (BDC) positions at the same time. In alternative
embodiments, depending on desired timing configurations, the
relative positions of the power piston 04 and the compression
piston 03 may be phase-shifted by a desired amount. In one
embodiment, the DPCE dual cylinder apparatus utilizes conventional
pressurized cooling and oil lubrication methods and systems (not
shown). Although in embodiments according to the present invention
the power chamber C structure components (such as the cylinder 02
and piston 04) maintain a much higher temperature than conventional
combustion engines, in one embodiment, the components of the power
chamber C are temperature controlled using a cooling system.
Moreover, some or all of the components may be fabricated out of
high-temperature resistant materials such as ceramics, carbon, or
stainless steel. In further embodiments, the DPCE apparatus can
utilize well-known high voltage timing and spark plug electrical
systems (not shown) as well as an electrical starter motor to
control spark plug ignitions, timing, and engine initial
rotation.
[0067] As illustrated in FIGS. 1 through 9, as an electrical
starter engages DPCE output shaft 6' (FIG. 15), both crankshafts 07
and 08 start their clockwise rotation and both pistons 03 and 04
begin their reciprocating motion. As illustrated in FIG. 5, the
compression piston 03 and the power piston 04 move in the direction
that increases chamber B and chamber C volume. Since intake valve
10 is in its open position and because at this stage chamber B
volume constantly increases, carbureted fuel or fresh air charge
(when using a fuel injection system) flows from point A (which
represents carburetor output port, for example) through intake
valve 10 into chamber B. As shown in FIGS. 6 through 8,
respectively, chamber B volume increases while fuel--air charge
flows in. As compression piston 03 reaches its BDC point, intake
valve 10 closes trapping chamber B air--fuel charge content. While
crankshafts clockwise rotation goes on, and as shown in FIG. 9 and
FIG. 1 through 3 respectively, chamber B volume decreases and its
now trapped air--fuel charge temperature and pressure increases. As
the compression piston 03 approaches a predetermined point (FIG.
3), interstage valve 12 opens and chamber B air--fuel charge flows
into chamber C. As the compression piston approaches its TDC point
(according to some embodiments some delay or advance may be
introduced), the interstage valve 12 simultaneously closes and a
spark plug firing occurs.
[0068] FIGS. 5 through 8 illustrate the power stroke. As combustion
occurs chamber C pressure increases forcefully pushing power piston
04 which in turn moves connecting rod 06 to rotate power crankshaft
08, which is coupled to a DPCE output shaft 06'. Meanwhile, as
compression piston 03 is pushed back from its TDC position, intake
valve 10 reopens allowing a new air fuel charge A to be sucked into
chamber B.
[0069] The exhaust stroke begins when power piston 04 reaches its
BDC point (FIG. 8). The exhaust valve 11 opens and as chamber C
volume decreases the burned exhaust gases are pushed out from
chamber C through open exhaust valve 11 into the ambient
environment D.
[0070] Thus, the DPCE engine divides the strokes performed by a
single piston and cylinder of convention combustion engines into
two thermally differentiated cylinders in which each cylinder
executes half of the four-stroke cycle. A "cold" cylinder executes
the intake and compression strokes and a thermally isolated "hot"
cylinder executes the combustion and exhaust strokes. Compared to
conventional engines, this innovative system and process enables
the DPCE engine to work at higher combustion chamber temperatures
and at lower intake and compression chamber temperatures. Utilizing
higher combustion temperatures while maintaining lower intake and
compression temperatures reduces engine cooling requirements,
lowers compression energy requirements and thus boosts engine
efficiency. Additionally, thermally isolating the power cylinder
from the external environment limits external heat losses, allows
the reuse of the same heat energy in the next stroke, and burns
less fuel in each cycle.
[0071] In one embodiment, the compression cylinder 01 is similar to
a conventional piston engine cylinder that houses the compression
piston 03, the intake valve 10, and part of the interstage valve
12. The compression cylinder 01 works in conjunction with the
compression piston 03 to suck and compress incoming air and/or fuel
charge. In a preferable embodiment the compression cylinder is
cooled. FIG. 10 shows an air cooled compression cylinder having
heat absorbing and radiating ribs 20. FIG. 11 shows a liquid cooled
compression cylinder having liquid coolant passages 22. In
preferred embodiments, the cooling air source or the liquid coolant
sources can be the same as well known in the previous art. In a
preferable embodiment, the compression cylinder 01 and the power
cylinder 02 should be thermally isolated from each other, as well
as the surrounding environment. FIG. 26 illustrates an embodiment
in which the two cylinders are constructed in dissimilar planes,
and thus, exercise minimum reciprocal conductivity between the
cylinders.
