U.S. patent application number 12/736583 was filed with the patent office on 2012-09-13 for reciprocating machine & other devices.
Invention is credited to Mitja Victor Hinderks.
Application Number | 20120227389 12/736583 |
Document ID | / |
Family ID | 40853844 |
Filed Date | 2012-09-13 |
United States Patent
Application |
20120227389 |
Kind Code |
A1 |
Hinderks; Mitja Victor |
September 13, 2012 |
RECIPROCATING MACHINE & OTHER DEVICES
Abstract
The disclosure relates to reciprocating fluid working devices
including internal combustion engines, compressors and pumps. A
number of arrangements for pistons and cylinders of unconventional
configuration are described, mostly intended for use in IC engines
operating without cooling. Included are toroidal combustion or
working chambers, some with fluid flow through the core of the
toroid, a single piston reciprocating between a pair of working
chambers, tensile valve actuation, tensile links between piston and
crankshaft, energy absorbing piston-crank links, crankshafts
supported on gas bearings, cylinders rotating in housings,
injectors having components which reciprocate or rotate during fuel
delivery. In some embodiments pistons mare rotate while
reciprocating. High temperature exhaust emissions systems are
described, including those containing filamentary material, as are
procedures for reducing emissions during cold start by means of
valves at reaction volume exit. Also disclosed are improved
vehicles, aircraft, marine craft, transmissions and exhaust
emission systems suited to the engines of the invention.
Inventors: |
Hinderks; Mitja Victor; (Los
Angeles, CA) |
Family ID: |
40853844 |
Appl. No.: |
12/736583 |
Filed: |
April 16, 2008 |
PCT Filed: |
April 16, 2008 |
PCT NO: |
PCT/US2008/004927 |
371 Date: |
October 21, 2010 |
Current U.S.
Class: |
60/317 |
Current CPC
Class: |
F01L 1/146 20130101;
F02B 77/11 20130101; F01L 3/02 20130101; Y02T 10/166 20130101; F01L
2001/0537 20130101; F02F 7/008 20130101; F02F 7/0021 20130101; F01L
13/0042 20130101; F01L 2001/0535 20130101; F01B 1/10 20130101; Y02T
10/16 20130101; F02F 3/0084 20130101; F01L 2810/02 20130101; F02B
75/002 20130101; F01L 3/04 20130101; F01P 3/02 20130101; F01L
2301/00 20200501; F01L 2301/02 20200501; Y02T 10/12 20130101 |
Class at
Publication: |
60/317 |
International
Class: |
F01N 3/02 20060101
F01N003/02 |
Claims
1. A device for processing fluids having an operating cycle and
including at least one cylinder assembly having at least one partly
closed end functioning as a cylinder head, a piston reciprocatable
in said cylinder assembly, a first structure partly defining a
volume for entry fluid and a second structure partly defining a
volume for egress fluid, said cylinder assembly and said piston
together forming at least one fluid working chamber of capacity
varying during said cycle, at least one port only open during
portion of said cycle positioned between each of said volumes and
said working chamber, in operation said device functioning as an
internal combustion engine wherein said working chamber is a
combustion chamber and said egress fluid is hot exhaust gas, said
engine having charge gas supply system, a fuel delivery apparatus
and an exhaust emission control system, said engine having no
purposely designed means for transferring heat from said cylinder
and being capable of operation for an indefinite period.
2. A device for processing fluids having an operating cycle and
including at least one cylinder assembly having at least one partly
closed end functioning as a cylinder head, a piston reciprocatable
in said cylinder assembly, a first structure partly defining a
volume for entry fluid and a second structure partly defining a
volume for egress fluid, said cylinder assembly and said piston
together forming at least one fluid working chamber of capacity
varying during said cycle, at least one port only open during
portion of said cycle positioned between each of said volumes and
said working chamber, in operation said device functioning as an
internal combustion engine wherein said working chamber is a
combustion chamber and said egress fluid is hot exhaust gas, said
engine having charge gas supply system, a fuel delivery apparatus
and an exhaust emission control system, said engine in operation
being substantially at maximum temperature under substantially all
conditions of load and speed, after warm-up of said engine.
3. A device for processing fluids having an operating cycle and
including at least one cylinder assembly having at least one partly
closed end functioning as a cylinder head, a piston reciprocatable
in said cylinder assembly, a first structure partly defining a
volume for entry fluid and a second structure partly defining a
volume for egress fluid, said cylinder assembly and said piston
together forming at least one fluid working chamber of capacity
varying during said cycle, at least one port only open during
portion of said cycle positioned between each of said volumes and
said working chamber, in operation said device functioning as an
internal combustion engine wherein said working chamber is a
combustion chamber and said egress fluid is hot exhaust gas, said
engine having charge gas supply system, a fuel delivery apparatus
and an exhaust emission control system, said fuel delivery system
including a cyclically moving device that carries fuel into said
chamber just prior to combustion.
4. A device for processing fluids having an operating cycle and
including at least one cylinder assembly having at least one partly
closed end functioning as a cylinder head, a piston reciprocatable
in said cylinder assembly, a first structure partly defining a
volume for entry fluid and a second structure partly defining a
volume for egress fluid, said cylinder assembly and said piston
together forming at least one fluid working chamber of capacity
varying during said cycle, at least one port only open during
portion of said cycle positioned between each of said volumes and
said working chamber, in operation said device functioning as an
internal combustion engine wherein said working chamber is a
combustion chamber and said egress fluid is hot exhaust gas, said
engine having charge gas supply system, a fuel delivery apparatus
and an exhaust emission control system, including an enclosed
volume on the side of said head opposite to said chamber and
thermal insulation means between said volume and said head.
5. A device for processing fluids having an operating cycle and
including at least one cylinder assembly having at least one partly
closed end functioning as a cylinder head, a piston reciprocatable
in said cylinder assembly, a first structure partly defining a
volume for entry fluid a second structure partly defining a first
volume for egress fluid and a third structure partly defining a
second volume for egress fluid, said cylinder assembly and said
piston together forming at least one fluid working chamber of
capacity varying during said cycle, at least one port only open
during portion of said cycle positioned between each of said
volumes and said working chamber, in operation said device
functioning as an internal combustion engine wherein said working
chamber is a combustion chamber and said egress fluid is hot
exhaust gas, said engine having charge gas supply system, a fuel
delivery apparatus and an exhaust emission control system, in
operation exhaust gases in said first egress volume and said second
egress volume being at different pressures.
6. A device for processing fluids having an operating cycle and
including at least one cylinder assembly having at least one partly
closed end functioning as a cylinder head, a piston reciprocatable
in said cylinder assembly, a first structure partly defining a
volume for entry fluid and a second structure partly defining a
volume for egress fluid, said cylinder assembly and said piston
together forming at least one fluid working chamber of capacity
varying during said cycle, at least one port only open during
portion of said cycle positioned between each of said volumes and
said working chamber, in operation said device functioning as an
internal combustion engine wherein said working chamber is a
combustion chamber and said egress fluid is hot exhaust gas, said
engine having charge gas supply system, a fuel delivery apparatus
and an exhaust emission control system, in operation said piston
substantially directly actuating said fuel delivery apparatus.
7. A device for processing fluids having an operating cycle and
including at least one cylinder assembly having at least one partly
closed end functioning as a cylinder head, a piston reciprocatable
in said cylinder assembly, a first structure partly defining a
volume for entry fluid and a second structure partly defining a
volume for egress fluid, said cylinder assembly and said piston
together forming at least one fluid working chamber of capacity
varying during said cycle, at least one port only open during
portion of said cycle positioned between each of said volumes and
said working chamber, in operation said device functioning as an
internal combustion engine wherein said working chamber is a
combustion chamber and said egress fluid is hot exhaust gas, said
engine having charge gas supply system, a fuel delivery apparatus
and an exhaust emission control system, said cylinder assembly
having formed within it at least one passage for fuel delivered by
said apparatus.
8. A device for processing fluids having an operating cycle and
including at least one cylinder assembly having at least one partly
closed end functioning as a cylinder head, a piston reciprocatable
in said cylinder assembly, a first structure partly defining a
volume for entry fluid and a second structure partly defining a
volume for egress fluid, said cylinder assembly and said piston
together forming at least one fluid working chamber of capacity
varying during said cycle, at least one port only open during
portion of said cycle positioned between each of said volumes and
said working chamber, in operation said device functioning as an
internal combustion engine wherein said working chamber is a
combustion chamber and said egress fluid is hot exhaust gas, said
engine having charge gas supply system, a fuel delivery apparatus
and an exhaust emission control system, said fuel delivery
apparatus including a passage for delivery of fuel communicating
with an aperture to said chamber, in operation said aperture
remaining open at all times during said cycle.
9. A device for processing fluids having an operating cycle and
including at least one cylinder assembly having at least one partly
closed end functioning as a cylinder head, a piston reciprocatable
in said cylinder assembly, a first structure partly defining a
volume for entry fluid and a second structure partly defining a
volume for egress fluid, said cylinder assembly and said piston
together forming at least one fluid working chamber of capacity
varying during said cycle, at least one port only open during
portion of said cycle positioned between each of said volumes and
said working chamber, in operation said device functioning as an
internal combustion engine wherein said working chamber is a
combustion chamber and said egress fluid is hot exhaust gas, said
engine having charge gas supply system, a fuel delivery apparatus
and an exhaust emission control system and means interposed between
said cylinder assembly and said piston so as in operation to cause
one of said cylinder assembly and said piston to rotate and
reciprocate relative to the other.
10. A device for processing fluids having an operating cycle and
including at least one cylinder assembly having at least one partly
closed end functioning as a cylinder head, a piston reciprocatable
in said cylinder assembly, a first structure partly defining a
volume for entry fluid and a second structure partly defining a
volume for egress fluid, said cylinder assembly and said piston
together forming at least one fluid working chamber of capacity
varying during said cycle, at least one port only open during
portion of said cycle positioned between each of said volumes and
said working chamber, in operation said device functioning as an
internal combustion engine wherein said working chamber is a
combustion chamber and said egress fluid is hot exhaust gas, said
engine having charge gas supply system, a fuel delivery apparatus
and an exhaust emission control system, said entry fluid comprising
charge air, said engine in operation combining fuel and air at
substantially stoichiometric mixture ratio at substantially all
conditions of load and speed, other than during cold start.
11. A device for processing fluids having an operating cycle and
including at least one cylinder assembly having at least one partly
closed end functioning as a cylinder head, a piston reciprocatable
in said cylinder assembly, a first structure partly defining a
volume for entry fluid and a second structure partly defining a
volume for egress fluid, said cylinder assembly and said piston
together forming at least one fluid working chamber of capacity
varying during said cycle, at least one port only open during
portion of said cycle positioned between each of said volumes and
said working chamber, in operation said device functioning as an
internal combustion engine wherein said working chamber is a
combustion chamber and said egress fluid is hot exhaust gas, said
engine having charge gas supply system, a fuel delivery apparatus
and an exhaust emission control system, wherein said control system
includes in operation mixing said exhaust gas with water.
12. A device for processing fluids having an operating cycle and
including at least one cylinder assembly having at least one partly
closed end functioning as a cylinder head, a first structure partly
defining a volume for entry fluid and a second structure partly
defining a volume for egress fluid, said cylinder assembly
containing a reciprocatable piston and with it forming at least one
fluid working chamber of capacity varying during said cycle, at
least one port which is only open during portion of said cycle
positioned between each of said volumes and at least one of said
working chambers, wherein said piston at least partly comprises at
least one of said structures and at least partly defines one of
said volumes, and wherein said other structure partly surrounds
said cylinder such that said second volume is substantially located
between said other structure and said cylinder assembly.
13. A device for processing fluids having an operating cycle and
including at least one cylinder assembly having at least one partly
closed end functioning as a cylinder head, a first structure partly
defining a volume for entry fluid and a second structure partly
defining a volume for egress fluid, said cylinder assembly
containing a piston and with it forming at least one pair of fluid
working chambers of capacity varying during said cycle and of which
at least one is of toroidal form, at least one port which is only
open during portion of said cycle positioned between each of said
volumes and at least one of said working chambers, said piston
including a projection penetrating at least one of said heads, in
operation one of said cylinder assembly and said piston comprising
the only essential moving part of said device, excepting any moving
parts in any fluid delivery system.
14. A device for processing fluids having an operating cycle and
including at least one cylinder assembly having at least one partly
closed end functioning as a cylinder head, a first structure partly
defining a volume for entry fluid and a second structure partly
defining a volume for egress fluid, said cylinder assembly
containing a reciprocatable piston and with it forming at least one
fluid working chamber of capacity varying during said cycle, at
least one port which is only open during portion of said cycle
positioned between each of said volumes and at least one of said
working chambers, at least one of said ports having a closure means
having a shape substantially that of at least a segment of a
ring.
15. A device for processing fluids having an operating cycle and
including at least one cylinder assembly having at least one partly
closed end functioning as a cylinder head, a first structure partly
defining a volume for entry fluid and a second structure partly
defining a volume for egress fluid, said cylinder assembly
containing a reciprocatable piston and with it forming at least one
fluid working chambers of capacity varying during said cycle, at
least one port which is only open during portion of said cycle
positioned between each of said volumes and at least one of said
working chambers, including an apparatus for in operation
delivering multiple different fluids to said chamber at different
times during said cycle.
16. A device for processing fluids having an operating cycle, a
crankshaft, and including at least one cylinder assembly having at
least one partly closed end functioning as a cylinder head, a first
structure partly defining a volume for entry fluid and a second
structure partly defining a volume for egress fluid, said cylinder
assembly containing a reciprocatable piston and with it defining at
least one pair of toroidal fluid working chambers of capacity
varying during said cycle, at least one port which is only open
during portion of said cycle positioned between each of said
volumes and at least one of said working chambers, said piston
being linked to said crankshaft by a connector assembly including
at least one bearing, in operation said connector assembly being
principally loaded in tension.
17. A device for processing fluids having an operating cycle, a
crankshaft, and including at least one cylinder assembly having at
least one partly closed end functioning as a cylinder head, a first
structure partly defining a volume for entry fluid and a second
structure partly defining a volume for egress fluid, said cylinder
assembly containing a reciprocatable piston and with it forming at
least one pair of fluid working chambers of capacity varying during
said cycle and of which at least one is of toroidal form, at least
one port which is only open during portion of said cycle positioned
between each of said volumes and at least one of said working
chambers, said cylinder assembly including at least one integral
component of bowl-like form.
18. A device for processing fluids having an operating cycle, a
crankshaft, and including at least one cylinder assembly having at
least one partly closed end functioning as a cylinder head, a first
structure partly defining a volume for entry fluid and a second
structure partly defining a volume for egress fluid, said cylinder
containing a reciprocatable piston defining at least one fluid
working chamber of capacity varying during said cycle, at least one
port which is only open during portion of said cycle positioned
between each of said volumes and at least one of said working
chambers, said piston being linked to said crankshaft by a
connector assembly including at least one bearing, said connector
assembly having an anchorage point on said crankshaft, in operation
the dimension between said anchorage point and said piston
designedly varying during said cycle.
19. A device for processing fluids having an operating cycle and
including at least one cylinder having at least one partly closed
end functioning as a cylinder head, a first structure partly
defining a volume for entry fluid and a second structure partly
defining a volume for egress fluid, said cylinder containing a
piston and with it forming at least one fluid working chamber of
capacity varying during said cycle, at least one port which is only
open during portion of said cycle positioned between each of said
volumes and at least one of said working chambers, at least one of
said cylinder assembly and said piston including a multiplicity of
components held in assembled and abutted condition by at least one
fastener principally loaded in tension.
20. A device for processing fluids having an operating cycle and
including a casing, at least one cylinder assembly having at least
one partly closed end functioning as a cylinder head, a piston
reciprocatable in said cylinder assembly, a first structure partly
defining a volume for entry fluid and a second structure partly
defining a volume for egress fluid, said cylinder assembly and said
piston together forming at least one fluid working chamber of
capacity varying during said cycle, at least one port only open
during portion of said cycle positioned between each of said
volumes and said working chamber, wherein said casing is
differentiated from and substantially encloses said cylinder
assembly.
21. A device for processing fluids having an operating cycle and
including at least one cylinder assembly having at least one partly
closed end functioning as a cylinder head with at least one
internal circumferential depression, a first structure partly
defining a volume for entry fluid and a second structure partly
defining a volume for egress fluid, said cylinder assembly
containing a piston having at least one external circumferential
projection, said external circumferential projection reciprocating
in said circumferential depression and both having working surfaces
defining at least one pair of toroidal fluid working chambers of
capacity varying during said cycle, at least one port which is only
open during portion of said cycle positioned between each of said
volumes and at least one of said working chambers, said depression
and projection having complementary surfaces of endless
approximately wave-like configuration, such that in operation the
relative reciprocating motion between said piston and said cylinder
assembly will also cause relative rotational motion between said
piston and said cylinder assembly.
22. A device for processing fluids having an operating cycle and
including at least one cylinder assembly having at least one partly
closed end functioning as a cylinder head, a piston reciprocatable
in said cylinder assembly, a first structure partly defining a
volume for entry fluid and second structure partly defining a
volume for egress fluid, said cylinder assembly and said piston
together forming at least one fluid working chamber of capacity
varying during said cycle, at least one port only open during
portion of said cycle positioned between each of said volumes and
said working chamber, wherein at least one of said cylinder
assembly and said piston is substantially composed of ceramic
material.
23. A device for processing fluids having an operating cycle and
including at least two cylinder assemblies, each assembly having at
least one partly closed end functioning as a cylinder head, a
piston reciprocatable in each of said cylinder assemblies, a first
structure partly defining a volume for entry fluid and a second
structure partly defining a volume for egress fluid, said each
cylinder assembly and said each piston forming at least one pair
fluid working chambers of capacity varying during said cycle and of
which at least one is of toroidal form, at least one port only open
during portion of said cycle positioned between each of said
volumes and said working chamber, said piston having a projecting
portion which pierces said end during portion of said operating
cycle, at least one of said cylinder assembly groups and said
piston groups comprising a multiplicity of components held in
assembled condition by at least one fastener loaded in tension.
24. A device for processing fluids having an operating cycle, a
crankshaft, and including at least two cylinder assemblies, each
cylinder assembly having at least one partly closed end functioning
as a cylinder head, a first structure partly defining a volume for
entry fluid and a second structure partly defining a volume for
egress fluid, said each cylinder containing a reciprocatable piston
and with it forming at least one pair of fluid working chambers of
capacity varying during said cycle and of which at least one is of
toroidal form, at least one port which is only open during portion
of said cycle positioned between each of said volumes and at least
one of said working chambers, the pistons of each of said
assemblies being structurally linked and substantially co-axial so
that in operation they move synchronously.
25. The device of any of claims 1 through 20 and 22 through 24,
wherein said cylinder assembly has at least one circumferential
depression, said piston has at least one circumferential
projection, in operation said projection reciprocating in said
depression to form a pair of fluid working chambers at least one
which is of toroidal form.
26. The device of any of claims 1 through 18 and 20 through 25,
including at least one fastener, wherein at least one of said
cylinder assembly and said piston includes a multiplicity of
components held in assembled condition by said fastener principally
loaded under tension.
27. The device of any of claims 1 through 18 and 20 through 25,
including at least two plates, wherein at least one of said
cylinder assembly and said piston are positioned between said
plates.
28. The device of any of claims 19, 23, 26 and 27, wherein said
fastener is of tubular form.
29. The device of any of claims 19, 23, 26 and 27, wherein said
fastener has internal passages for transfer of fluid.
30. The device of any of claims 1 through 11 and 13 through 29,
wherein said piston at least partly comprises at least one of said
structures and at least partly defines one of said volumes.
31. The device of any of claims 1 through 11 and 13 through 29,
wherein at least one of said structures partly surrounds said
cylinder such that said second volume is substantially located
between said structure and said cylinder.
32. The device of any of claims 21 and 25, said depression and
projection having complementary surfaces of endless approximately
wave-like configuration, such that in operation the relative
reciprocating motion between piston and cylinder will also cause
relative rotational motion between piston and cylinder.
33. The device of any of claims 1 through 25, wherein at least one
working chamber is for working fluid for transfer for further
working in at least one other working chamber in said device.
34. The device of any of claims 1 through 21 and 23 through 33,
wherein at least one of said cylinder assembly and said piston is
substantially of ceramic material.
35. The device of any of claims 22 and 34, including at least one
electrical circuit at least partly within said ceramic
material.
36. The device of any of the preceding claims, wherein said
cylinder assembly includes at least one pair of substantially
identical components arranged in mirror image about one
another.
37. The device of any of the preceding claims, wherein said piston
includes at least one pair of substantially identical components
arranged in mirror image about one another.
38. The device of any of claims 36 and 37, wherein at least one of
said ports is positioned between said pair of components.
39. The device of any of the preceding claims, wherein at least one
of said ports is located substantially at the midpoint of said
cylinder assembly.
40. The device of any of the preceding claims, including cylinder
assembly surfaces and piston surfaces at least partly defining said
working chambers, at least one of said surfaces having at least one
relatively small manufactured depression, said depression wholly
fillable by fluids worked by said device.
41. The device of any of claims 1 through 15 and 19 through 40,
including a crankshaft, said piston being linked to said crankshaft
by a connector assembly including at least one bearing, said
connector assembly including a connecting rod.
42. The device of any of claims 1 through 15 and 19 through 40,
including a crankshaft, said piston being linked to said crankshaft
by a connector assembly including at least one bearing, in
operation said connector assembly being principally loaded in
tension.
43. The device of any of claims 1 through 15 and 19 through 40,
including a crankshaft, said piston being linked to said crankshaft
by a connector assembly including at least one bearing, said
connector assembly having an anchorage point on said crankshaft, in
operation the dimension between said anchorage point and said
piston designedly varying during said cycle.
44. The device of any of claims 1 through 15 and 19 through 40,
including a crankshaft, said piston being linked to said crankshaft
by a connector assembly including at least one bearing, said
connector assembly including a scotch yoke.
45. The device of any of the preceding claims, including a
crankshaft, said piston at least indirectly mechanically linked to
said crankshaft by a connector assembly including at least one
bearing, said connector assembly including an element which absorbs
energy and gives up energy during different portions of said
cycle.
46. The device of any of claims 41 through 45, wherein at least one
bearing includes at least one circular shell and a non-circular
shell, the shells being designedly and cyclically laterally movable
relative to each other.
47. The device of claim 46, wherein said bearing includes an
element which absorbs energy and gives up energy during different
portions of said cycle.
48. The device of any of claims 41 through 45, wherein said
crankshaft includes within it passages for transfer of fluid for
any bearing.
49. The device of any of claims 41 through 48, wherein in operation
said bearing includes water in liquid or vapor form.
50. The device of any of claims 1 through 8, 10 through 15, 19, 20,
and 22 through 40, means interposed between said cylinder assembly
and said piston so as in operation to cause one of said cylinder
assembly and said piston to rotate and reciprocate relative to the
other.
51. The device of claim 50, wherein said means comprise at least
one pair of fluid working chambers having complementary surfaces of
endless approximately wave-like configuration, such that in
operation the relative reciprocating motion between piston and
cylinder will also cause relative rotational motion between piston
and cylinder.
52. The device of claim 50, wherein said means comprise a guide and
an endless track, said guide movable in said endless track, said
track having a multiple wave-form configuration.
53. The device of claim 52, wherein said guide is disengageable
from said track.
54. The device of claim 52, wherein said guide is of designedly and
selectively variable dimension.
55. The device of claim 50, including a rotatable shaft and an at
least indirect load transfer mechanism between said shaft and said
rotatable and reciprocatable piston or cylinder assembly, for
purpose of converting combined reciprocating and rotational motion
into only rotational motion, wherein said mechanism comprises a
hollow shaft with interior splines slidable on a shaft with
external splines.
56. The device of claim 50, including a rotatable shaft and an at
least indirect load transfer mechanism between said shaft and said
rotatable and reciprocatable piston or cylinder assembly, for
purpose of converting combined reciprocating and rotational motion
into only rotational motion, wherein said mechanism comprises gears
reciprocating and rotating relative to each other, with the
relative length of the gears such that drive is always engaged
irrespective of position of relative reciprocation.
57. The device of claim 50, including a rotatable shaft and an at
least indirect load transfer mechanism between said shaft and said
rotatable and reciprocatable piston or cylinder assembly, for
purpose of converting combined reciprocating and rotational motion
into only rotational motion, wherein said mechanism includes a
bellows device.
58. The device of claim 50, including a rotatable shaft and an at
least indirect load transfer mechanism between said shaft and said
rotatable and reciprocatable piston or cylinder assembly, for
purpose of converting combined reciprocating and rotational motion
into only rotational motion, wherein said mechanism includes at
least one hinged element.
59. The device of claim 50, including a rotatable shaft and an at
least indirect load transfer mechanism between said shaft and said
rotatable and reciprocatable piston or cylinder assembly, for
purpose of converting combined reciprocating and rotational motion
into only rotational motion, wherein said mechanism includes at
least one pair of substantially parallel flanges separated by at
least one roller, the flanges in operation moving laterally
relatively to one another.
60. The device of any of claims 1 through 19 and 21 to 59,
including a casing, wherein said casing is differentiated from and
substantially encloses at least said cylinder assembly.
61. The device of claim 60, wherein said casing has a configuration
to substantially restrict heat transfer from said cylinder
assembly.
62. The device of claim 61, wherein said configuration includes a
space which substantially comprises a near vacuum.
63. The device of any of claims 61 and 62, wherein said
configuration includes material having thermal and/or acoustic
insulating effect.
64. The device of claim 63, wherein said casing includes an ourt
skin and mounted within said skin a structure for substantially
supporting.
65. The device of any of claims 1 through 15, 19 through 40, and 49
though 59, including a casing, wherein said casing is
differentiated from and substantially encloses said cylinder
assembly, and means to mount said cylinder assembly in said casing
to enable said cylinder assembly to rotate while said piston is
reciprocating within said cylinder assembly.
66. The device of claim 64, wherein said casing has a configuration
to substantially restrict heat transfer from said cylinder
assembly.
67. The device of claim 66, wherein said configuration includes a
space which substantially comprises a near vacuum.
68. The device of any of claims 66 and 67, wherein said
configuration includes thermal insulating material mounted within a
casing.
69. The device of claim 68, wherein said casing includes and ourt
skin and mounted within said skin a structure for at least partly
supporting said device.
70. The device of any of the preceding claims, wherein fluid is
transferred via a permeable material.
71. The device of claim 70, wherein said material has wick-like
characteristics.
72. The device of any of the preceding claims, said cylinder
assembly including at least one integral component having the
approximate form of a bowl with a central hole.
73. The device of any of the preceding claims, including a passage,
wherein said passage includes an elastomeric tube having a waist,
in operation the diameter of said waist being controlledly
variable.
74. The device of any of claims 12 to 73, in operation said device
functioning as an internal combustion engine wherein at least one
said working chamber is a combustion chamber and said egress fluid
includes hot exhaust gas, said engine having charge gas supply
system, a fuel delivery apparatus and an exhaust emission control
system, said engine having no purposely designed means for
transferring heat from said cylinder and being capable of operation
for an indefinite period.
75. The device of claim 74, wherein said engine has no purposely
designed means for transferring heat from said cylinder and is
capable of operation for an indefinite period.
76. The device of claim 74, wherein said engine in operation is
substantially at maximum temperature under substantially all
conditions of load and speed.
77. The device of claim 74, wherein said fuel delivery system
includes a cyclically moving device that carries fuel into said
chamber just prior to combustion.
78. The device of claim 74, including an enclosed volume on the
side of said head opposite to said chamber and thermal insulation
means between said volume and said head.
79. The device of claim 74, including a third structure defining a
second volume for egress fluid, in operation exhaust gases in said
first egress volume and said second egress volume being at
different pressures.
80. The device of claim 74, in operation said piston substantially
directly actuating said fuel delivery apparatus.
81. The device of claim 74, said cylinder assembly having formed
within it at least one passage for fuel delivered by said
apparatus.
82. The device of claim 74, said fuel delivery apparatus including
a passage for delivery of fuel communicating with an aperture to
said chamber, in operation said aperture remaining open at all
times during said cycle.
83. The device of claim 74, said engine in operation combining fuel
and air at substantially stoichiometric mixture ratio at
substantially all conditions of load and speed, other than during
warm-up.
84. The device of claim 74, wherein said control system includes in
operation mixing said exhaust gas with water.
85. The device of any of claims 1 through 11 and 74 through 84,
wherein said entry fluid includes air.
86. The device of any of claims 1 through 11 and 74 through 84,
wherein said entry fluid includes hydrogen peroxide.
87. The device of any of claims 1 through 11 and 74 through 86,
wherein said apparatus includes a component having a portion
communicating with said combustion chamber, wherein said component
rotates at least partly during fuel delivery.
88. The device of any of claims 1 through 11 and 74 through 87,
wherein said apparatus includes a component having a portion
communicating with said combustion chamber, wherein said portion
cyclically intrudes into and retracts from said combustion chamber
at least partly during fuel delivery.
89. The device of any of claims 1 through 11 and 74 through 88,
wherein said apparatus includes a fuel ignition means.
90. The device of any of claim 89, wherein said part of said part
of said fuel delivery apparatus and part of said ignition means are
effectively combined in one module, which is removable and
optionally interchangeable with another module.
91. The device of any of claims 1 through 11 and 74 through 90,
wherein said apparatus delivers fuel into a pre-combustion
zone.
92. The device of claim 91, wherein said zone is defined by part of
said apparatus.
93. The device of any of claims 91 and 92, wherein said part of
said fuel delivery apparatus and part of said apparatus defining
said pre-combustion zone are effectively combined in one module,
which is removable and optionally interchangeable with another
module.
94. The device of any of claims 1 through 11 and 74 through 93,
including a second apparatus for delivery of a second fluid, in a
addition to said fuel delivery apparatus.
95. The device of claim 92, wherein said second fluid includes
water in liquid or gaseous form.
96. The device of any of claims 94 and 95, wherein said part of
said fuel delivery apparatus and part of said second apparatus and
are combined in one module, which is removable and optionally
interchangeable with another module.
97. The device of any of claims 1 through 11 and 74 through 96,
including a reciprocating compressor, wherein said entry fluid is
charge gas and in operation is during selected operating modes
compressed by said compressor, said compressor being at least
indirectly driven by said piston.
98. The device of any of claims 1 through 11 and 74 through 96,
including a reciprocating compressor, wherein said exhaust gas and
in operation is during selected operating modes compressed by said
compressor, said compressor being at least indirectly driven by
said piston.
99. The device of any of claims 97 and 99, including an expandable
and contractable gas reservoir, wherein during selected operating
modes said gas is stored in said reservoir.
100. The device of any of claims 1 through 11 and 74 through 99
including a controllably variable-opening valve, wherein in
operation during warm-up of said engine exhaust gas flow is wholly
or partly restricted by means of said valve.
101. The device of any of claims 1 through 11 and 74 through 100,
including an exhaust gas reservoir, wherein in operation at least
during warm-up of said engine exhaust gas flow is wholly or partly
directed to said exhaust gas reservoir.
102. The device of any of claims 1 through 11 and 74 through 101,
wherein said fuel delivery apparatus includes at least one fluid
delivery device having an electrical circuit to provide spark to
assist the commencement of combustion.
103. The device of any of the preceding claims, wherein at least
one of said ports is openable and closable by means of a poppet
valve whose working chamber face is of curvilinear form, including
inner and outer arcs of very approximately common center, in
operation fluid flowing at least past inner and outer arcs.
104. The device of any of claims 1 through 11 and 74 through 103,
wherein said second structure is an exhaust gas manifold, and is
attached directly to said engine.
105. The device of claim 104, wherein said manifold is comprised of
at least two components held in assembled condition by means of
fasteners.
106. The device of any of claims 1 through 11 and 74 through 104,
wherein said second structure is an exhaust gas reactor having
substantially curvilinear form, and is attached directly to said
engine.
107. The device of claim 106, wherein said reactor is comprised of
at least two components held in assembled condition by means of
fasteners.
108. The device of any of claims 1 through 11 and 74 through 107,
wherein said apparatus includes a an installable and removable
cartridge, in operation exhaust gas flowing through said
cartridge.
109. The device of claim 108, wherein said cartridge contains
filamentary material.
110. The device of any of the preceding claims, wherein at least
one of said volumes contains filamentary material.
111. The device of claim 110, wherein said filamentary material
includes at least some substance having catalytic effect to hasten
chemical reaction in said fluid.
112. The device of claim 110, wherein said filamentary material is
at least partly of wool-like configuration.
113. The device of claim 110, wherein said filamentary material
includes one or more wires.
114. The device of claim 110, wherein said filamentary material
includes one or more holed sheets.
115. The device of any of claims 110 through 114, wherein said
material is substantially ceramic.
116. The device of any of claims 110 through 114, wherein said
material is substantially non-corrosive metal alloy.
117. The device of any of claims 1 through 11 and 73 through 116,
wherein said device is part of a compound engine including said
internal combustion engine and a turbine engine, in operation said
hot exhaust gas being used to at least partly power said turbine
engine.
118. The device of any of claims 1 through 11 and 73 through 117,
wherein said device is part of a compound engine including said
internal combustion engine and a steam engine, in operation the
heat energy of said exhaust gas being used to at least partly power
said steam engine.
119. The device of any of claims 1 through 11 and 73 through 117,
wherein said device is part of a compound engine including said
internal combustion engine and a Stirling engine, in operation the
heat energy of said exhaust gas being used to at least partly power
said Stirling engine.
120. The device of any of claims 117 through 119, including a
thermally insulated passage, wherein said internal combustion
engine and said turbine engine are located relatively remotely from
one another and are linked by said passage, in operating hot
exhaust gas passing from said internal combustion engine to turbine
engine through said passage.