[0072] The power cylinder 02 is a piston engine cylinder that
houses the power piston 02, the exhaust valve 11, part of the
interstage valve 12, and a spark plug (not shown). The power
cylinder 02 functions in conjunction with the power piston 04 to
combust a compressed air/fuel mixture within a chamber of the
cylinder 02 and transfer the resulting energy as mechanical work to
the power crankshaft 08. During the second half of its
reciprocating movement cycle, the power piston 04 works to exhale
or push the exhaust gases out from the cylinder 02 via the exhaust
valve 11. The power cylinder 02 accommodates a spark plug located
in front of the surface of power piston 04 facing the combustion
chamber in cylinder 02. As shown in FIG. 12, in one embodiment, the
power piston 04 has a shaped hollow cavity 26, which serves as a
combustion chamber. During the exhaust stroke, the power piston 04
pushes the burned gases out of the cylinder 02 via exhaust valve
11.
[0073] In one preferred embodiment, the power cylinder 02 is
exhaust heated, in addition to being externally thermally isolated.
FIGS. 10 and 11 illustrate exhaust heat utilization as exhaust
gases, during their exhale stream, conduct heat into power cylinder
heating passages 24.
[0074] As explained above, the compression connecting rod 05
connects the compression crankshaft 07 with the compression piston
03 causing the piston 03 to move relative to the cylinder in a
reciprocating motion. The power connecting rod 06 connects the
power crankshaft 08 with the power piston 04. During the combustion
phase, the power connecting rod 06 transfers the piston 04 movement
into the power crankshaft 08 causing it to rotate. During the
exhaust phase, the power crankshaft 08 rotation and momentum pushes
the power piston 04 back toward the compression cylinder 01, which
causes the burned gases to be exhaled via the exhaust valve
(exhaust stroke).
[0075] Referring to FIG. 13, the compression crankshaft 07 converts
rotational movement into compression piston 03 reciprocating
movement. The compression crankshaft 07 connects the compression
connecting rod 05 (FIG. 1) with the crankshaft connecting rod 09.
Movement of the crankshaft connecting rod 09 causes the compression
crankshaft 07 to rotate. Compression crankshaft 07 rotations
produce movement of the compression connecting rod 05 that in turn
moves the compression piston 03 relative to its cylinder housing 01
in a reciprocating motion.
[0076] In various embodiments of the invention, the compression
crankshaft 07 and power crankshaft 08 structural configuration may
vary in accordance with desired engine configurations and designs.
For example, some crankshaft design factors are: number of dual
cylinders, relative cylinder positioning, crankshaft gearing
mechanism, and direction of rotation. For example, if the
compression crankshaft 07 and the power crankshaft 08 rotate in the
same direction, the axes of the crankshafts 07 and 08 should be
positioned 180 degrees from each other, as illustrated in FIG. 13.
Alternatively, if the compression and power crankshafts 07 and 08,
respectively, rotate in opposite directions, both crankshaft axes
should be positioned in phase with respect to one another, as shown
in FIG. 14.
[0077] The power crankshaft 08 connects the power connecting rod 06
with the crankshaft connecting rod 09. As combustion occurs, the
power piston 04 movement, through its power connecting rod 06,
causes the power crankshaft 08, which is also coupled to the engine
output shaft (not shown), to rotate, which causes the connecting
rod 09 to rotate the compression crankshaft 07 and generate
reciprocal movement of the compression piston 03.
[0078] The crankshaft connecting rod 09 connects the power
crankshaft 08 with the compression crankshaft 07 and thus provides
both crankshafts with synchronous rotation. FIG. 15 illustrates a
perspective view of the crankshaft connecting rod 09 coupled to
respective crankshafts 07 and 08, in accordance with one embodiment
of the invention. The function of the crankshaft connecting rod 09
is to link the power crankshaft 08 and the compression crankshaft
07. In certain designs, both crankshafts 07 and 08 may rotate
synchronously and respectively relative to each other (same
direction, same angle). In other designs the two crankshafts 07 and
08 may rotate in opposite directions with or without a
predetermined phase angle.
[0079] FIG. 17 illustrates perspective view of the connecting rod
09 coupled to respective crankshafts 07 and 08, which are in turn
coupled to respective piston connecting rods 05 and 06, wherein the
crankshafts 07 and 08 are oriented with respect to each other so as
to provide a predetermined phase difference between the otherwise
synchronous motion of the pistons 03 and 04. A predetermined phase
difference means that in order to achieve a time difference between
the compression piston TDC position, as illustrated in FIG. 4, and
the power piston TDC position, a relative piston phase delay or
advance can be introduced into either piston. FIG. 17 illustrates
that the piston connecting rods 05 and 06 are out of phase with
respect to each other so as to provide a desired phase delay or
advance between the times the pistons 03 and 04 reach their
respective TDC positions. In one embodiment, a phase delay is
introduced such that the piston of the power cylinder moves
slightly in advance of the piston of the compression cylinder,
permitting the compressed charge to be delivered under nearly the
full compression stroke and allowing the power piston to complete a
full exhaust stroke. Such advantages of phase delays with the power
piston leading the compression piston are also described in U.S.