121. The device of any of the preceding claims, said device
including an electrical generator, wherein at least a portion of
said generator is at least indirectly mechanically linked to said
piston.
122. The device of claim 121, wherein said generator additionally
functions as a starter motor.
123. The device of any of claims 74 through 103, including a
casing, wherein said casing is differentiated from and
substantially encloses said cylinder assembly.
124. The device of claim 123, wherein said casing has a
configuration to substantially restrict heat transfer from said
cylinder assembly.
125. The device of claim 124, wherein said configuration includes a
space which substantially comprises a near vacuum.
126. The device of any of claims 124 and 125, wherein said
configuration includes thermal insulating material mounted within a
casing.
127. The device of claim 126, wherein said casing is substantially
of metal.
128. The device of any of claims 74 through 103, including a
casing, wherein said casing is differentiated from and
substantially encloses said cylinder assembly, and means to mount
said cylinder assembly in said casing to enable said cylinder
assembly to rotate while said piston is reciprocating within said
cylinder assembly.
129. The device of claim 128, wherein said casing has a
configuration to substantially restrict heat transfer from said
cylinder assembly.
130. The device of claim 129, wherein said configuration includes a
space which substantially comprises a near vacuum.
131. The device of any of claims 129 and 130, wherein said
configuration includes thermal insulating material mounted within a
casing.
132. The device of claim 131 wherein said casing is substantially
of metal.
133. The device of any of claims 20, 60 through 71 and 123 through
132, said device including an electrical generator, wherein at
least a portion of said generator is at least indirectly
mechanically linked to said piston, said generator being
substantially located within said casing.
134. The device of claim 133, wherein said generator additionally
functions as a starter motor.
135. The device of any of claims 20, 60 through 71 and 123 through
132, including an electrical motor, wherein at least a portion of
said motor is at least indirectly mechanically linked to said
piston, said generator being substantially located within said
casing.
136. The device of any of the preceding claims, including an
electrical generator, wherein at least a portion of said generator
is at least indirectly mechanically linked to said piston.
137. The device of any of the preceding claims, including an
electrical motor, wherein at least a portion of said motor is at
least indirectly mechanically linked to said piston.
138. The device of any of claims 1 through 11 and 74 through 103,
including a turbine engine, in operation said hot exhaust gas being
at least partly used to power said turbine engine.
139. The device of any of claims 20, 60 through 71 and 123 through
132, including a turbine engine, wherein said turbine engine is
mounted within said casing.
140. The device of any of claims 20, 60 through 71 and 123 through
132, including a steam engine, wherein said stern engine is mounted
within said casing.
141. The device of any of claims 20, 60 through 71 and 123 through
132, including a Stirling engine, wherein said Stirling engine is
mounted within said casing.
142. The device of any of claims 20, 60 through 71, 123 through
132, and 139 through 141, wherein said device is part of a system
including but not limited to a vehicle, said system being provided
with a depression or recess of approximately the same dimensions as
the exterior dimensions of said casing, said casing and device
being installed in said recess or depression prior to operation of
said system.
143. The device of any of claim 142, including at least one
aperture in said casing for transfer of fluids worked by said
device, wherein said depression or recess communicates with at
least one passage in said system for transfer of fluid processed by
said device, said passage aligning with and having common function
with said aperture.
144. The device of any of claim 143, wherein said device includes
at least one electrical circuit, said casing being provided with at
least one first electrical connector, said depression or recess
being provided with at least one second electrical connector which
aligns and make connection with said first connector when said
device is installed in said depression prior to operation of said
system.
145. The device of any of claims 12 to 71, wherein said device is a
fluid pump.
146. The device of any of claims 12 to 71, wherein said device is a
gas compressor.
147. An aircraft which is a helicopter having at least one prime IC
engine for propulsion and a structure supporting a fuselage and at
least one airfoil, said aircraft propelled by at least two blades
attached to a rotatable shaft, said shaft being rotatably mounted
on a hollow approximately vertically aligned rotor post at least
indirectly fixedly to said structure, said shaft in operation at
least indirectly driven by said first prime engine, said aircraft
having a second IC engine which is a turbine, in operation said
blades imparting a rotational moment to said fuselage and said
turbine so mounted towards the rear of said craft to as to impart
an opposite and approximately equal rotational moment to said
fuselage, so to facilitate travel in a strait line.
148. The aircraft of claim 147, including a passage for gas,
wherein said prime engine is a reciprocating engine and functions
as the first stage of a compound reciprocating/turbine IC engine,
said second engine being the turbine stage of said compound engine,
in operation said passage transferring hot high pressure gas from
said reciprocating engine stage to said turbine stage.
149. The aircraft of claim 147, wherein said prime engine is the
engine of any of claims 1 through 11 and 74 through to 116.
150. The aircraft of claim 148, wherein said compound engine is the
engine of any of claims 117 to 145.
151. An aircraft which is a helicopter having at least one prime IC
engine for propulsion and a structure supporting a fuselage and at
least one airfoil, said aircraft propelled by at least two blades
attached to a rotatable shaft, said shaft being rotatably mounted
on a hollow approximately vertically aligned rotor post at least
indirectly fixedly to said structure, said shaft in operation at
least indirectly driven by said engine, the interior of said post
containing an explosive device and above it a folded parachute
partly attached to the interior of said post, such that if and when
in flight said prime engine becomes at least partly inoperative,
said device is triggered to propel said parachute upwards out of
said post in such a manner that said parachute opens and slows the
descent of said aircraft.
152. The aircraft of claim 5, wherein said prime engine is the
engine of any of claims 1 through 11 and 74 through 145.
153. An aircraft having at least one prime IC engine for propulsion
and a structure supporting a fuselage and at least one airfoil,
said aircraft propelled by least two blades attached to at least
one rotatable shaft mounted at least indirectly on said structure,
in operation said shaft being directly or indirectly driven by said
engine, wherein said engine is the engine of any of claims 1
through 11 and 74 through 145.
154. The aircraft of claim 153, wherein said aircraft is a
helicopter.
155. The aircraft of claim 153, wherein said aircraft is a fixed
wing aircraft.
156. The aircraft of claim 153, wherein said aircraft is a
lighter-than-air aircraft.
157. An aircraft of any kind having at least one prime IC engine
for propulsion and a structure supporting a fuselage and at least
one airfoil, said aircraft propelled by least two blades attached
to at least one rotatable shaft mounted at least indirectly on said
structure, wherein said shaft is in operation powered by a hybrid
propulsion system substantially contained within said aircraft,
said system including at least said prime engine, an electrical
generator, and an electrical motor at least indirectly driving said
shaft, in operation said prime engine driving said generator, which
at least indirectly powers said motor.
158. The aircraft of claim 157, wherein said prime engine is the
engine of any of claims 1 through 11 and 74 through 145.
159. The aircraft of any of claims 157 and 158, wherein said system
further includes at least one electrical controller for purpose of
regulating electrical current between various components of said
hybrid propulsion system.
160. The aircraft of any of claims 157 and 158, wherein said system
further includes at least one photovoltaic array mounted on the
exterior of said aircraft.
161. The aircraft of any of claims 157 and 158, wherein said system
further includes at least one energy storage device.
162. The aircraft of claim 161, wherein said energy storage device
includes one or more electrical batteries.
163. The aircraft of claim 161, wherein said energy storage device
includes one or more electrical capacitors.
164. The aircraft of claim 161, wherein said energy storage device
includes one or more flywheels.
165. The aircraft of any of claims 157 through 164, wherein a
stator portion of said electric motor is at least indirectly
fixedly mounted to said structure and a rotor portion of said
electric motor is at least indirectly attached to said rotatable
shaft.
166. The aircraft of any of claim 147 through 157, wherein said
prime engine is a compound reciprocating/turbine IC engine
comprising a reciprocating engine first stage and a turbine engine
second stage, in operation hot and high pressure exhaust gas from
said reciprocating engine being used to at least partly power said
turbine, said turbine at least partly propelling said aircraft.
167. The aircraft of claim 166, wherein said compound engine is the
engine of any of claims 1 through 11 and 74 through 145.
168. The aircraft of any of any of claims 166 and 161, wherein in
operation gas from said turbine stage is discharged in a direction
substantially opposite to direction of normal travel, so as to
provide propulsive thrust.
169. The aircraft of claim 168, wherein the direction of said
discharge is controllably variable.
170. The aircraft of any of claims 166 through 169, wherein said
reciprocating stage is mounted within said fuselage.
171. The aircraft of any of claims 166 through 169, wherein in
operation said blades are at least indirectly driven by said
reciprocating engine stage.
172. The aircraft of any of claims 166 through 171, including a
second rotatable shaft, wherein said second shaft at least
indirectly links said reciprocating stage with said turbine
stage.
173. The aircraft of claim 172, wherein in operation said rotatable
shaft and said second shaft rotate at the same speed.
174. The aircraft of claim 173, wherein said rotatable shaft and
said second shaft are the same.
175. The aircraft of any of claims 157 through 170, including any
electric motor, wherein said electric motor is mounted fore of said
turbine stage, said electric motor and said turbine having shafts
with substantially parallel axes of rotation.
176. The aircraft of claim 175, including an electric motor shaft
and a turbine stage shaft, wherein said shafts have substantially
parallel axes of rotation.
177. The aircraft of claim 175, including an electric motor shaft
and a turbine stage shaft, wherein said shafts are at least
indirectly mechanically linked.
178. The aircraft of any of claims 166 through 170 and 175 through
177, including an enclosure attached to said structure, wherein in
operation said blades are at least indirectly driven by said
electric motor, said blades with said motor and said turbine stage
together at least partly mounted substantially centrally within
said enclosure, such that air passes at least partly between said
enclosure and at least one of said electric motor and said turbine
stage, said air being accelerated by said blades.
179. The aircraft of claim 178, including a thermally insulated
passage, in operation hot high pressure exhaust gas from said
reciprocating stage passing to said turbine stage through said
passage.
180. The aircraft of claim 178, including a hollow airfoil and a
thermally insulated passage, wherein said enclosure is attached to
said structure by said airfoil, in operation hot high pressure
exhaust gas from said reciprocating stage passing to said turbine
stage through said passage, said passage at least partly located in
said airfoil.
181. The aircraft of any of claims 179 and 180, including at least
one exhaust gas treatment system located in said passage.
182. The aircraft of claim 177, wherein said treatment system
includes at least one device for removing carbon dioxide from said
gas.
183. The aircraft of any of claims 178 through 182, wherein said
reciprocating stage is located in said fuselage.
184. The aircraft of any of claims 166 through 174, including an
enclosure attached to said structure, wherein in operation said
blades are at least indirectly driven by said reciprocating stage,
said blades with said reciprocating stage and said turbine stage
together at least partly mounted substantially centrally within
said enclosure, such that air at least partly passes between said
enclosure and at least one of said reciprocating stage and said
turbine stage, said air being accelerated by said propulsion
device.
185. The aircraft of claim 184, including a passage for air mounted
in said structure, in operation air passing through said passage to
said reciprocating stage.
186. The aircraft of claim 184, including a hollow airfoil and a
passage for air, wherein said enclosure is attached to said
structure by said airfoil, in operation air passing to said
reciprocating stage through said passage, said passage at least
partly located in said airfoil.
187. The aircraft of any of claims 147 through 186, including a
fixed wing or airfoil aligned in any direction, said airfoil
including at least one extendable and retractable portion having at
least upper and lower surfaces.
188. The aircraft of claim 187, including at least one
hydraulically powered piston movable in a cylinder, wherein
movement of said portion is at least partly actuated by said
piston.
189. The aircraft of claim 187, wherein the motion of at least part
of said portion relative to said airfoil is telescopic.
190. The aircraft of claim 187, wherein the motion of said portion
relative to said airfoil is rotational.
191. The aircraft of claim 187, wherein in operation said portion
has surfaces which fold and unfold in a bellows-like manner.
192. The aircraft of claim 187, wherein said surfaces are of a
material capable of folding and unfolding in a bellows-like
manner.
193. The aircraft of any of claims 147 through 192, said aircraft
having a combustion engine for any purpose, said engine in
operation emitting exhaust gas, said aircraft having a treatment
system for said gas.
194. The aircraft of claim 193, wherein said treatment system
includes at least one device for removing particulate matter from
said gas.
195. The aircraft of claim 193, wherein said treatment system
includes at least one device for removing nitric oxides from said
gas.
196. The aircraft of claim 193, wherein said treatment system
includes at least one device for removing carbon dioxide from said
gas.
197. An aircraft of any kind having a combustion engine for any
purpose, said engine in operation emitting exhaust gas, said craft
having a treatment system for said gas, wherein said treatment
system includes at least one device for removing carbon dioxide
from said gas.
198. An aircraft of any kind having a combustion engine for any
purpose, said engine in operation emitting exhaust gas, said craft
having a treatment system for said gas, wherein said treatment
system includes at least one device wherein water is mixed with
said gas.
199. The aircraft of claims 147 through 198, wherein in operation
said aircraft carries passengers.
200. The aircraft of claims 1 through 198, wherein in operation
said aircraft carries cargo.
201. The aircraft of claims 1 through 198, wherein in operation
said aircraft carries advertisements.
202. The aircraft of claims 1 through 198, wherein in operation
said aircraft is a military aircraft.
203. A marine craft having a structure supporting a hull and at
least partly powered by an engine, said craft having at least one
through-the-water propulsion device, said engine at least
indirectly driving said propulsion device by means including a
rotatable shaft, wherein said engine is the combustion engine of
any of claims 1 through 11 and 74 through 145.
204. A marine craft which is a hydrofoil craft having a hull and at
least partly powered by an engine, said craft having at least one
through-the-water propulsion device, said hull in operation
supported by a structure comprising at least one hydrofoil post to
lift at least part of said hull out of the water, with the foot of
said post being attached to at least one substantially submerged
element, and at least one substantially submerged hydrofoil mounted
on said element, said propulsion device being mounted to at least
one of said element and hydrofoil, said engine at least indirectly
driving said propulsion device by means including a rotatable
shaft, wherein said engine is the combustion engine of any of
claims 1 through 11 and 74 through 145.
205. A marine craft which is a hydrofoil craft having a hull and at
least partly powered by an engine, said craft having at least one
through-the-water propulsion device, said hull in operation
supported by a structure comprising at least one hydrofoil post to
lift at least part of said hull out of the water, with the foot of
said post being attached to at least one substantially submerged
element, and at least one substantially submerged hydrofoil mounted
on said element, said propulsion device being mounted to at least
one of said element and hydrofoil, said engine at least indirectly
driving said propulsion device by any means including a rotatable
shaft, said craft having a second engine at least indirectly
driving a second propulsion device by means including a second
rotatable shaft, wherein said second engine with said second
propulsion device is only able to drive said craft when said hull
is in the water.
206. A marine craft which is a hydrofoil craft having a hull and at
least partly powered by an engine, said craft having at least one
through-the-water propulsion device, said hull in operation
supported by a structure comprising at least one hydrofoil post to
lift at least part of said hull out of the water, with the foot of
said post being attached to at least one substantially submerged
element, and at least one substantially submerged hydrofoil mounted
on said element, said propulsion device being mounted to at least
one of said element and hydrofoil, said engine at least indirectly
driving said propulsion device by means including a rotatable
shaft, wherein said engine and said element are together pivotally
mounted on said post
207. A marine craft which is a hydrofoil craft having a hull and at
least partly powered by an engine, said craft having at least one
through-the-water propulsion device, said hull in operation
supported by a structure comprising at least one hydrofoil post to
lift at least part of said hull out of the water, with the foot of
said post being attached to at least one substantially submerged
element, and at least one substantially submerged hydrofoil mounted
on said element, said propulsion device being mounted to at least
one of said element and hydrofoil, said engine at least indirectly
driving said propulsion device by means including a rotatable
shaft, wherein said post is telescopically mounted about said hull
to be selectively extendable from and retractable towards said
hull.
208. A marine craft which is a hydrofoil craft having a hull and at
least partly powered by an engine, said craft having at least one
through-the-water propulsion device, said hull in operation
supported by a structure comprising at least one hydrofoil post to
lift at least part of said hull out of the water, with the foot of
said post being attached to at least one substantially submerged
element, and at least one substantially submerged hydrofoil mounted
on said element, said propulsion device being mounted to at least
one of said element and hydrofoil, said engine at least indirectly
driving said propulsion device by means including a rotatable
shaft, wherein said post is pivotally mounted about said hull to be
selectively extendable from and retractable towards said hull.
209. The marine craft of claim 208, wherein said element is
pivotally mounted about the lower portion of said post, such that
whatever the several positions of the post, the corresponding
positions of the element are substantially parallel to one
another.