Pat. No. 1,372,216 to Casaday and U.S. Pat. Application No.
2003/0015171 A1 to Scuderi. In an alternative embodiment, an
opposite phase delay is introduced such that the compression piston
moves in advance of the power piston, wherein the power piston
further compresses the charge from the compression cylinder before
firing. The benefits of this approach are discussed in U.S. Pat.
No. 3,880,126 to Thurston et al. and U.S. Pat. No. 3,959,974 to
Thomas.
[0080] In an additional embodiment, in order to enforce proper
direction of rotation of the compression crankshaft 07 and the
power crankshaft 08, a second crankshaft connecting rod 13 is
utilized as shown in FIG. 16.
[0081] Referring to FIG. 18, an alternative means to establish the
direction of rotation of the crankshafts 07 and 08, may be
implemented by having one crankshaft connecting rod 14 combined
with a timing belt or a chain mechanism 15. As illustrated in FIG.
19, in another embodiment, a chain mechanism or a timing belt
mechanism 15 may by itself serve as an alternative to any of the
above-mentioned crankshaft connecting mechanisms.
[0082] FIGS. 20 and 21 illustrate alternative mechanisms to replace
the crankshaft connecting rod 09. FIG. 20 illustrates crankshafts
connecting gearwheels mechanism 30, comprising three gearwheels 32
engaged to each other. In this embodiment, both crankshafts 07 and
08 rotate in a unilateral direction (utilizing 3 gearwheels). FIG.
21 shows two embodiments of a crankshaft connecting gearwheels
mechanisms 40 and 42 having an even number of gearwheels 32,
thereby configured to turn crankshafts 07 and 08 in opposite
directions.
[0083] In one embodiment, the intake valve 10 is composed of a
shaft having a conic shaped sealing surface, the same as is used as
intake valves in most four stroke engines. The intake valve 10
governs the ambient air or the carbureted air/fuel charge as they
flow into the compression cylinder 01. The compression cylinder 01
has at least one intake valve. In preferred embodiments, relative
to the compression pistons 03 momentary position, the intake valve
location, function, timing and operation may be similar or
identical to the intake valves of conventional four strokes
internal combustion engines.
[0084] In one embodiment, the exhaust valve 11 is composed of a
shaft having a conic shaped sealing surface, the same as is used in
exhaust valves in most four stroke engines. The exhaust valve 11,
located on the power cylinder 02 governs burned gaseous exhale
flow. The power cylinder 02 has at least one exhaust valve. In
preferred embodiments, the exhaust valve location, functions,
timing and operation method may be similar or identical to exhaust
valves found in well-known conventional four stroke combustion
engines.
[0085] Referring to FIG. 22, in one embodiment, the interstage
valve 12 is composed of a shaft having a conic shaped sealing
surface. The interstage valve governs the compressed air flow or
the compressed carbureted air/fuel charge (collectively referred to
herein as "fuel" or "fuel mixture") flow from a volume B within the
compression cylinder 01 as it is pushed into a volume C within the
power cylinder 02. The interstage valve 12 also prevents any
reverse flow of fuel from volume C back into volume B. When in an
open position, the interstage valve 12 enables compressed fuel to
flow from the compression cylinder 01 into the power cylinder 02.
During combustion and along the power stroke, the interstage valve
12 remains closed. In one embodiment, the interstage valve
operation mechanism may be similar or identical to well-known
combustion engine inlet or exhaust valve mechanisms. The closed or
opened position of the interstage valve 12 is operated by
mechanical linkages coupling or engagement with one of the dynamic
DPCE shafts/parts (e.g., piston 03). It should also be understood
that the exact valve timing depends on many engineering design
considerations; however, as a general rule the interstage valve 12
should open around the time the exhaust valve 11 closes and remain
closed during the power stroke and at least most of the exhaust
stroke.
[0086] Referring to FIG. 23, in another embodiment, a preloaded
spring-operated relief valve 17 serves as the interstage valve 12.
This embodiment provides an automatic valve that does not require
any linkage based operating mechanism. During the intake and work
strokes the working pressure and the preloaded spring 16 forces the
valve stem 17 to remain closed and sealed. During the compression
and exhaust strokes, the increased compressed fuel pressure in
volume B along with the decreased exhaust pressure in volume C
overcome the valve preloaded spring 16 forces and thus opens the
valve stem 17, thereby allowing the compressed fuel to flow into
the power cylinder 02 chamber C.