210. A marine craft which is a hydrofoil craft having a hull and at
least partly powered by an engine, said craft having at least one
through-the-water propulsion device, said hull in operation
supported by a structure comprising at least one hydrofoil post to
lift at least part of said hull out of the water, with the foot of
said post being attached to at least one substantially submerged
element, and at least one substantially submerged hydrofoil mounted
on said element, said propulsion device being mounted to at least
one of said element and hydrofoil, at least portion of said post
being retractable towards and extendable from said hull, said post
containing a device that under certain circumstances causes a
signal to be transmitted which triggers the retraction of said
post.
211. A large marine craft such as an oil tanker which is a
hydrofoil craft having a hull and at least partly powered by an
engine, said craft having at least one through-the-water propulsion
device, said hull in operation supported by a multiplicity of
structures, each structure comprising at least one hydrofoil post
to lift at least part of said hull out of the water, with the foot
of said post being attached to at least one substantially submerged
element, and at least one substantially submerged hydrofoil mounted
on said element, said propulsion device being mounted to at least
one of said element and said hydrofoil of at least one said
structure, said engine at least indirectly driving said propulsion
device by any method, wherein said post is mounted about said hull
in a manner that allows at least portion of said post to be
selectively extendable from and retractable towards said hull,
wherein when said craft is anchored its waterline in plan view has
a form broadly approximating that of an ellipse or an American
football.
212. The marine craft of any of claims 204 through 211, wherein
said hull is provided with one or more recesses such that when said
post with element and hydrofoil are in a fully retracted position
they are positioned substantially within the cross-section profile
of said hull at its largest part.
213. A marine craft which is a hydrofoil craft having a hull and at
least partly powered by an engine, said craft having at least one
through-the-water propulsion device, said hull in operation
supported by a structure comprising at least one hydrofoil post to
lift at least part of said hull out of the water, with the foot of
said post being attached to at least one substantially submerged
element, and at least one substantially submerged hydrofoil mounted
on said element, said propulsion device being mounted to at least
one of said element and hydrofoil, said engine at least indirectly
driving said propulsion device by any method, wherein said post is
mounted about said hull in a manner that allows at least portion of
said post to be selectively extendable from and retractable towards
said hull and said hull is provided with at least one recesses such
that when said post with element and hydrofoil are in a fully
retracted position a substantial portion of said element is nested
in said recess and said structure is positioned substantially
within the cross-sectional profile of said hull at its largest
part.
214. The marine craft of any of claims 207 through 213, including
at least two removable hatches, one of said hatches mounted in an
upper portion of said element and another of said hatches provided
in the underside of said hull, such that when said post with said
element is in a most retracted position said hatches are
substantially aligned, and when said hatches are removed human
access is obtained to the interior of said element from within said
hull.
215. A marine craft which is a hydrofoil craft having a hull and at
least partly powered by an engine, said craft having at least one
through-the-water propulsion device, said hull in operation
supported by a structure comprising at least one hydrofoil post to
lift at least part of said hull out of the water, with the foot of
said post being attached to at least one substantially submerged
element, and at least one substantially submerged hydrofoil mounted
on said element, said propulsion device being mounted to at least
one of said element and hydrofoil, said engine at least indirectly
driving said propulsion device by means including a rotatable
shaft, wherein said post is mounted about said hull to be
selectively extendable from and retractable towards said hull,
including at least two removable hatches, one of said hatches
mounted in an upper portion of said element and another of said
hatches provided in the underside of said hull, such that when said
post with said element is in a most retracted position said hatches
are substantially aligned, and when said hatches are removed human
access is obtained to the interior of said element from within said
hull.
216. The marine craft of any of claims 205 through 215, wherein
said engine is the combustion engine of any of claims 1 through 11
and 74 through 145.
217. The marine craft of claims 204 through 216, wherein said post
is substantially inclined to the vertical.
218. The marine craft of claims 204 through 217, wherein said post
contains at least said rotatable shaft.
219. The marine craft of claims 204 through 217, wherein said post
contains at least a passage for air for any internal combustion
engine for any purpose.
220. The marine craft of claims 204 through 217, wherein said post
contains at least a passage for exhaust gas from any internal
combustion engine for any purpose.
221. The marine craft of claims 204 through 217, wherein said post
contains at least circuits to provide electrical power to any
electric motor.
222. The marine craft of any of claims 204 through 221 wherein said
engine and said propulsion device are both pivotally mounted about
a single substantially vertically inclined axis.
223. The marine craft of any of claims 204 through 222, wherein
said element is so formed as to in operation function as a
hydrofoil.
224. The marine craft of any of claims 204 through 223, wherein
said element and the foot of said post are substantially
integral.
225. The marine craft of any of claims 204 through 223, wherein
said element is pivotally mounted on the foot of said post.
226. The marine craft of any of claims 203 through 225 including an
electric motor and an electrical generator and an arrangement for
storing energy, wherein said craft is at least partly powered by an
electric drive system, said system comprising at least said
generator and said motor, said craft having at least one
through-the-water propulsion device such as an impeller or
propeller, in at least some modes of operation said motor at least
partly using said stored energy to at least indirectly drive said
propulsion device by means including a rotatable shaft and said
internal combustion engine powering said generator to provide
electrical energy for said motor.
227. A marine craft having a structure supporting a hull and at
least partly powered by a hybrid propulsion system, said system
including an electrical motor and an electrical generator and a
combustion engine, said craft having at least one through-the-water
propulsion device, in operation said motor at least indirectly
driving said propulsion device by any means including a rotatable
shaft, said combustion engine powering said generator to provide
electrical energy for said motor, wherein said combustion engine is
the device of any of claims 1 through 144.
228. The marine craft of any of claims 226 and 227, wherein said
system further includes at least one electrical controller for
purpose of regulating electrical current between various components
of said hybrid propulsion system.
229. The marine craft of any of claims 226 through 227, wherein
said system further includes at least one photovoltaic array
mounted on the exterior of said craft.
230. The marine craft of any of claims 226 through 227, wherein
said system further includes at least one wind-powered electrical
generator mounted on the exterior of said craft.
231. The marine craft of claim 227, wherein said system further
includes at least one arrangement for storing energy.
232. The marine craft of claim 231, wherein said energy storage
arrangement includes one or more electrical batteries.
233. The marine craft of claim 231, wherein said energy storage
arrangement includes one or more electrical capacitors.
234. The marine craft of claim 231, wherein said energy storage
arrangement includes one or more flywheels.
235. The marine craft of any of claims 226 through 234, wherein a
stator portion of said electric motor is at least indirectly
fixedly mounted to said structure and a rotor portion of said
electric motor is incorporated with said rotatable shaft.
236. The marine craft of any of claim 202 through 225 and 227
through 235, wherein said engine is a compound
reciprocating/turbine IC engine comprising a reciprocating engine
first stage and a turbine engine second stage, in operation hot and
high pressure exhaust gas from said reciprocating engine being used
to at least partly power said turbine.
237. The marine craft of claim 236, wherein said turbine stage at
least partly propels said craft.
238. The marine craft of any of claims 236 and 237, wherein said
compound engine is the engine of any of claims 1 through 11 and 74
through 145.
239. The marine craft of any of any of claims 236 through 238,
wherein in operation gas from said turbine stage is discharged in a
direction substantially opposite to direction of normal travel, so
as to provide propulsive thrust.
240. The marine craft of claim 239, wherein the direction of said
discharge is controllably variable.
241. The marine craft of any of claims 236 through 240, wherein
said reciprocating stage is mounted within said hull.
242. The marine craft of any of claims 236 through 241, wherein in
operation said propulsion device is at least indirectly driven by
said reciprocating engine stage.
243. The marine craft of any of claims 236 through 242, including a
second rotatable shaft, wherein said second shaft at least
indirectly links said reciprocating stage with said turbine
stage.
244. The marine craft of claim 243, wherein in operation said
rotatable shaft and said second shaft rotate at the same speed.
245. The marine craft of claim 244, wherein said rotatable shaft
and said second shaft are the same.
246. The marine craft of any of claims 226 through 241 including
any electric motor, wherein said electric motor is mounted fore of
said turbine stage, said electric motor and said turbine having
shafts with substantially parallel axes of rotation.
247. The marine craft of claim 246, including an electric motor
shaft and a turbine stage shaft, wherein said shafts have
substantially parallel axes of rotation.
248. The marine craft of claim 246, including an electric motor
shaft and a turbine stage shaft, wherein said shafts are at least
indirectly mechanically linked.
249. The marine craft of any of claims 246 through 248, including
an enclosure attached to said structure, wherein in operation said
propulsion device is at least indirectly driven by said electric
motor, said propulsion device with said motor and said turbine
stage together at least partly mounted substantially centrally
within said enclosure, such that water at least partly passes
between said enclosure and at least one of said electric motor and
said turbine stage, said water being accelerated by said propulsion
device.
250. The marine craft of claim 249, including a thermally insulated
passage, wherein said reciprocating stage is mounted in said hull,
in operation hot high pressure exhaust gas from said reciprocating
stage passing to said turbine stage through said passage.
251. The marine craft of claim 249, including a hollow hydrofoil
and a thermally insulated passage, wherein said enclosure is
attached to said structure by said hydrofoil, in operation hot high
pressure exhaust gas from said reciprocating stage passing to said
turbine stage through said passage, said passage at least partly
located in said airfoil.
252. The marine craft of any of claims 250 and 251, including at
least one exhaust gas treatment system located in said passage.
253. The marine craft of claim 252, wherein said treatment system
includes at least one device for removing carbon dioxide from said
gas.
254. The marine craft of any of claims 249 through 253, wherein
said reciprocating stage is located in said hull.
255. The marine craft of any of claims 236 through 245, including
an enclosure attached to said structure, wherein in operation said
propulsion device is at least indirectly driven by said
reciprocating stage, said propulsion device with said reciprocating
stage and said turbine stage together at least partly mounted
substantially centrally within said enclosure, such that water at
least partly passes between said enclosure and at least one of said
reciprocating stage and said turbine stage, said water being
accelerated by said propulsion device.
256. The marine craft of claim 255, including a passage for air
mounted in said structure, in operation air passing through said
passage to said reciprocating stage.
257. The marine craft of claim 255, including a hollow hydrofoil
and a passage for air, wherein said enclosure is attached to said
structure by said hydrofoil, in operation air passing to said
reciprocating stage through said passage, said passage at least
partly located in said airfoil.
258. The marine craft of any of claims 203 through 257, including a
fixed hydrofoil aligned in any direction, said hydrofoil including
at least one extendable and retractable portion having at least
upper and lower surfaces.
259. The marine craft of claim 258, including at least one
hydraulically powered piston movable in a cylinder, wherein
movement of said portion is at least partly actuated by said
piston.
260. The marine craft of claim 258, wherein the motion of at least
part of said portion relative to said hydrofoil is telescopic.
261. The marine craft of claim 258, wherein the motion of said
portion relative to said hydrofoil is rotational.
262. The marine craft of claim 258, wherein in operation said
portion has surfaces which fold and unfold in a bellows-like
manner.
263. The marine craft of claim 258, wherein said surfaces are of a
material capable of folding and unfolding in a bellows-like
manner.
264. The marine craft of any of claims 203 through 263, said craft
having a combustion engine for any purpose, said engine in
operation emitting exhaust gas, said aircraft having a treatment
system for said gas.
265. The marine craft of claim 264, wherein said treatment system
includes at least one device for removing particulate matter from
said gas.
266. The marine craft of claim 264, wherein said treatment system
includes at least one device for removing nitric oxides from said
gas.
267. The marine craft of claim 264, wherein said treatment system
includes at least one device for removing carbon dioxide from said
gas.
268. The marine craft of any of claims 204 through 226 and 228
through 267, wherein the foot of said post functions as said
element.
269. An marine craft of any kind having a combustion engine for any
purpose, said engine in operation emitting exhaust gas, said craft
having a treatment system for said gas, wherein said treatment
system includes at least one device for removing carbon dioxide
from said gas.
270. The marine craft of any of claims 203 through 268, wherein
said propulsion device is a propeller.
271. The marine craft of any of claims 203 through 269 wherein said
propulsion device is an Archimedes screw.
272. The marine craft of any of claims 203 through 269, wherein
said propulsion device includes an impeller, and said device is
also known as a water-jet.
273. The marine craft of claims 203 through 272, wherein said
engine includes a turbine engine.
274. The marine craft of claims 203 through 272, including a fluid
discharge passage and aperture, wherein said engine includes a
turbine engine, in operation gases from said turbine being
discharged through said aperture.
275. The marine craft of claim 274, wherein said discharge aperture
is mounted below the waterline.
276. The marine craft of claims 203 through 275, including a fluid
discharge passage and aperture and an aperture closure means,
wherein said means are selectively employed to close said aperture
during certain modes of operation of said craft.
277. The marine craft of claim 276, wherein said means include a
hinged flap.
278. The marine craft of claim 277, wherein said means include a
pivotally mounted flap.
279. The marine craft of any of claims 277 and 279, wherein said
flap is at least partly moved between open and closed positions by
an actuator.
280. The marine craft of claim 279, wherein said actuator is
electrically powered.
281. The marine craft of any of claims 274 through 280, wherein
said discharge passage communicates with a means for the removal of
excess fluid.
282. The marine craft of claim 281, wherein said fluid is water,
and said passage includes any kind of substantial depression below
the lowest level of said passage.
283. The marine craft of any of claims 281 and 282, wherein said
means include a pump.
284. The marine craft of any of claims 204 through 226, 228 through
268 and 270 through 283, wherein said hydrofoil contains a ballast
tank.
285. The marine craft of any of claims 204 through 226, 228 through
268 and 270 through 283, wherein said hydrofoil contains a fuel
tank.
286. The marine craft of any of claims 203 through 285, including a
supply of gas, wherein in operation said gas forms a thin film
between water and any surface of said craft.
287. The marine craft of any of claims 203 through 285, including a
supply of hot exhaust gas, wherein in operation said gas from
within said craft heats a portion of exterior skin of said craft
that is in contact with water.
288. The marine craft of any of claims 204 through 226, 228 through
268 and 270 through 287, wherein said hydrofoil has an
approximately disc-shaped base, said base being rotatably mounted
about the exterior of any portion of said craft to controllably
vary the pitch of said hydrofoil, in operation variation of said
pitch serving to control movement of said craft.
289. The marine craft of any of claims 204 through 225, 227 through
267 and 269 through 288, wherein said hydrofoil includes a hingedly
mounted flap, said flap capable of being controlledly and variably
angled, in operation variation of angle of said flap serving to
control movement of said craft.
290. The marine craft of any of claims 204 through 226, 228 through
268 and 270 through 289, wherein said hydrofoil includes a
pivotally mounted flap, said flap capable of being controlledly and
variably angled, in operation variation of angle of said flap
serving to control movement of said craft.
291. The marine craft of any of claims 203 through 290, wherein
said craft is a oil carrier.
292. The marine craft of any of claims 203 through 290, wherein
said craft is a gas carrier.
293. The marine craft of any of claims 203 through 290, wherein
said craft is a bulk carrier.
294. The marine craft of any of claims 203 through 290, wherein
said craft is a container ship.
295. The marine craft of any of claims 203 through 290, wherein
said craft is a passenger ship.
296. The marine craft of any of claims 203 through 290, wherein
said craft is a ferry for transportation of passengers.
297. The marine craft of any of claims 203 through 290, wherein
said craft is a navel vessel.
298. The marine craft of any of claims 203 through 297, wherein
said hull in plan view has a shape approximating that of a tear
drop.
299. The marine craft of any of claims 203 through 297, wherein
said hull in plan view has a shape approximating that of the
football used in the sport of American football.
300. The marine craft of claim 264, including water, wherein said
treatment system includes mixing said water with said gas.
301. The marine craft of any of claims 203 through 300, wherein a
major portion of said craft is manufactured of corrosion resistant
alloy such as of the stainless steel family of alloys.
302. A continuously variable ratio transmission comprising at least
two power transmission rollers each mounted on a rotating shaft and
linked by an endless band, a first of said rollers having at one
time a constant diameter along that length approximately
corresponding to the width of said belt, said diameter being
controlledly variable at different times to change the rotational
speed of one shaft relative to another, at least said first roller
including a series of segment members for contact with said band,
each of said segments being slidably mounted on at least one
effectively cone-shaped element having inclined surfaces keyed to
said rotating shaft, said cone being slidable on said shaft in a
direction substantially parallel to the axis of rotation of said
shaft, in operation said belt being maintained in tension by any
means to form a drive between said rollers, and said segments
sliding back and forth on said inclined surfaces to vary said
diameter.
303. The transmission of claim 302, including an idler roller,
wherein in operation said idler roller is placed between at least
one of said power transmission rollers to reverse direction of
travel of said band.
304. The transmission of any of claims 302 and 303, wherein in
operation the contact area between a roller and said band is
controlledly variable, independently of variation of diameter of
the roller.
305. The transmission of any of claims 302 through 304, wherein
said means are controlledly variable such that said tension can be
reduced to the degree that said first roller does not dive another
roller.
306. The transmission of any of claims 302 through 305, including
another roller of similar construction to said first roller, in
operation when the diameter of said first roller increases, the
diameter of said other roller decreases.