[0087] FIG. 24 illustrates a combination of a combustion chamber E
with a unique semi automatic interstage valve comprising valve 18
having a cylindrical or ring portion that surrounds a plug valve
19. In this embodiment a combustion chamber E is sealed from the
compression chamber B by the valve 18 and sealed from the working
chamber C by valve 19. A spring 20 pushes simultaneity both valves
18 and 19 toward their corresponded closed positions. A spark plug
21 is located inside the combustion chamber E cavity. The
combustion chamber E and interstage valve operation is as follows:
As illustrated at stage J, during initial compression and exhaust
strokes, spring 20 pushes valve stem 18 and valve stem 19 causing
both valves to stay in a sealed closed position. At stage H, as the
compression stroke progresses, its compressed air/charge pressure
raises and in a certain stage the rising pressure, acting on valve
18, overcomes the spring 20 preload force, thereby forcing valve 18
to open and the compressed air/charge flows into combustion chamber
E. At stage G, when the compression and work pistons approach their
TDC positions, spark plug 21 is fired and a protruding portion 23
of the power piston 22 mechanically engages valve 19 forcing it to
move and unseal (open) valve 19 that in turn engages and pushes
valve 18 toward its closed position. Additionally, the rising
combustion volume pressure works in conjunction with the power
piston to force valve 18 to close. At stage F, when combustion
occurs, chamber E pressure drastically and immediately rises, valve
18 is already closed and the hot combustion stream flows through
valve 19 pushing power piston 22 away from the valve 19.
[0088] As the power piston 22 retreats back (during the power
stroke), valve 19 stays open because of the differential pressure
which exists between chamber C high combustion pressure vis-a-vis
the much lower pressure that resides in chamber B which is now in
its intake phase. The combustion chamber and interstage valve cycle
ends as the power stroke ends. Spring 20 then pushes back valve 19
to its closed position as the power piston 22 begins its exhaust
stroke.
[0089] FIG. 25 illustrates a DPCE dual cylinder configuration
having supercharge capabilities, in accordance with one embodiment
of the invention. As shown in FIG. 25, the compression cylinder
portion 50 is larger than the power cylinder portion 52, therefore
allowing a greater volume of air/fuel mixture to be received and
compressed in the compression chamber B. At the completion of the
compression stroke, the larger volume and increased pressure of
compressed air/fuel mixture (i.e., "supercharged" fuel mixture) in
the compression chamber B is injected into the combustion chamber C
via interstage valve 12. Therefore, a greater amount and/or higher
pressure of fuel mixture can be injected into the combustion
chamber C of power cylinder 52 to provide a bigger explosion and,
hence, more energy and work, during the power stroke.
[0090] As mentioned above, FIG. 26 illustrates an alternative DPCE
dual cylinder configuration, in accordance with one embodiment of
the invention, wherein the compression cylinder 60 is offset from
the power cylinder 62, to provide minimal thermal conductivity
between the two cylinders. In this embodiment, the interstage valve
12 is located in the small area of overlap between the two
cylinders.
[0091] FIG. 27 illustrates a DPCE dual cylinder configuration in
which both cylinders are constructed parallel to each other and
both pistons are moving in a tandem manner, in accordance with a
further embodiment of the invention. In this embodiment, the
intake, exhaust, and interstage valves may operate in the same
manner as described above. However, as shown in FIG. 27, the
interstage valve is located in a lateral conduit that couples the
first and second cylinders.
[0092] In an alternative embodiment according to the invention, a
steam enhanced double piston cycle engine (SE-DPCE) is configured
to use excess heat in the combustion chamber to convert added water
into steam to increase engine efficiency and output. Like the DPCE
described above, separating the compression stroke location from
the power stroke location enables the development of significantly
higher combustion chamber temperature. In this embodiment, the DPCE
described above is extended to additionally comprise a unique
ring-shaped steam cylinder that is located between the combustion
chamber and the exhaust passage. The SE-DPCE utilizes concentrated
heat residing in areas located between the combustion chamber and
the internal surface of an exhaust tube shell, which is wrapped
around the combustion piston cylinder.