307. The transmission of any of claim 306, wherein an element of
said first roller is linked to an element of said third roller by a
rocker pivotally mounted about its approximate midpoint.
308. The transmission of any of claims 302 through 307, wherein
said belt comprises a multiplicity of bands in operation traveling
in approximately synchronous motion.
309. The transmission of claim 308, wherein at least one pair of
said bands are linked structurally.
310. The transmission of any of claims 302 through 309, wherein the
average diameter of any subset of rollers is controlledly
variable.
311. The transmission of any of claims 302 through 310, including
an input shaft, a lay shaft, an output shaft and a second
transmission similar to said transmission, all together comprising
a compound transmission, wherein said transmission links said input
shaft to said lay shaft and said second transmission links said
second transmission to said output shaft.
312. The transmission of any of claims 302 through 311, wherein
said cone-shaped element is composed of multiple substantially
equal portions of number corresponding to number of said segment
members, one of said segment members being slidably mounted on one
of said cone portions in a direction substantially parallel to the
axis of rotation of said shaft, said cone portion being keyed to
said shaft and slidably mounted on it.
313. The transmission of claim 312, wherein the position of each
element portion on said shaft is determined by a series of
independently operable actuators.
314. The transmission of claim 313, wherein the number of said
independent actuators corresponds to the number of element
portions.
315. The continuously variable transmission of any of claims 313
and 314, wherein said actuators are electrically operated.
316. The continuously variable transmission of any of claims 313
and 314, wherein said actuators are fixedly mounted relative to the
rotation of said shaft.
317. The continuously variable transmission of any of claims 313
and 314, wherein said actuators are mounted on a non-rotating
ring-like structure, said structure being capable of movement in a
direction substantially parallel to the axis of rotation of said
shaft.
318. The transmission of any of claims 302 through 317, wherein
said segment members are linked to one another by components having
variable lengths.
319. The transmission of claim 318, wherein said components include
energy absorbing devices.
320. The transmission of any of claims 302 through 319, wherein
said segment members are substantially of approximately "I" shaped
cross-section.
321. The transmission of any of claims 302 through 319, wherein
said segment members are substantially of approximately "T" shaped
cross-section.
322. The transmission of any of claims 302 through 319, wherein
said segment members are substantially of approximately "L" shaped
cross-section.
323. The transmission of any of claims 302 through 319, wherein in
operation said segment members overlap and bear on one another.
324. The transmission of claim 323, wherein the overlapping
portions of said segment members are separated by one or more
rollers.
325. The transmission of any of claims 302 through 324, wherein
said segment members are designedly flexible.
326. The transmission of any of claims 302 through 325, wherein
said segment members comprise friction material mounted on a
structure, in operation said friction material mostly being in
contact with said belt.
327. The transmission of any of claims 301 through 325, having at
least one rotatable output shaft, wherein said transmission is so
configured as to also function as a clutch and to enable said shaft
to be selectably engaged and disengaged.
328. The transmission of any of claims 302 through 327, having at
least one rotatable output shaft, wherein said transmission is so
configured as to permit the selectable reversal of rotation of said
output shaft.
329. The transmission of any of claims 302 through 328, having at
least two rotatable output shafts, wherein said transmission is so
configured as to also function as a differential linking said
output shafts, permitting said shafts to simultaneously rotate at
different speeds.
330. The transmission of any of claims 302 through 329, having at
least two rotatable output shafts, wherein said transmission is so
configured as to also function to variously distribute quantity of
power between said output shafts.
331. A marine craft having the transmission of any of claims 302
through 330.
332. An aircraft having the transmission of any of claims 302
through 330.
333. A vehicle having the transmission of any of claims 302 through
330.
334. The vehicle of claim 333, wherein said vehicle is a wheeled
vehicle.
335. The vehicle of claim 333, wherein said vehicle is a tracked
vehicle.
336. The vehicle of claim 334, wherein said vehicle is a railed
vehicle.
337. The device of any of claims 1 through 146, a control to vary
fluid flow, a fluid supply reservoir, a line of passage from said
reservoir for supplying fluid to said working volume, wherein said
control is located at any convenient location in said line of
passage.
338. The device of any of claims 1 through 147, at least one
measuring or sensing device, a computer, a computer program loaded
into said computer, wherein said program processes data from said
device such that said computer is caused to send a signal to cause
at least one parameter of operation of said device to be
varied.
339. The aircraft any of claims 147 through 202, said aircraft
having at least one seat for a pilot, at least one control for
purpose of varying speed and/or height and/or direction, at least
one red port light, one green starboard light, and one white stern
light.
340. The aircraft of any of claims 147 through 202, at least one
measuring or sensing device, a computer, a computer program loaded
into said computer, wherein said program processes data from said
device such that said computer is caused to send a signal to cause
at least one parameter of operation of said aircraft to be
varied.
341. The marine craft any of claims 203 through 301, said marine
craft having at least one control for purpose of varying speed
and/or direction, at least one red port light, one green starboard
light, and one white stern light.
342. The marine craft of any of claims 203 through 301, at least
one measuring or sensing device, a computer, a computer program
loaded into said computer, wherein said program processes data from
said device such that said computer is caused to send a signal to
cause at least one parameter of operation of said marine craft to
be varied.
343. The transmission of any of claims 302 through 336, wherein
said transmission is contained in a casing, said casing containing
fluid for any purpose, including for lubrication and/or
cooling.
344. The transmission of any of claims 302 through 336, at least
one measuring or sensing device, a computer, a computer program
loaded into said computer, wherein said program processes data from
said device such that said computer is caused to send a signal to
cause at least one parameter of operation of said transmission to
be varied.
345. A vehicle of any kind incorporating the engine of any of
claims 1 through 11 and 60 through 144, said vehicle having at
least one control for varying speed and/or direction, and at least
one rear-mounted brake light.
346. The vehicle of claim 345, at least one measuring or sensing
device, a computer, a computer program loaded into said computer,
wherein said program processes data from said device such that said
computer is caused to send a signal to cause at least one parameter
of operation of said aircraft to be varied.
347. A powered craft for use on land or air or water, including a
vehicle or marine craft or aircraft, ans photovoltaic array, said
array being controllably and variably movable such that in a first
position said array is substantially flush with a portion of said
craft's surface in close proximity, and in a second position said
is raised above said surface and is movable through a range of
orientations toward the sun or other light source.
348. An assembly including the engine of any of claims 1 through 11
and 60 through 144, wherein an electric motor and/or generator is
located substantially within an interior volume of said piston.
349. An assembly including the engine of any of claims 1 through 11
and 60 through 144, wherein a gas turbine is located substantially
within an interior volume of said piston.
350. An assembly including the engine of any of claims 1 through 11
and 60 through 144, wherein a compressor is located substantially
within an interior volume of said piston.
351. An assembly including the engine of any of claims 1 through 11
and 60 through 144, wherein a fluid pump is located substantially
within an interior volume of said piston.
352. A diffuser for attaching to any piece of equipment having a
combustion engine for purpose of diluting and optionally cooling
the exhaust gas from said engine with ambient air before said
exhaust gas entirely leaves said piece of equipment, said diffuser
comprising a first at least partial enclosure into which exhaust
gas enters from a lower level, the upper portion of said first
volume communicating with one or more second volumes, at least said
second volume having a multiplicity of apertures about its lower
portion for admitting ambient air, said second volume having a
multiplicity of apertures about its upper level for the egress of a
mixture of exhaust gas and ambient air.
353. A reciprocating internal combustion engine having at least a
cylinder head with passages for fluid flow and an enclosure for at
least one portion of said engine, wherein fluid is variably passed
through said enclosure, for purpose of at nearly all times having
the temperature of said engine close to its maximum design limit.
Description
TECHNICAL FIELD
[0001] The disclosure relates to improved pumps, compressors and
combustion engines; the thermal management of the fluids being
worked by such hardware and the thermal management of the hardware
itself; combustion engine exhaust emissions control devices;
components and ancillary equipment for pumps and engines; emissions
control devices; vehicles, aircraft, marine craft and continuously
variable transmissions.
BACKGROUND ART
[0002] Today's piston-and-cylinder engine hardware was first
commercialized in the mid-18th century, using then available
technology. Early internal combustion (IC) engine designers like
Gottfried Daimler and Rudolf Diesel adapted the steam expansion
chamber to a combined combustion and expansion chamber, leaving
hardware essentially unchanged. One could say that a transformed
twenty-first century embodiment of the reciprocating IC engine is
overdue. This disclosure focuses on improved thermal management in
reciprocating devices, including pumps, compressors and IC engines.
In the latter case, the improvements lead to a range of more
advanced engines, ranging from modified versions of today's
products, to new embodiments of reciprocating devices. In a
conventional reciprocating IC engine, the rapid burning of the
combustion charge in the confined space of the combustion volume
produces expansion and heat. The expansion drives the piston and
consequently engine while the heat product of the cycle is almost
wholly unused--in fact considered undesirable since efforts are
made to dissipate it as effectively as possible, by means of
conduction through cylinder walls and head, to general radiation
and to the cooling system. Other heat is collected by the
lubrication system to be often dissipated by oil radiators, sump
cooling fins, etc. The benefits of reducing cooling to engines are
substantial. Cutting down on cooling saves energy otherwise
irrevocably dissipated by cooling and general radiation. It also
increases the average combustion temperature, providing an
additional efficiency increase, since combustion efficiency is
related to the difference between firing temperature and incoming
charge air, which is constant.
[0003] It is know that efficiency increases with the increase of
the temperature differential of the combustion cycle. The hotter
the combustion, the greater the efficiency, all other factors being
equal. Engine systems are designed to withstand engine performance
under peak load which, in most cases occurs for a small percentage
of total operating time. At all other times the engine is running
colder and therefore less efficiently. Today, almost all engines
during most of their operating life time run at temperatures
substantially below the peak temperatures they are designed for,
and so at lower efficiency because of the lower temperature. To
improve fuel economy and reduce CO2 emissions, a most important
first step would be to maintain engine temperature at all times to
be at the maximum temperature the engine can withstand, so that at
all operating modes it is operating at optimum efficiency.
[0004] A second step would be to eliminate the cooling system
altogether and as far as possible, place the engine in a thermally
insulated housing, to establish average combustion temperatures
higher than previously possible. Great financial and other
advantages accrue by eliminating the cost, mass, bulk, and
unreliability of the cooling system. Its failure is the most
frequent cause of engine breakdown. In less-cooled or un-cooled
engines, the exhaust is much hotter--ie containing more energy--and
more work can be derived from it, through some form of compounding,
for further gains in efficiency. Turbine, steam or Stirling engines
may be used to extract work from the hot exhaust gas; as can
systems for converting gas heat directly into electrical energy. In
an un-cooled engine, the first step described above is
automatically realized, because there is little variation in
temperature during different operating modes; the engine is always
running close to its maximum designed temperature.
[0005] Many have considered it desirable to build engines with
reduced or no cooling and therefore running at higher temperatures.
Efficiency would improve, since it is dependent on the difference
in temperature between ambient air (which is constant) and that at
combustion. The resulting hotter exhaust gases will generally be
easier to cleanse. If the cooling system can be reduced or
eliminated, so can some or all of its cost, mass, bulk and
unreliability. Un-cooled engines can be thermally, acoustically and
vibrationally insulated to virtually any degree, making them more
environmentally and socially acceptable. Of the calorific value of
the fuel, a greater amount will be spent on pushing a piston, but
nearly all the remainder will now be in the hot exhaust gas, where
it is recoverable. With the new un-cooled engines, temperature
equilibria would be so high that the main piston and cylinder
components would likely have to be of special high-temperature
metal alloys or of ceramic material.
[0006] To the knowledge of the applicant, commercial long-life
un-cooled engines are not in production today, and there are no
plans for production in the foreseeable future. Manufacturers and
researchers tried to build "adiabatic" engines in the 1980's and
1990's (adiabatic being then understood to mean reduced cooling).
Publications indicate the work nearly all involved substituting or
adding ceramic materials for metals in a few key combustion chamber
components. For example, ceramic caps were placed on metal pistons;
ceramic liners placed in metal engine blocks; a zirconia poppet
valve was substituted for an identically shaped metal valve. The
work was not very successful for a number of reasons, including
problems with differential thermal expansion of ceramic and metal
components abutting each other. Engine designs were essentially
unchanged. Today's metal IC engines reflect three constraints; the
materials characteristics of metals; the need for cooling and
therefore the engine block with its fluid passages, etc; and
commercial practice determining the most viable ways of
manufacturing and assembling metal components. The applicant felt
that any viable commercial embodiment of the un-cooled ceramic
engine would look very different from today's units, because all
the old constraints were no longer relevant, and new constraints
would apply. This disclosure includes the result of his attempt to
adapt and modify the traditional design of the piston and cylinder
engine, so that new embodiments could be viably built un-cooled and
out of ceramic material. Many of the embodiments could also be
built in high-temperature metal alloys.
[0007] The elimination of cooling will raise temperature equilibria
in all parts of the engine, including in the fluids being
processed, leading to higher exhaust gas temperatures. In addition
to having more energy to convert into further work, as noted
earlier, this will have the beneficial effect of hastening the
speed of the chemical reactions in exhaust gas, making exhaust
emissions control systems more effective or requiring them to be
less elaborate. Because exhaust emissions control is so important
today, new arrangements for cleansing high temperature exhaust
gases were devised, and are disclosed herein. The un-cooled engine
preferably uses internal combustion cycles although, where
appropriate, many principles of the invention may also be applied
to, for example, engines operating on the Rankine or Stirling
cycles. The engines are constructed to operate continuously at
maximum design temperature with reduced cooling, and those designed
for life-long operation entirely un-cooled, are suitable for all
applications where internal combustion engine are presently used.
These include for vehicles and craft of all kinds and sizes; pumps;
compressors; electrical generators; small service tools such as
hand-saws, lawn mowers and trimmers, etc.
[0008] The new engines present an opportunity to create more
efficient aircraft and marine craft. Compound engines including a
reciprocating IC engine stage of the inventions are especially
suited to hybrid electric dive systems, for aircraft and marine
craft. The reciprocating engines are much lighter than current
units of equivalent power and so are ideal for driving a propulsion
device such as a propeller or impeller to create thrust, with the
turbine stage creating additional thrust. Almost all marine craft
today are hull-in-the-water vessels. It is known that hydrofoil
craft are more efficient, but today's heavy marine engines do not
work well in a hull suspended above water, and the hydrofoil posts
present draft-related problems in larger craft. The engines of the
invention are so light, silent and vibration-free that they are
easily adapted to hydrofoil craft, and the hull shapes and post
configurations of the invention resolve tradition problems relating
to draft. Continuously variable transmissions (CVT's) are known to
provide better fuel economy than traditional stepped transmissions,
but today's CVT's are limited to low power applications. The
transmissions of the invention are CVT's have no effective power
limitation and so are very suited to larger vehicles, aircraft and
marine craft.
SUMMARY OF THE INVENTION
[0009] The inventions comprise commercial long-life reciprocating
internal combustion (IC) engines, pumps and compressors having high
power densities, and having absolutely no cooling whatever.
Principal components are generally made of ceramic materials. A
preferred layout comprises a reciprocating component located
between two toroidal working volumes in a cylinder surrounded by an
exhaust processing volume, with charge air passing through the
interior of the reciprocating component. Main objectives are to
substantially improve efficiency and to reduce CO2 emissions. In
most embodiments, the number of moving parts per cylinder, and the
number of cylinders required for a desired output, are greatly
reduced. Additional objectives are to improve power-to-weight and
power-to-bulk ratios many fold, and to make reciprocating IC
engines more silent and vibration-free. In many embodiments, all
the principle components are of ceramic material. The inventions
further comprise using high-temperature and optionally
high-pressure exhaust from such un-cooled engines to power another
engine, such as a turbine, steam or Stirling engine. New
configurations of pistons, cylinders and cylinder heads are
disclosed, which form the basis for improved pumps and compressors.
The inventions further comprise adapting today's designs to embody
engines at all times operating at a temperature which is
substantially the highest they are designed for. The inventions
further comprise vehicles of all kinds, aircraft and marine craft
adapted to use the engines of the invention. The inventions further
comprise hydrofoil marine craft. The inventions further comprise
continuously variable transmissions. The many discrete inventive
steps are summarized in the claims.
CLARIFICATIONS
[0010] Where diagrams or embodiments are described, these are
always by way of example and/or illustration of the principles of
the invention. All the Figures herein show selected embodiments of
the invention, and are presented as means of enabling the proper
understanding of the inventions, which may be embodied in any
appropriate and convenient manner, including those not recited or
illustrated here. For example, any type of piston or valve may be
used in an un-cooled engine and the engine portions may be
assembled in any manner. It is strongly emphasized that the various
features and embodiments of the invention may be used in any
appropriate combination or arrangement. Further, it is considered
that any of the separate features of this complete disclosure
comprise independent inventions. Where appropriate, two or more of
the separate inventions can be combined, joined or integrated in
any manner. For example, the transmission of the invention can be
coupled to the invention.