[0093] FIG. 28, in accordance with one embodiment of the invention,
illustrates a cross-sectional view of a SE-DPCE that includes many
similar features described above: a compression cylinder 01, a
power cylinder 02, a compression piston 03, a power piston 04, two
respective piston connecting rods 05 and 06, a compression
crankshaft 07, a power crankshaft 08, a crankshaft connecting rod
09, an intake valve 10, a combustion exhaust valve 11, and part of
an interstage valve 12. The compression cylinder 01 is a piston
engine cylinder that houses the compression piston 03, the intake
valve 10 and an interstage valve 12. The power cylinder 02 is a
piston engine cylinder that houses the power piston 04, the exhaust
valve 11, and part of the interstage valve 12. The power cylinder
02 further comprises an inner cylinder 02a and an outer cylinder
02b. The power piston 04 further comprises a dual-head piston
further comprising a disc-shaped inner piston 04a and a ring-shaped
outer piston 04b. The power cylinder 02 also includes: a compressed
air valve 16 located within the outer power cylinder 02b and
extending to the compression cylinder 01, a steam/air exhaust valve
13 located within the outer power cylinder 02b, an outer exhaust
shell comprising a wrapped exhaust pipe 14, and a heat isolation
layer 15. In one embodiment, the power cylinders 02, 02a and 02b
are manufactured using highly conductive materials for further heat
energy utilization.
[0094] In one preferred embodiment, the compression piston 03
serves for the intake and the compression engine strokes. The inner
power piston 04a serves for the fuel combustion power and the
exhaust (burned gaseous) strokes. The outer power piston 04b
produces additional power and at the same time serves to cool
chamber c and power piston 04a by the absorption of engine
excessive heat, utilizing hot compressed air with or without
steam/water. The connecting rods 05 and 06 connect the compression
piston 03 and both power pistons 04a and 04b to their respective
crankshafts 07 and 08. The compression crankshaft 07 converts
rotational movement into compression piston 03 reciprocating
movement. The power crankshaft 08 converts inner and outer power
pistons 04a and 04b reciprocating movement into engine rotational
output movement. The crankshaft connecting rod 09 transfers the
power crankshaft 08 rotation into compression crankshaft 07
rotation. The engine intake valve 10 is composed of a shaft having
a conic shaped sealing surface, the same as is used in most four
stroke engines. The exhaust valve 11 is composed of a shaft having
a conic shaped sealing surface, that same as is used in most four
stroke engines. The interstage valve 12 is composed of a shaft
having a conic shaped sealing surface.
[0095] FIG. 29 illustrates a cross-sectional, perspective view of
the power cylinder 02: a spark plug 22 located within the inner
cylinder 02a, a fuel injection nozzle 20 located within the inner
cylinder 02a, and a water/steam injection nozzle/valve 21 located
in the outer cylinder 02b. In further embodiments, the SE-DPCE
apparatus can additionally utilize electrical starters, pressurized
oil lubrication systems, controlled water/steam systems to control
water quantity, pressure and temperature, well-known high voltage
timing and spark plug electrical systems, and output shaft
flywheels. A combustion exhaust valve 11 includes a shaft having a
conic shaped sealing surface, same as in most four stroke engines.
When open, the valve 11 enables burned hot gaseous to exit the
combustion chamber and stream into the exhaust wrapped shell 14. An
interstage valve 12 is composed of a shaft having a conic shaped
sealing surface. When open the interstage valve 12 enables
compressed charge (fuel air mixture) to be pushed from the
compression chamber into the combustion chamber. The steam/water
outlet valve 13 is configured to open and close mechanically. When
open the valve 13 enables the expanded steam water mixture to be
pushed out by power piston 4b and be exhaled from the secondary
power chamber E back into a supply water closed-loop system (not
shown) or totally out of the engine
[0096] The power cylinder 02 further includes a compressed air
connecting valve 16, which is also configured to open and close
mechanically. When open the valve 16 enables compressed hot air to
be pushed from the engine compression chamber into the secondary
power chamber E. A thermal isolation layer 15 is an external
thermal isolation shield that prevents heat energy escape. By
utilizing this shield 15 most of the engine excessive heat is
forced to stay within the engine inner structure and thus to be
converted by the secondary power chamber E into additional useful
work. A fuel injection nozzle 20 is a mechanically operated valve
that includes a fuel spray nozzle. In one embodiment, a direct
pressurized fuel injection system, operated through predetermined
engine cycle time band, pushes fuel into the combustion chamber.
Using this system is an alternative to a common carburetor fuel
supply system in which the fuel is sprayed in advance into either,
the engine incoming air supply or during the engine compression
stroke.
[0097] The power cylinder 02 further includes a water injection
valve 21 configured to open and close mechanically and further
including a water spraying nozzle. A pressurized water injection
system, operated through a predetermined engine cycle time band,
pushes water into the secondary power chamber E. The water is
vaporized into compressed hot steam and thus produces elevated
pressures and at the same time cooling cylinder 2a. A spark plug 22
is used to initiate fuel air compressed mixture explosions.
Finally, FIG. 29 illustrates a cross-sectional view of an exhaust
passage 23 that is wrapped around the secondary power cylinder
perimeter in order to maintain and provide additional heat to the
power cylinder.