[0011] Throughout this disclose the expression "engine block" or
"block" can denote what is known as either an engine block and/or a
cylinder head block in conventional motor usage. By "un-cooled" is
meant engines or pumps or compressors having no mechanism for
transfer of heat from combustion or working volume to ambient air.
Such mechanisms typically comprise a water jacket, pump, radiator
and fan, or comprise a fan directing air over metal cooling fins or
surfaces. Un-cooled engines may have some form of charge cooling,
wherein the temperature of the charge is reduced before it enters
the combustion or working chamber. The features of the un-cooled
engine have been described mainly in relation to internal
combustion engines, although they are suited to and may be applied
to any type of combustion engine, including for example Stirling
and steam engines and, where appropriate, to any type of compressor
or pump or turbine engine. The features relating to heat exchangers
may be embodied in any type of engine, including conventionally
cooled engines. The word "engine" is used in its widest possible
meaning and, where appropriate, is meant to include pump and/or
compressor. The disclosure principally relates to pistons
reciprocating in cylinders to define fluid working chambers.
Generally, the piston has been described as powered by the
expansion of fluid to drive some device or mechanism. Wherever
appropriate, the piston may equally be driven by some device or
mechanism to compress or pump a fluid. The chambers are often
referred to as combustion chambers. Wherever the construction
disclosed may be applicable to pumps and/or compressors, then the
chambers described as for combustion may also be for compression
and/or pumping chambers. Where the terms "working chambers" or
fluid working chambers" are used, they refer to chambers which can
be combustion chambers, pumping chambers or compression chambers.
The word fluid is used herein to mean any appropriate substance,
including fuel. Where the word "fuel" is used in relation to
combustion or working chambers, in embodiments or applications
where the chambers are not combustion chambers the "fuel" can be
any suitable fluid. The term "partial vacuum" means any degree of
vacuum, since a perfect vacuum is not realistically obtainable in
the embodiments disclosed herein. In the embodiments described by
way of example, components have variously been described as bolted
together, bonded together, fused together. The different elements
and components of the invention may be attached to one another or
fastened together by any convenient means, including those referred
to in the description of embodiments. Generally in this disclosure,
like numbered parts have similar characteristics and/or functions.
All the diagrams are for purposes of illustrating the features of
the invention and are schematic. The components are shown at no
particular scale relative to one another. Where the phrase "as
disclosed herein" is used, it means as disclosed anywhere in this
entire patent-related document, including all of the text,
including the claims, and all the Figures.
[0012] In the following text and recital of claims, "filamentary
material", where disposed in a housing or container of some kind,
is defined as portions of interconnected or abutting or closely
spaced material which allow the passage of fluid therethrough and
induce turbulence and mixing by changing the directions of travel
of portions of fluid relative to each other. By interconnected or
abutting or closely spaced is meant not only integral or
continuous, but also intermittent, intermeshing or inter-fitting,
while not necessarily touching. The above definition is applied
both to material within a housing or container as a whole, and also
to portions of that material in any fluid processing volume, or
portions of such volume. By "ceramic" is meant baked, fired or
pressed non-metallic material that is generally mineral, ie ceramic
in the widest sense, encompassing materials such as glass, glass
ceramic, shrunken or re-crystallized glass or ceramic, etc., and
refers to the base or matrix material, irrespective of whether
other materials are present as additives or reinforcement. The term
"wicks" is used here to denote any matter permitting the passage of
fluid by any means, including porous and permeable materials, as
well as materials which passively transmit fluid by capillary
action or other means, such as true wicks. By "elastomeric",
"compressible", "elastic", "variable volume", "flexible", "bending"
and all other expressions indicating dimensional change is meant a
measurable change that is designed for, not a relatively small
dimensional change caused by temperature variation or the
imposition of loads on solid or structural bodies. By "electric
motor/generator" is meant an electrical device which can be either
a motor or a generator, or a device which can function as both at
different times. By "ring valve" is meant a movable ring-shaped
element normally approximately flush with a surrounding or core
surface. When the valve is actuated, it projects from any plane of
the surrounding core surface, causing fluid or other material to
flow past both the outer and the inner circumferences of the ring.
By "stoichiometric", where used in reference to air/fuel mixtures
in combustion engines, is meant that quantity of fuel whose carbon
will combine with all the oxygen in the charge under ideal
conditions, leaving neither carbon nor oxygen in the exhaust. Where
reference is made to an item being "mounted about" a second item,
this is intended to mean that the first item can be physically
associated with the second item in any way, including mounted in,
mounted on, attached to, and connected to the second item,
including by some intermediary means, such a strut. The word
"vehicle" in meant to include every kind of surface vehicle,
including motor cycles, three-wheelers, passenger cars, trucks of
every size, buses, mining and industrial vehicles of every kind,
railed vehicles, tracked vehicles such as tanks, and un-manned
vehicles of any kind. The word "computer" denotes any assembly of
physical items which, when provided with electrical power, is
capable of processing data. A computer program is any set of
instructions that enable data to be processed in a certain manner.
In the following text, abbreviations are used, including: rpm and
rps for "revolutions per minute" and "revolutions per second"
respectively, BDC/TDC for "bottom dead center/top dead center", IC
for "internal combustion".
BRIEF DESCRIPTION OF THE DRAWINGS
[0013] FIGS. 1 to 3 show schematically a configuration and details
of an un-cooled engine.
[0014] FIGS. 4 to 9 show arrangements to enable construction of
un-cooled engines.
[0015] FIG. 10 shows the deployment of heat exchange means within
an exhaust gas reactor.
[0016] FIG. 11 illustrates the interconnection of two or more
engines.
[0017] FIG. 12 illustrates schematically a piston and two working
chambers operating in optionally different modes.
[0018] FIG. 13 illustrates a composite engine including a Stirling
cycle.
[0019] FIG. 14 illustrates schematically a heat exchanger
associated with a reactor and a turbine engine assembly.
[0020] FIG. 15 shows schematically heat ex-changers associated with
a turbine assembly.
[0021] FIG. 16 illustrates a composite engine including a turbine
cycle.
[0022] FIGS. 17 to 19 show schematic layouts of compound engines
and ancillary devices.
[0023] FIGS. 20 to 22 show schematic layouts of engines wherein the
link between piston and crankshaft is principally loaded in
tension.
[0024] FIGS. 23 to 32 show schematic layouts of multi-cylinder
tensile crank link engines.
[0025] FIGS. 33A and 33B illustrate two- and four-stroke
operation.
[0026] FIGS. 34 and 35 show schematically multiple crankshaft
tensile crank link "ring" engines.
[0027] FIG. 36 shows a piston assembly linked to two scotch
yokes.
[0028] FIGS. 37 to 39 illustrate variation of lengths of crank
links principally loaded in tension.
[0029] FIG. 40 shows asymmetrical pivots for a tensile crank
link.
[0030] FIG. 41 illustrates an offset crankshaft axis.
[0031] FIGS. 42 and 43 show ways of compensating for differential
movement of twin crankshafts.
[0032] FIG. 44 shows a split piston linked to two crankshafts.
[0033] FIGS. 45 to 48 show details of crankshaft construction.
[0034] FIGS. 49 to 51 show schematically a variable lift combined
crank- and cam-shaft.
[0035] FIGS. 52 to 54 show methods of varying bearing fluid
pressure.
[0036] FIGS. 55 to 58 show details of a tensile crank link
embodiment.
[0037] FIGS. 59 to 68 show details of alternative attachments of
tensile links to piston/rod assemblies.
[0038] FIGS. 69 to 73 show arrangements for "ring" valves.
[0039] FIGS. 74 and 75 show a sleeved interface between tensile
link and cylinder head.
[0040] FIGS. 76 to 86 show methods of delivering fluid to working
chambers.
[0041] FIGS. 87 to 89 show an embodiment of a piston and cylinder
assembly.
[0042] FIGS. 90 to 92 show further methods of delivering fluid to
working chambers.
[0043] FIG. 93 shows a method of reducing piston blow-by.
[0044] FIGS. 94 to 96 show bearing construction details.
[0045] FIGS. 97 and 98 show schematically engines having twin
separate exhaust systems.
[0046] FIGS. 99 to 102 show details of an embodiment of a twin
exhaust system engine.
[0047] FIGS. 103 to 105D illustrate the basic features of toroidal
working chambers.
[0048] FIGS. 106 to 111 show layouts of toroidal working chambers
and reciprocating components.
[0049] FIGS. 112 to 122 show schematic layouts of piston/rod
assemblies linked to scotch yokes.
[0050] FIGS. 123 to 127 illustrate the principles of imparting
rotational motion to a reciprocating component.
[0051] FIGS. 128 to 137 show devices for converting combined
reciprocating and rotating motion to rotating motion.
[0052] FIGS. 138 to 144 illustrate the principles of sinusoidal
toroidal working chambers.
[0053] FIGS. 145 to 147 show schematic layouts of engines wherein a
piston/rod assembly reciprocates and rotates within a cylinder
assembly which rotates in a housing, capable of providing a
differential-type drive.
[0054] FIGS. 148 to 150 show methods of imparting combined rotation
and reciprocation to piston-type components.
[0055] FIGS. 151 to 153 shows details of engines having sinusoidal
toroidal working chambers.
[0056] FIG. 154 shows schematically multiple pairs of toroidal
combustion chambers.
[0057] FIGS. 155 to 157 show methods for varying ratio of
reciprocal motion to rotational motion.
[0058] FIG. 158 shows schematically an engine with one toroidal and
one conventional working chamber.
[0059] FIG. 159 shows an embodiment of a gas compressor.
[0060] FIG. 160 shows schematically a piston partly powered by an
energy absorbing device.
[0061] FIGS. 161 and 162 show arrangements whereby a first working
chamber is used to compress gas for a second working chamber.
[0062] FIGS. 163 to 166 show alternative gas flow arrangements.
[0063] FIGS. 167 and 168 shows schematically alternative
arrangements for linking an engine to an electric
generator/motor.
[0064] FIG. 169 shows a sectional profile of part of a toroidal
working chamber.
[0065] FIGS. 170 to 179 show construction details of modular and
other engines.
[0066] FIGS. 180 to 182 show forms of gas treatment volumes.
[0067] FIG. 183 is a diagrammatic plan view of an exhaust gas
reactor assembly.
[0068] FIG. 184 is a cross-sectional view taken on the line 2-2 of
FIG. 149.
[0069] FIG. 185 is a cross section view taken on the line 3-3 of
FIG. 149
[0070] FIG. 186 is a cross section view, similar to FIG. 151, but
showing a modified construction.
[0071] FIG. 187 is a cross sectional view, also similar to FIG.
151, but showing a further modified construction.
[0072] FIGS. 188 to 193 show diagrammatically in vertical
cross-section various arrangements of inter-members.
[0073] FIGS. 194 to 196 show in cross-section various fastening
details.
[0074] FIGS. 197 and 198 show diagrammatically in sectional plan
view two examples wherein reaction volumes project into space
normally occupied by the engine.
[0075] FIGS. 199 and 200 show arrangements of variable axes of
exhaust port openings.
[0076] FIGS. 201 to 206 describe means of directing exhaust gas
flow.
[0077] FIGS. 207 to 210 describe means of imparting swirl and/or
turbulence to exhaust gases.
[0078] FIG. 211 is a cross-section through an embodiment of an
exhaust gas reactor.
[0079] FIGS. 212 and 213 describe honeycomb and wool filamentary
construction.
[0080] FIGS. 214 and 215 describe expanded metal or metal mesh
construction.
[0081] FIG. 216 describes woven and knitted wire.
[0082] FIGS. 217 to 219 describe wire spiral construction.
[0083] FIGS. 220 to 228 describe embodiments of looped wire
filamentary material construction.
[0084] FIGS. 229 to 233 describe embodiments of wire strand and
associated features.
[0085] FIGS. 234 to 242 describe embodiments of sheet filamentary
material construction.
[0086] FIGS. 243 to 247 describe sheet used in three dimensional
forms.
[0087] FIGS. 248 to 255 describe embodiments of pellet-like
filamentary material.
[0088] FIGS. 256 to 262 describe details for fixing filamentary
material to reactor housings.
[0089] FIG. 263 illustrates principles of reduced resistance to gas
flow adjacent a reactor housing surface.
[0090] FIGS. 264 to 269 describe reactor wall construction
embodying depressions or projections.
[0091] FIGS. 270 and 271 show an embodiment of exhaust gas
reservoir.
[0092] FIG. 272 illustrates an embodiment of a fluid reservoir of
variable volume.
[0093] FIGS. 273 and 274 show diagrammatically valve, gas routing
and component arrangements.
[0094] FIGS. 275 to 279 show an embodiment of butterfly valve in
the situation of FIG. 231.
[0095] FIGS. 280 and 281 show an embodiment of butterfly valve in
the situation of FIG. 232.
[0096] FIGS. 282 and 283 show an embodiment of ball valve in the
situation of FIG. 232.
[0097] FIGS. 284 to 286 describe examples of valve actuating
means.
[0098] FIGS. 287 to 292 describe means of controlling exhaust gas
re-circulation (EGR) and air supply.
[0099] FIGS. 293 to 295 show embodiments of composite injectors
supplying multiple substances.
[0100] FIGS. 296 to 304 show schematically injectors capable of
rotary motion during injection.
[0101] FIGS. 305 and 306 show schematically injectors capable of
reciprocal motion during injection.
[0102] FIGS. 307 to 309 show embodiments of movable injectors which
include pre-combustion zones and/or combustion ignition
devices.
[0103] FIGS. 310 to 312 show embodiments of movable injectors of
disc-like configuration.
[0104] FIGS. 313 to 320 show embodiments of movable fluid delivery
devices.
[0105] FIGS. 321 to 324 show reciprocating piston/rod assemblies
actuating valves and fluid delivery devices.
[0106] FIG. 325 shows a helicopter rotor driven by the engine of
the invention.
[0107] FIG. 326 shows schematically a helicopter powered by a
hybrid propulsion system.
[0108] FIG. 327 shows schematically a fixed wing aircraft powered
by the engine of the invention.
[0109] FIG. 328 shows schematically a fixed wing aircraft powered
by a hybrid propulsion system.
[0110] FIGS. 329 to 331 show embodiments of compound engines for
aircraft.
[0111] FIG. 332 shows a compound engine mounted in an aircraft.
[0112] FIGS. 333 and 334 show modified power arrangements for
hybrid aircraft.
[0113] FIG. 335 shows an aircraft powered by a compound
reciprocating/turbine engine.
[0114] FIG. 336 shows a nacelle or housing containing a power
module comprising a propulsion device driven by an electric motor,
with an aft-mounted turbine stage.
[0115] FIG. 337 shows an arrangements for a hybrid electric drive
in an aircraft using compound IC engines.
[0116] FIGS. 338 to 340 show an example of an extendable and
retractable wing extension.
[0117] FIGS. 341 to 344 show arrangements for mounting engines on
marine craft rudderposts
[0118] FIG. 345 shows schematically a marine craft powered by a
hybrid propulsion system.
[0119] FIGS. 346 to 350 show configurations of hydrofoil marine
craft.
[0120] FIGS. 351 to 357 show configurations of keel elements for
hydrofoil marine craft.
[0121] FIGS. 358A to 364C show configurations of hydrofoils for
keel elements for marine craft
[0122] FIGS. 365 to 371 show embodiments of extendable/retractable
and/or rotatable hydrofoils.
[0123] FIGS. 372 to 384 show configurations of integral hydrofoil
posts and keel elements.
[0124] FIGS. 385 to 387 show a marine craft having two telescopic
hydrofoil posts.
[0125] FIGS. 388 to 395 show layouts of hydrofoil posts and masts
for a variety of marine craft.
[0126] FIGS. 396 and 397 show an embodiment of a large rotatable
hydrofoil post.
[0127] FIGS. 398 and 399 show embodiment of large telescopic
hydrofoil posts.
[0128] FIGS. 400 to 406 show arrangement for passage of exhaust
gases and other fluids through underwater marine propulsion
systems.
[0129] FIGS. 407 to 409 show embodiments of water-jets with
co-axial motors or IC engines.
[0130] FIG. 410 shows a nacelle containing an electric motor
driving a propulsion device, with exhaust from an IC engine
discharged behind the motor.
[0131] FIGS. 411 and 412 show arrangement for mounting compound
reciprocating/turbine IC engines in marine craft hulls.
[0132] FIG. 413 shows part of a marine craft with a compound
reciprocating/turbine IC engine mounted below the waterline.
[0133] FIG. 414 shows a nacelle or housing containing a power
module comprising a propulsion device driven by an electric motor,
with an aft-mounted turbine stage, for marine craft.
[0134] FIGS. 415 and 416 show hulls with alternative hybrid
electric power arrangements.
[0135] FIGS. 417 and 418 show power units on hydrofoils mounted to
the lower part of a hydrofoil post.