[0098] Referring again to FIG. 28, when both the compression piston
03 and the power pistons 04 are at their TDC positions, the
available volume in chamber B of cylinder 01 is minimized. At TDC,
cylinder 02a and 02b also have minimized volumes in their
respective contained chambers C and E. In one embodiment, the power
crankshaft 08 rotates clockwise and causes the connecting rod 09 to
move and rotate the compression crankshaft 07 clockwise. The
rotation of crankshafts 07 and 08 actuates both pistons 03 and 04
to perform a symmetrical synchronous reciprocating movement in
which the compression piston 03 and the power piston 04 moves
inboard and outboard symmetrically in an equally paced manner. In
alternative embodiments according to the present invention, a phase
lag or phase advance between the relative location of the
compression piston 03 and either the inner power piston 04a or
outer power piston 04b, or both, may be introduced.
[0099] In one embodiment according to the present invention, the
SE-DPCE cycle begins as compression piston passes through its TDC
and the intake valve 10 opens. Ambient air flows into compression
cylinder 01 chamber B. The compression crankshaft 07 rotates and
the compression piston 03 moves until it reaches BDC, at which
point the intake valve 10 closes. The compression piston 03 then
performs its reciprocal movement back toward TDC causing the air
pressure and temperature within chamber B to increase. At various
predetermined points, one or both of the interstage valve 12 and
the connecting valve 16 open. The connecting valve 16 allows
compressed air to be pushed from the relatively high pressure
chamber B into the then lower pressure combustion chamber C and
into the ring shaped air/water/steam chamber E. In one embodiment,
the compressed air is substantially transferred to the power
cylinder 02 when the compression piston 03 and power piston 04
reach their TDC. Around the time the compressed air is finished
being transferred to the power cylinder 02, the interstage valve 12
and compressed air valve 16 close. Fuel is injected into chamber C
through fuel injection nozzle 20 and temperature-controlled water
is sprayed and/or injected into chamber E via a water injection
valve 21 (FIG. 29), respectively. The temperature-controlled water
may be added into chamber E before, during, or after the valves 12
and 16 have finished closing. Spark plug 22 (FIG. 29) fires,
causing combustion to occur, which forcefully pushes the inner
power piston 04a toward its BDC. Simultaneously, the injected water
and compressed air within chamber E expand and evaporate into steam
which in turn dramatically increases pressure in chamber E. This
increased pressure forcefully pushes the outer power piston 04b
toward BDC. During the water to steam conversion (phase change),
the engine excessive heat produced during combustion in chamber C
is efficiently and productively removed to chamber E.
[0100] The SE-DPCE cycle ends as power piston 04 begins moving back
towards TDC. At the same time, the exhaust valve 11 opens, the high
temperature combustion products are directed from exhaust valve 11
into a port 19 and then pushed within a pipe wrapped around the
outer cylinder 02b and exhaled out through area D, thereby heating
the cylinder 02b. At or near the same time the exhaust valve 11
opens, the steam outlet valve 13 opens and the previously extract
products (steam, water, air) of chamber E are recycled into the
supply water close-loop system. In one embodiment, the steam outlet
valve 13 opens and the previously extracted products (e.g., steam,
water, air) of chamber E are drained or expelled out of the engine
without recycling any water or steam for further energy generation.
In alternative embodiments, in order to save energy, water and/or
steam is recycled and the recycled liquids in chamber E can be used
to pre-heat the incoming injected water. Before power piston 04
reaches TDC, the exhaust valve 11 and steam outlet valve 13 close
again. A new cycle begins as the compression piston 03 retreats
toward its BDC, and the intake valve 10 re-opens. In one
embodiment, the external power cylinder 02 outer circumference is
covered by a thermal isolation material layer 15, in order to
minimize SE-DPCE heat energy losses.
[0101] In one embodiment, as shown in FIG. 30, piston 04 includes a
hot section 30, which is adjacent to and/or in direct contact with
the combustion product and hotter cylinder surfaces. The hot
section 30 is made out of temperature resistance materials like
carbon or ceramic. This piston section carries only longitudinal
forces. A secondary sliding disk 36 receives most of the sliding
side friction forces. Section 30 is the hot part of piston 04, and
it is cooled and lubricated utilizing a small amount of water and
steam leakages. Section 32 is the colder part of piston 04 and it
is further cooled and lubricated utilizing well known piston engine
lubrication methods. A disk 38 separates the oil lubricated colder
section 32 from the hotter piston steam lubricated section 30. A
power connecting rod 06 connects a piston ear 34 to the power
crankshaft 08.