[0136] FIGS. 419 to 422 show closure devices for underwater fluid
outlets.
[0137] FIGS. 423 to 425 show example of laminar gas flow across
below-water surfaces.
[0138] FIG. 426 illustrates a basic embodiment of a continuously
variable transmission (CVT) layout.
[0139] FIGS. 427 to 435 illustrate various embodiments of a CVT
system.
[0140] FIGS. 436 and 437 show an embodiment of a variable diameter
roller.
[0141] FIG. 438 shows a relationship between two rollers.
[0142] FIGS. 439 to 449 show details of a first roller
embodiment.
[0143] FIGS. 450 to 453 show details of a second roller
embodiment.
[0144] FIG. 454 shows details of an embodiment having a single cone
per roller.
[0145] FIG. 455 illustrates principles of movement of a belt over a
variable-diameter roller.
[0146] FIGS. 456 and 457 show cones having multiple portions.
[0147] FIG. 458 illustrates further principles of movement of a
belt over a variable-diameter roller.
[0148] FIG. 459 shows a method of independent actuation of multiple
cone portions.
[0149] FIG. 460 shows schematically an arrangement for a CVT with
electronically actuated variable diameter rollers.
[0150] FIG. 461 shows how the basic CVT layout can be
compounded.
[0151] FIG. 462 shows schematically a CVT mounted in a vehicle.
[0152] FIGS. 463 to 468 show removable and replaceable engine
packages for vehicles.
[0153] FIG. 469 shows schematically an exhaust gas outlet on a
small vehicle.
[0154] FIGS. 470 to 472 show an embodiment of a variable diameter
fluid inlet throat.
[0155] FIGS. 473 to 476 show drive components for a hybrid drive
tank which include removable and replaceable packages.
[0156] FIGS. 477 to 480 shows schematically layouts and systems for
the removal of pollutants from exhaust gas using any suitable
liquid, including water.
[0157] FIGS. 481 to 483 show valve actuation devices which are
principally loaded in tension.
[0158] FIGS. 484 to 491 show improvements to current manifolds.
[0159] FIGS. 492 and 493 show examples of improved fluid cooling
and charge air warming.
[0160] FIG. 494 shows a variable ratio drive between an engine and
a generator.
[0161] FIGS. 495 and 496 show a schematic arrangement for an engine
enclosure.
[0162] FIGS. 497 and 498 show multiple linkages between a piston
and a single crankshaft.
[0163] FIGS. 499A to 499D show multiple linkages between a piston
and two crankshafts.
[0164] FIGS. 500 and 501 show elastomeric and/or variable length
linkages.
[0165] FIG. 502 shows a stroke magnifier for use with an electrical
generator and/or motor.
[0166] FIGS. 503 and 504 shows a toroidal component assemble of
multiple parts.
[0167] FIGS. 505 to 513 show constructural details and layouts of
various engine embodiments.
[0168] FIG. 514 shows a movable photovoltaic array.
[0169] FIGS. 515 to 517 show a large marine craft capable of
planing.
[0170] FIGS. 518 and 519 show a retractable/extendable hydrofoil
post mounted in the bottom of a hull.
[0171] FIGS. 520 and 521 show details of telescopically
retractable/extendable hydrofoil posts.
[0172] FIG. 522 shows means of mounting an engine inside a
casing.
[0173] FIG. 523 shows details of a cooled fluid delivery
device.
[0174] FIGS. 524 and 525 show alternative cooling jacket layouts
for engines.
[0175] FIG. 526 shows an enclosure for pre-heating fluids for
engines.
[0176] FIG. 527 shows a seal for a fluid line passing through an
enclosure.
[0177] FIGS. 528 and 529 show man-portable engine packages.
[0178] FIGS. 530 to 535 show embodiments of hot gas diffusers.
[0179] FIGS. 536 and 537 show layouts of combustion engines and
other machines within a single casing.
[0180] FIGS. 538 to 540 show means for transferring fluid from a
fixed point to a rotating body.
[0181] FIGS. 541 to 543 show ways of transferring work between a
reciprocating and rotating piston/rod assembly and one of two
principle components of an electrical device.
[0182] FIG. 544 shows a way of bridging an electrical circuit
between fixed and rotating bodies.
[0183] FIG. 545 shows an effectively constant pressure fluid
reservoir.
DESCRIPTION OF THE INVENTIONS
[0184] Herein, un-cooled engines are described first, followed by
disclosure relating to control of regulated emissions, aircraft,
marine craft, continuously variable transmissions, means for
removing CO2 emissions from exhaust gases and, lastly, cooled
engines at all times operating at or close to maximum design
temperature.
[0185] An important objective of the invention is to provide
engines having greater power-to-weight ratios, power-to-bulk
ratios, and substantially greater efficiencies, with lower CO2 and
other emissions than equivalent contemporary units. This is
achieved by four principal means: (1) the rearrangement of the
components associated with a single piston/cylinder into a more
compact and simple configuration, (2) the reduction in most
applications of the number of piston/cylinder assemblies required,
(3) the substantial reduction of reciprocating masses, and
therefore the reduction of size and mass of key structural
components, (4) the virtual elimination of heat loss from the
system, thereby increasing temperatures during combustion and
therefore efficiency. A further objection is to improve
transmissions and to improve the systems using engines and
transmissions. Such systems include all kinds of vehicles, marine
craft, aircraft, electricity generating sets ans pumping sets.
[0186] In order to raise the ambient temperatures in the combustion
volume to increase thermodynamic efficiency, and in order to
eliminate the dissipation of heat energy (part of the fuel energy)
via general radiation and the cooling system, it is proposed to
entirely eliminate conventional cooling in an engine designed for
continuous operation and long life, that is to eliminate heat
dispersed from combustion chamber walls by means of liquid pumped
through engine block jackets to a heat ex-changer, or by means of
cooling fins and usual associated air blower. It is intended to
construct engines to operate continuously in an un-cooled state,
optionally housed in thermally insulating enclosures. In
alternative or additional embodiments, any kind of engine or pump
or mechanism may be mounted in a thermally insulating casing or
enclosure. Such engines will be suited to all applications,
including for surface vehicles, marine craft, aircraft, rail drive,
electricity generation and pumping. The features of the
reciprocating internal combustion (IC) un-cooled engines here
disclosed may, where appropriate, also be applied to engines
operating on the Rankine or Stirling cycles, or to other internal
combustion or steam turbine engines. As noted in the introduction,
it is an important objective of the inventions to have engines run
under the widest range of operating modes at close to the maximum
temperatures they are designed to operated at, in order to increase
efficiency and fuel economy and reduce CO2 emissions. This is
something relatively easy to do with un-cooled, thermally insulated
engines.
[0187] The un-cooled engine of the invention has no liquid coolant
and associated equipment, nor will it need metal cooling fins. It
has components constructed of any material suited to the
environment found in the engine location in which the component is
used. In selected embodiments, heat loss is substantially reduced
by constructing engine/cylinder/piston components at least partly
of materials having heat insulation properties. Combustion chamber
components can be made of high-temperature metal alloys and/or of
ceramic materials, many of which retain their structural
performance at high temperatures. Ceramics are generally harder and
more abrasion resistant than metals, and may be stronger,
especially if reinforced. It is feasible, according to today's
technology, that virtually all the components of an IC engine may
be made of ceramic material, including such items as main bearings,
connecting rods, etc. The un-cooled engine may be contained within
a housing or casing made of insulating material, further limiting
heat loss through radiation. The elimination of cooling will cause
the temperature equilibria in the various components, and in fluids
adjacent to the components, to rise significantly, to new higher
temperature equilibria. The heat energy now not dissipated by the
cooling system or by general radiation of engine components is
converted to additional work on the piston, partly because more
energy is now available for conversion, and partly because
efficiency has increased due to the greater temperature difference
between the incoming charge (that of ambient air is effectively
constant) and the much higher combustion temperature. The exhaust
gas is hotter and therefore contains more energy, making the
addition of exhaust gas energy recovery systems more viable. Such
systems include turbo-chargers, the addition of a second engine
cycle such as steam cycle to create a compound engine, or the
direct recovery of energy using thermo-electric or chemical
technologies.
[0188] Herein novel embodiments of combustion engines, pumps and
compressors are disclosed. Generally, only the novel and
distinguishing features are described, with components that are
known and commonplace generally omitted, in order to simplify
descriptions and diagrams and provide a clearer understanding of
the inventive steps. In the case of the combustion engines here
disclosed, they will all have such components as a charge air
supply system, a device for delivering fuel into the individual
combustion chamber, and optionally an exhaust emissions system
which in some way cleans the exhaust gas and/or alters its
composition. Provision of an exhaust emissions system is in nearly
all applications not an option, but mandated by law. All combustion
engines will be linked to a fuel container or tank by a primary
fuel supply line to either an individual combustion chamber fuel
delivery device, or to a fuel delivery distributor, linked by
secondary fuel lines to the fuel distribution devices of individual
combustion chambers. Fuel supply to the engine shall be regulated
by any appropriate device capable of varying fuel flow rate and/or
charge gas flow rate for purpose of varying engine operating speed,
hereinafter referred to as a throttle, and may be incorporated
within another mechanism, such as a diesel fuel distribution and
injection pressure wave generating pump. The throttle may be
operated manually or automatically, or by some combination of both,
either separately or simultaneously. The fuel delivery supply chain
from fuel tank to individual combustion chamber fuel delivery
device shall include at least one arrangement for delivering fuel
under some degree of pressure, referred to herein after as a fuel
pressurizing arrangement. In the case of liquids or solids in
powder form, for example such an arrangement comprises a fuel pump.
In the case of gases, for example such an arrangement comprises a
gaseous fuel pump and/or loading the gaseous fuel into the tank
pre-pressurized, so that it remains stored in a tank under
pressure. Optionally and preferably, especially in the case of
liquid fuels, somewhere in the supply chain from fuel tank to
individual combustion chamber fuel delivery device there is placed
a fuel filter, for the purpose of preventing solid or other
impurities from reaching the individual combustion chamber fuel
delivery device. Where the disclosures and devices described herein
are used to pump gases, liquids or solids in powder form, or to
compress gases, such pumps and/or compressors will have a worked
substance intake, a worked substance outlet, and optionally one or
more devices for measuring the substance flow rate past at least
one point, and/or the substance pressure and/or the substance
temperature. Optionally, they have one or more valves for
regulating substance flow rate. In important embodiments of the
reciprocating or rotary engines, pumps or compressors disclosed
herein, at least any of the following variable parameters may be
determined by manual action, and/or by a computer program, or by a
combination of both, the latter either on separate occasions or
simultaneously: speed of the engine; quantity and/or timing of fuel
supplied; temperature and/or pressure of fuel supplied; temperature
and/or pressure of charge gas admitted; timing and/or degree of the
opening and closing of any valves; rate and degree of fuel and/or
charge gas heating during cold start operation; timing and degree
of variation of exhaust gas re-circulation (EGR); degree of
restriction of exhaust gas flow during cold start; temperature
and/or pressure of any lubricating fluids. Any computer program is
loaded into one or more computers which provide and optionally
receive varied electrical circuits to directly or indirectly vary
determine control and/or the parameters, by any appropriate means.
Such determination, control and/or variation is by any means,
including the use of such as solenoids, servo motors and/or
hydraulic fluids with hydraulic motors or pumps in one or more
actuation mechanisms. The computers are mounted in any convenient
location on or in or anywhere outboard of the engine. The computer
optionally receives electric or electronic signal(s) from, and the
computer program is designed to process data from, one or more
sensors or measuring devices determining at least one or more of
the following: speed of travel, if any; temperature and/or pressure
of ambient air; temperature and/or pressure of fuel supply; engine
speed and/or load; temperatures and/or pressures in one or more
portions of any engine; pressures and/or temperatures in any
lubricating fluid; the composition of portion of the exhaust gas;
variation of engine angle from the horizontal; the rate of fuel
being used; the quantity of fuel used and/or remaining.
[0189] In a selected embodiment, the moving parts are of metal of a
construction and type conforming to current practice, including the
exhaust valve. Suitable metals include high-temperature alloys and
stainless steels. Alternatively, some or all of the moving
components can be of ceramic material, constructed and assembled in
ways broadly similar to today's engine construction. FIG. 1 shows
by way of example a schematic cross-section of an un-cooled engine,
having a ceramic engine block 400, a ceramic cylinder head 401, at
least one camshaft 402, at least one valve 403, intake port 404,
exhaust port shown schematically in dashed outline at 404a, cam
cover 405 optionally including thermal insulting material 405a,
sump cover 406, fluid delivery device 407 or alternatively 407a,
here a direct injector assembly, crankshaft 408, connecting rod
409, piston 410 and combustion chamber 411. The engine block, head
and sump cover are shown as made of integral ceramic. In a selected
embodiment, the ceramic material has significant thermal insulating
properties. Alternatively, one or more of these structures can be
of composite construction, for example with a ceramic interior
portion mounted in a metal exterior casing, the materials being
separated by a compressible inter-layer, such as ceramic mat. In
selected embodiments, the composite construction includes a layer
of thermal insulating material. A similar composite construction is
shown for the exhaust reactors of FIGS. 183 through 187. In a
purely schematic illustration, a fuel supply and/or tank 54 is
shown, optionally positioned in any convenient location, connected
by lower pressure fuel line 53 to fuel lift pump 52 mounted in any
convenient location, which is in turn connected by slightly higher
pressure fuel line 53a to a pressure-wave inducing fuel pump 58
located in any convenient location, which is connected by high
pressure fuel line 56 to a fuel delivery device such an injector
56. Optionally a fuel filter is incorporated within the lift pump,
shown dashed at 57. In a purely schematic illustration, a computer
provided with a computer program mounted in any convenient location
is shown at 61, and is optionally delivered electronic information
from sensors or measuring devices at 63 and provided with
electronically driven information from a human operator, for
example via a throttle pedal whose position is recorded
electronically. The computer optionally receives electronic
signal(s) and sends out electronic signals to an
electric/electronic or hydraulic actuating component of the fuel
delivery assembly, such as a solenoid, a servo motor or an
hydraulic motor or pump or any other actuation mechanism, which
regulates any parameter governing the operation of the engine,
including the quantity and/or timing of the fuel supplied to the
engine.
[0190] All the moving parts can be of metal or, alternatively, some
or all of them may be of ceramic material. Generally in this
disclosure, "engine block` or "block" refers to the structure
surrounding the piston and combustion chamber, including what is
today referred to as a cylinder block. In the case of a metal
cylinder block or head, the valves may be of metal and any of the
ports may have a ceramic lining, as will be disclosed subsequently.
Additionally or alternatively, the valves may be of ceramic
material. Generally, ceramics are not as ductile and resistant to
certain types of mechanical shock as metals. To reduce impact loads
of valves returning onto their seat, an elastomeric component may
be introduced, to partly serve as a shock absorber at valve
closure. For example, a seating detail at the port is shown in FIG.
2, for cases where the elastomeric material requires some periodic
lubrication. Here valve 403 seats against compressible seal 412,
optionally lubricated from passage 413, in cylinder head block 401.
FIG. 3 shows an alternative detail, where valve 403 seats against
ring 414 slidably mounted in groove 415 containing, between ring
and groove floor 416, a compressible cushion 417, optionally
lubricated from passage 413, the cushion forcing the ring slightly
outward when valve is lifted. If necessary the compressible
material may be bonded to groove floor and/or ring member, to
better prevent the latter leaving the groove. The compressible
member may be constructed out of any suitable material, including
ceramic fiber or mat. Components 412 and 417 can be designed to
permit weepage of lubricant to the valve seat between valve 403 and
components 412 and 414. Any suitable lubricant can be housed in a
reservoir, which can be located anywhere in the engine system and
connected to passages 413. Where supply of fluid for lubrication is
not required, passages 413 can be eliminated. Additionally or
alternatively, any of components 412, 414 and 416 can be coated or
impregnated with substances having tribological or lubricating
effect. The piston can be of metal, including of a heat resistant
alloy such as nickel-chrome, or it may be of ceramic material, of
some other non-metallic material. It may have ceramic piston rings,
especially if reciprocating in a ceramic block or cylinder liner.
Optional fuming 410a at the bottom of the piston of FIG. 1 can
transfer some heat to the crank volume 408a. Lubrication between
piston and cylinder would be by any suitable substance, including
those mentioned elsewhere herein. If lubrication were such as to
easily pick up particles of say ceramic, which would damage softer
metal bearing surfaces, then metal piston rings may be used to
ensure that wear produces powder of the softer material, metal. A
metal piston ring may be used between a ceramic piston and ceramic
cylinder to ensure that the metal would wear and the resultant
particles would be less likely to score the ceramic surfaces.
Gaskets between ceramic components may be of ceramic, such as
alumina or asbestos fiber or mat.