[0102] FIG. 31 illustrates construction and lubrication of the
power piston 04 in accordance with one aspect of the present
invention. In one embodiment, the power cylinder 02 and pistons 04,
04a and 04b surfaces that are directly engaged with the combustion
process are enforced with ceramic. The ceramic surfaces of the
power cylinder 02 and pistons 04, 04a, and 04b are water/steam
cooled and lubricated. As the outer power piston 04b approaches BDC
a small amount of steam is released through nozzles into the area
in between the power piston 04 and inner and outer power pistons
04a and 04b. The hot piston portion side forces are absorbed by an
additional piston sliding disc 36, which carries most of the piston
side stresses and is oil-lubricated using well-known methods. The
piston sliding disc 36 separates and seals the area around the
crankshaft 08 from the rest of the area within the power cylinder
02. Thus, by utilizing innovative cooling and lubrication aspects
of the present invention, the SE-DPCE can operate under higher
temperatures.
[0103] The oil separation disc 36 takes most of piston 04 side
sliding friction forces, during engine crankshafts rotation,
machine oil is allowed to flow toward cylinder surface 48 (between
cylinder 02 and piston 04). In one embodiment, engine common seal
rings 42 may be installed around the perimeter of disc 36. Piston
and cylinder sliding surfaces 46 and 50 utilize water and steam as
cooling and lubrication liquids, those substance are than drained
out of cylinder 02 through drain port 44.
[0104] FIG. 32 illustrates another embodiment according to the
present invention wherein the SE-DPCE comprises a split compression
piston 03. The compression piston 03 is divided into an inner
compression piston 03a and an outer compression piston 03b. The
inner compression piston 03a sucks ambient air, with or without
carbureted fuel, through an intake valve 54 and compresses it
through the interstage valve 12 into the combustion chamber C. The
outer compression piston 03b that sucks ambient air through an
intake valve 10 and compresses it through a connecting intake valve
16 into air-steam chamber E. In one embodiment, water is also added
into the intake air chamber F and then compressed through
connecting intake valve 16 into chamber E, or alternatively, water
can be injected directly into chamber E via water injection nozzle
21 (FIG. 29). A split compression piston configuration enables the
engine to make use of carbureted fuel that is sucked into chamber
G. In addition, the split compression piston and chamber
configuration enables the SE-DPCE to be designed such that the
total incoming air is volumetric divided between chambers F and G
and the volume of each chamber F and G can be independently
determined.
[0105] FIG. 33 illustrates another embodiment according to the
present invention wherein the SE-DPCE comprises two separate power
producers in which a primary combustion system utilizes the
fuel-air combustion process, while a secondary water-steam-air
system utilizes excess engine heat. In this embodiment, the primary
combustion system comprises a compression piston 03a, a power
piston 04a, an intake valve 54, an exhaust valve 11, an interstage
valve 12 and an output shaft 08. In one embodiment, the exhaust
from exhaust valve 11 is input into the cylinder heating port 19 to
heat cylinder 02b, as described above. The secondary
water-steam-air system comprises a compression piston 03b, a power
piston 04b, an intake valve 10, an interstage valve 16, a steam/air
exhaust valve 13 and a secondary power output shaft 60. The primary
combustion system converts fuel and air into engine work as
describe above. The secondary water-steam-air system in one
embodiment utilizes substantially identical piston reciprocal
movement, connecting rod motion and crankshaft rotation to the
primary combustion system. However, in the secondary
water-steam-air system, heated air, water, and/or steam can be used
to produce engine work. Each power producing system actuates its
own operating valves. The primary combustion system actuates valves
54, 12 and 11, as well as an optional fuel injection system in one
embodiment. In this embodiment, the secondary system actuates
valves 16 and 13 and optionally the water chamber E direct
injection system (nozzle 24, FIG. 29). In accordance with the
discussions above, in some embodiments, the primary compression
piston 03a and primary power piston 04a are configured to operate
with a phase difference such that they reach their TDC positions at
different times. Similarly, the secondary compression piston 03b
and secondary power piston 04b can also be configured to operate
with a phase difference with respect to one another.
[0106] In one embodiment, the SE-DPCE makes use of the following
dynamic parts, which serve the secondary power output (the
compression and power pistons movements which utilizes engine heat
for additional engine power output). The secondary power output
includes two pistons, comprising a ring compression piston 03b and
a ring output piston 04b, two compression connecting rods 70, a
compression crankshaft 68, a power crankshaft 60, a power
crankshaft connecting rods 64 and crankshaft connecting rod 66. The
connecting rods connect respective pistons to their respective
crankshafts. The compression crankshaft 68 converts rotational
movement into reciprocating movement of the compression ring piston
03b. The output power crankshaft 60 converts output power ring
piston 04b reciprocating movement into secondary output 60
rotational movement. The crankshaft connecting rod 66 transfers the
output power crankshaft 60 rotation using crankshaft 62 into
compression crankshaft 68 rotation.
[0107] In one embodiment, there is no engine internal engagement
between the primary and secondary shafts 08 and 60. In this
embodiment, each system is independent, with the power and speed of
each shaft depending on engine working condition and engine input
parameters. In an additional embodiment, the SE-DPCE is capable of
accepting a carbureted fuel/air charge as well as performing a fuel
injection method of combustion. And, in yet another embodiment, the
SE-DPCE is capable of accepting air and water as well as air
followed by injected water directly sprayed into chamber E. In
another embodiment according to the present invention, the SE-DPCE
utilizes an electronic optimization management computer (not shown)
which monitors engine temperature, RPM, engine torque, fuel
consumption, injected water temperature, and injected water
quantity. The computer analyzes these various engine physical
parameters accordingly adjusts the injected water quantities,
temperatures and injected fuel quantities for best performance.
[0108] In various other embodiments according to the present
invention, the SE-DPCE may have any of several additional features.
In one embodiment, the water-steam chamber E operates with water
and/or steam instead of compressed air. As piston reaches TDC,
water and/or steam are injected into chamber E. Combustion piston
03 transfers compressed air only through interstage valve 12 into
chamber C. The water cooling and work producing functions describe
above are performed with injected water into chamber E and the
accompanying phase change into steam. During piston retraction, as
the piston moves toward TDC, chamber E steam and/or water is
exhaled through the steam/air exhaust valve 13. In an additional
embodiment, the steam may be heated to a higher temperature for
better engine performance.
[0109] In another alternative embodiment either water and/or steam
may be replaced with another liquid or gas such as Ammonia, Freon,
Ethanol or any other suitable expandable liquids (include
gaseous).
[0110] In a further embodiment, compressed air alone, and not water
or steam, is injected into chamber E.
[0111] In another embodiment, a boiler layer 71 comprises a
plurality of passages 71 for holding fluids and/or gases therein,
wherein the boiler layer 71 is wrapped around at least a portion of
the combustion chamber housing 02. As shown in FIG. 34, in one
embodiment, the boiler layer/passages 71 are surrounded by the
passages 14 of the wrapped exhaust pipe 14, both of which are
surrounded by heat isolation/insulation layer 15. It is understood
that the cross-sectional views of passages 71 and 14 are
illustrated as square and circular shapes, respectively for
purposes of illustration only. In actual implementations, any
desired shape may be utilized for these passages. In alternative
embodiments the passages 71 and/or passages 14 may each be
configured as a single larger passage or channel for holding fluids
and/or gases therein that is wrapped around the combustion chamber
housing. In one embodiments, pressurized water or other suitable
fluid from an external source (not shown) is pushed by a hydraulic
pump (not shown) into the boiler passages 71 via an inlet port 72.
Since combustion chamber C, cylinder 02 and the inner wrapped
exhaust layer 14 temperature are very high, any water (or any other
liquid) flowing or injected into the inlet port 72 will rapidly
turn into high pressure steam. In one embodiment, the high pressure
steam is then directed from steam output port 74 toward an external
steam piston engine (not shown) or steam turbine (not shown), which
converts the steam energy into additional useful mechanical work,
such as turning an electrical generator or mechanically engaging
the SE-DPCE main output shaft 08. The isolation layer 15 keeps most
of SE-DPCE heat energy within the engine structure. As power piston
04 begins its exhaust stroke hot combustion gases flows through
exhaust valve 11 into inlet exhaust wrap port 19, thereby heating
the inner wrapped exhaust layer 14. After transferring part of
their heat energy into the water/steam wrap tube 14, the exhaust
gases are exhaled from the engine through output port D.
[0112] By implementing the above-described method and apparatus,
the SE-DPCE embodiment creates and utilizes steam energy by using
previously unused thermal energy. The generated steam energy is
then used to produce additional mechanical work. In one embodiment,
the steam energy is utilized by an auxiliary steam engine or steam
turbine, which then converts the steam energy to additional
work.
[0113] Other embodiments in which engine intake and compression
pistons are physically separated from combustion and exhaust high
temperature influence are possible as well, as would be apparent to
one of skill in the art upon reviewing this description. While
various embodiments of the invention have been illustrated and
described, those of ordinary skill in the art will appreciate that
the above descriptions of the embodiments are exemplary only and
that the invention may be practiced with modifications or
variations of the devices and techniques disclosed above. Those of
ordinary skill in the art will know, or be able to ascertain using
no more than routine experimentation, many equivalents to the
specific embodiments of the invention described herein. Such
modifications, variations, and equivalents are contemplated to be
within the spirit and scope of the present invention as set forth
in the claims below.
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