[0191] An un-cooled engine would be considerably lighter than
conventional units, especially if components were of light, high
alumina content ceramics. In these and the other embodiments
herein, the elimination of the cooling system including fluids
would lead to large cost, weight and bulk reductions, and so would
further contribute to fuel savings, where un-cooled engines are
used in vehicles, marine craft and aircraft, and industrial or
domestic equipment. As will be shown later, selected embodiments
have configurations that allow engines to be run much faster than
current units, further improving power-to-weight and power-to-bulk
ratios. The construction of engine blocks at least partly of
insulating material and optionally encasing the engine in a housing
of thermal and/or acoustic insulation would greatly reduce noise
and vibration, thereby providing additional societal benefit. The
insulated engine casings or blocks would greatly reduce heat
build-up "under-the-hood" in automotive and marine applications. An
un-cooled engine may be constructed in any manner. If components
such as ceramic are used, they will probably be relatively more
difficult and expensive to produce in large pieces than in smaller
ones. For this reason, the engine is preferably made up of smaller
units which are assembled during construction of the engine.
Diagrammatic elevation FIG. 4 shows, by way of example, an engine
composed of multiple pieces 930, built up round combustion chambers
shown dashed 931 and held together by means of bolts 932 loaded in
tension. Suitable gaskets can be placed between the components,
including those of ceramic fiber or mat. Regarding some of the
stresses which may occur in the cylinder and head elements under
high combustion chamber pressures, it is apparent that the tensile
stress requirements of the components can be reduced if they are at
least partly pre-stressed in compression when the engine is
assembled. Such pre-stressing and loading in compression of
assembled components is described elsewhere. The forces of
expansion will first have to counterbalance those loads before
stressing materials to their design tensile limits. For example,
the entire piston/rod assembly can be pre-stressed in compression
by a central link, as will be more fully disclosed subsequently. If
air passages and movement about the pre-tensioning element are
provided, then metal bolts could be contained within
high-temperature ceramic piston/rod assemblies. Calculations have
shown that there are presently a range of commercially available
ceramic materials having sufficient strength to be used to build
the components of the invention, allowing for typical engineering
safety margins.
[0192] In a selected embodiments, there are two co-axial chambers
worked by one piston. The two chambers both equally function as
pumps, compressors or as the combustion chambers of reciprocating
IC engines. Alternatively, they have different functions, including
one as compressor and the other as combustion chamber, or one as
combustion chamber and the other as steam expansion chamber. By way
of example, FIG. 5 shows schematically an embodiment of engine
having double head construction, to define a lower combustion
chamber 933a and an upper steam expansion chamber 938a, with lower
head 933 admitting inlet charge at port 934 and expelling exhaust
at port 935 for internal combustion, with both gas flows shown
dashed. The upper head 938 has inlet port 936 and outlet port 937
for steam cycle, with fluid flows shown solid. In assembly, the
engine is built up about "T" shaped piston 939 and a cylindrical
wall 940 common to both chambers, having seals or gaskets at 941,
by means of spacer or alignment blocks 942 and tension bolts 943.
Poppet valves 944 and cam assemblies 945, shown schematically in a
valve gear enclosure 405 with a cam cover optionally having thermal
insulation, together 405a, are provided as needed to regulate fluid
flows to the upper and lower working chambers. A crankcase,
optionally with thermal insulation, together 406a, encloses a
crankcase 406 housing a crankshaft 408 and connecting rod 409
linked to piston 939 at pivot center 939a, and optional thermal
insulation 942a is applied to spacer blocks 942. Sleeves and/or
lubrication systems 941a may be provided where piston stern passes
through lower head 933. Alternatively, the piston drives a crank
via a mechanism including a scotch yoke, as is disclosed
subsequently herein. A heat transfer system indicated schematically
by arrow 962, for example in the form of steam heater or water
boiler, is placed between ports 937 and 934, and takes exhaust gas
heat energy to create steam. Optionally, the cooler steam, after
passing through the upper working chamber at 937, is passed through
a regenerator system, indicated schematically by arrow 962a, to
transfer some heat to all or part of the incoming combustion
chamber charge at 934. Optionally, as shown on the right side, the
spacer blocks may be separated from the cylinder by a volume 940a
of trapped gas, to provide additional thermal insulation.
Optionally, as shown on the left side, the spacer blocks may be
separated from the cylinder by a volume 940b for the treatment of
exhaust gas, as disclosed elsewhere herein. In other embodiments,
charge air is supplied via the crankcase as indicated at 934a,
and/or ancillary equipment, such as an oil pump and/or a fuel
delivery system, are housed in the crankcase, as indicated at 406b.
In an alternative embodiment, the two cylinder head construction is
used in engines with both sides of piston operative in the internal
combustion mode. In further embodiments, all or part of the fuel
supply system and/or the at least partial electronic control of
engine operating parameters disclosed schematically in FIG. 1 are
adapted for the engines of FIG. 5. In another embodiment, FIG. 6
shows a combustion chamber/piston assembly similar to that of FIG.
5, but having a hollow mushroom-shaped piston head 959 having
different domed profiles, reciprocating between ceramic heads 960
and 972 separated by a spacer block 942 having a cylindrical hole
942b. The upper head 960 has ball valves 961 similar to those
described subsequently, the lower head 972 having conventional
metal poppet valves 944. On the left is shown how the valve stern
970 reciprocates in a metal guide 971. Optionally between guide and
head is a thin sleeve 971a of compressible and stretchable
material, such as fibrous ceramic mat. The guide with sleeve is
fitted to the block when the latter is a very much higher
temperature than the guide and sleeve. When temperatures equalize
to ambient a tight fit will ensue, as when the engine is cold. When
it is warm, the typically greater co-efficient of expansion of the
metal compared with that of the ceramic will ensure that the guide
s an even tighter fit in the head.
[0193] FIG. 7 shows, by way of example, a means of fixing a
mechanical assembly 946 of any material to a block or engine
portion 947 of insulating material such as ceramic. A metal bolt
948 having load distributor head 949 is passed through a hole 947a
in the component 947 and optionally spaced from it by a
compressible interlayer 950a, of say fibrous ceramic. If the bolt
has greater coefficient of expansion than component 947, then a
strong spring 951 and washer 952 may be provided to keep contact
between assembly 946 and block 947 at constant pressure with
differential expansion of bolt and block. The washers may be spaced
from the component by a second washer 950 of compressible material.
FIG. 8 shows, by way of example, a method of fixing a metal bolt
501 with conventional threading to a ceramic head or other
component 401, wherein a metal insert 502 having conventional
female threading and very course exterior male threading of
approximately sinusoidal cross section 503 is recessed in a
depression 508 in the head or component 401, optionally flush with
its surface 504. The depression has very course interior female
threading 505 approximately corresponding to the threading 503. In
a selected embodiment there is a space between the threading with
is occupied by either a compressible material 506 and/or a
substance 507 poured into the depression 508 to anchor the insert
502. The compressible material might be an aerated ceramic powder
or ceramic fiber or mat. The substance 507 may be an adhesive
applied in liquid form and left to harden or it might be a molten
substance, such as metal, which will solidify on cooling. In the
case of a metal, it should preferably be slightly softer or more
compressible that either insert 502 or component 401.
Alternatively, the space in the depression between insert and
component may be filled by a powder or slurry mixture of ceramic
and metal, and the assembly re-fired or heated to a temperature
just below the melting temperature of the insert, allowing the
mixture to harden. The metal in the mixture will tend to cause it
to be somewhat softer and more ductile than the surrounding
ceramic, and more able to absorb loads causes by differential
expansion during heating. If the assembly is subject to cyclic
heating/cooling and the coefficient of thermal expansion of the
insert is greater than that of component 401, then either substance
502 or material 506 will compress slightly when the assembly is
hot. It is preferred that the course "threading" of insert 502 and
depression 508 has a cross section consisting of progressively
rounded shoulders 509 without sharp edges or changes of direction
shoulders, and that these shoulders carry any perpendicular loads
510 associated with bolt 501. If the gap between insert and
depression is relatively large, as shown here, "threading" may not
be required, and may be replaced by a series of circumferential
projections and depressions, in the depression 508 and on the
insert 502. As can be seen, here insert 502 can be located within
depression 508 without turning, as would be necessary with a
smaller gap and threading. By the above and other techniques,
including those disclosed subsequently, an engine can be
constructed partly of metal, partly of ceramic and partly of
thermal insulting material.
[0194] Ceramic engine block/cylinder/cylinder head construction
leads to the introduction of several beneficial features. Passages
and chambers to transmit substances such as fuel, air, steam,
water, etc., may be incorporated within the block(s), perhaps to
embody the principles outlined elsewhere herein, in a manner to
ensure the transmission of substances at the desired temperature
and/or pressure, according to distance of passage from combustion
volume. For example, fuel delivery galleries can be located in a
cylinder head or similar component, of ceramic or any other
material, near the combustion chamber surfaces at a warm part of
the component, so that the fuel may to a degree be heated before
delivery into the combustion chamber. Alternatively or
additionally, electrical circuits can be incorporated in the body
of the block, since ceramic can be an electrical insulator. Such
circuits may connect to electrodes or points, say of carbon, in the
cylinder head, to produce a spark without the need for conventional
plug, where such spark is desired. Circuits may be connected to an
electrically driven fuel injector or other device, eliminating the
need for today's exterior wiring. High voltages may be employed to
give larger sparks, say arcing through substantial dimensions of
the combustion volume, without fear of these large sparks shorting
against a metal block. Such circuits could be incorporated by the
pouring or stuffing of molten fluid metal or other conductive
material into passages already formed in the manufactured ceramic
block or head, or filling such passages with conductive material in
powder form and re-firing or re-heating the ceramic with the
conductive material assembly. FIG. 9 shows by way of example an
electrically operated fuel injector 477 shown hatched having a
solenoid portion 487 and a fuel delivery portion 488 mounted in a
depression 478 in ceramic cylinder head or similar component 401,
partly defining combustion chamber 493. The injector is attached by
any convenient fastening means. By way of example, here it is a
holed strap 489, bolts 490 and compressible washers 491. The
injector may be of any convenient type that is currently being
manufactured, including one where a solenoid opens and closes a
valve to supply high-pressure fuel at moment of injection, or it
could of the type wherein the solenoid activates a plunger in an
internal fuel chamber or reservoir at moment of delivery, with fuel
supplied to the reservoir at low pressure. Fuel supply galleries
479 communicate with a fuel heat-acquiring chamber 480, both shown
dashed, and communicate with a fuel entry port or optionally
annular gallery 481 in the injector, which is seated on a
compressible seals 482. The size of chamber 480 and it proximity to
the combustion chamber 493 will determine the extent to which the
fuel is pre-heated prior to injection. A similar gallery or port
may be provided at 483 for fuel return flow, shown dashed at 492.
The component has electrical circuits at 484 terminating in contact
areas 486 cast or built into component 401. These communicate with
connectors 485 on the injector 477 when it is installed, to power a
solenoid located in a zone at 487 bordered by dashed lines 487a. In
a selected embodiment, a circumferential volume 494 is formed when
the injector is mounted in the head, which can be supplied by
cooling fluid, including air, via passages 495, shown dashed. The
windings of the injector solenoid may be mounted so as to be wholly
or partly exposed to this cooling fluid.
[0195] A combination of multiple engines whose outputs are in some
way linked is known as a compound engine. Generally in compound
engines, exhaust gas energy from an internal combustion engine is
used to power one or more other engine(s), which may pool work with
the first engine by means of mechanical linkage, or by the partial
integration of the two engine cycles to produce work on common
components, such as one or more pistons, or a crankshaft. Such
other engine may operate on any cycle, such as steam, Stirling or
turbine cycles. Alternatively, heat from the exhaust gases can be
used to directly generate electricity, using thermo-electric
conversion technologies. An exhaust gas handling volume, whether an
emissions reactor assembly mounted to or within an internal
combustion engine, or an internal or external exhaust passage or
pipe, may have incorporated within the volume--whether associated
with conventional or un-cooled engines--a heat ex-changer, so that
the heat of the exhaust gases can be used for some other function.
In a vehicle, aircraft or marine craft, it could be used for
occupant heating. Alternatively or additionally, the heat energy of
the exhaust gases that is passed through the heat ex-changer may be
used to derive further work, for example by powering a steam or
Stirling engine, or it might be transferred to an accumulator or
energy storage system. Fluids useable in the heat ex-changer to
transfer heat energy include air, other gases, water in liquid form
or as steam or superheated steam, or other liquids. FIG. 10 shows
diagrammatically one possible configuration, where an engine block
418 having exhaust ports 419 discharges hot exhaust gases 420 past
finned members 421, having hollow passages shown dotted at 422
communicating with lower linking passage 423 and upper linking
passage 424 formed in an exhaust emission control reactor housing
425 and having access to, respectively, fluid entry means 426 and
fluid exit means 427. Such heat ex-changers could be made of any
suitable material having high conductivity, including ceramics such
as silicon nitride or metals such as the nickel alloys, which may
be such as to have catalytic effect. The heat ex-changer may
effectively constitute filamentary material, as described
subsequently. Alternatively, the heat ex-changers may be placed
elsewhere in the exhaust system of an IC engine, including
downstream of a reactor assembly. If the heat ex-changer were part
of a separate mechanical power unit, such as a steam, Sterling or
turbine engine, then the latter could be directly or indirectly
coupled to the first unit--the IC engine--by direct drive. If the
IC engine is used in an automotive application, the power
requirements of the stop/start nature of operation may not always
conform with the more constant outputs the regular supply of
exhaust heat and possible working fluid pressure will provide from
the second power unit. Therefore the second unit may be connected
to the first unit and/or be connected to and put work into an
energy storage device, such as a flywheel, or a reservoir
containing gas under variable pressure. The connections can be by
any convenient means, including drive shafts, differentials, etc.
An example of such an embodiment is shown schematically in FIG. 11,
where 428 is an IC engine, 429 the reactor/heat ex-changer
assembly, 430 the second engine, 431 the differential and 432 the
accumulator. Drive shafts are provided at 433, so that by control
of the differential or by other means the flow of work from the
second engine can be distributed between the first engine and the
accumulator, as needed. Optionally, one or more variable ratio
transmissions are included, in any convenient location including at
the ends of drive shafts 433, as shown schematically dashed at
433a. The accumulator may optionally be linked by passage 434 to
first engine 428. The accumulator may comprise a fan or other
device compressing gas, such as air, to be stored via passage 432b
(indicated by solid arrow) in an associated reservoir shown dashed
at 432a, in which case the bleed off of fluid via passage 432c
(indicated by dashed arrow) to first engine 428 under certain
operating modes, such as acceleration, may result in improved
performance or fuel economy. If the accumulator is a device used to
compress charge air in a reservoir, with the pressurized air used
to boost IC engine performance during selected operating
conditions, then the fuel system can be designed to deliver fuel in
proportion to the pressure, and therefore mass, of air being
supplied, and so maintain an approximately constant air/fuel
mixture, if desired.
[0196] Fluids from an accumulator or second engine may be used to
operate the exhaust and/or compression strokes of the first engine,
thereby embodying a composite engine, or it may be employed to
operate some pistons of a composite engine having other pistons
operating on the internal combustion cycle. If the fluid is
required to act on the piston common to an IC engine system, such a
piston is preferably of T-shaped configuration, as shown
diagrammatically in section FIG. 12, where a piston having hollow
head 450 reinforced by flanges 451 is attached to hollow stern 452,
and is slidably mounted in a cylinder 453 by means of piston rings
453a and bearing 454 notched to accommodate piston flanges. The
piston separates IC operative combustion volume 455 and alternate
working volume 456. Piston stern communicates to crankshaft 457 via
big end bearing 458, connecting rod 459 and gudgeon pin 460
according to known practice. Valves and ports may be provided in
any convenient manner, including as disclosed herein. The fluid,
such as steam, of the alternate system may be further cooled (heat
will have been given up if expansion has taken place) by passing
through another heat ex-changer, say converting such heat into
electrical energy or mechanical energy. By way of example, a layout
suitable for combining a reciprocating IC engine and a Stirling
engine in a compound engine is shown schematically in FIG. 13,
where the Stirling portion is indicated above "A", and the
reciprocating IC portion above "B". Charge air 521 enters IC engine
head 401 through port 404 and is admitted to combustion chamber 411
via cam 402 and valve 403 mechanism, to power piston 410
reciprocating in cylinder 400, to drive crankshaft 408 via
connecting rod 409. Exhaust gas is expelled via port shown dashed
at 404a to enter an exhaust gas reaction volume 522, and proceeds
from there in direction 523 in preferably insulated passage 524 to
volume 525 in the Stirling engine. In a stand-alone Stirling
engine, 525 would be a combustion chamber were fuel is burnt to
create hot air 526 to pass across heating tubes 527, but in this
embodiment the hot exhaust gas 526 from the IC engine is passed
over heating tubes 527. After it has heated the Stirling working
gas in the tubes, it may optionally be passed through an exhaust
gas regenerator (a name for an energy recovery system) 528, before
being discharged to the atmosphere. Heat reclaimed via the
regenerator may be transferred to IC engine air intake regenerator
540 via flow path indicated by double-line arrows 529, optionally
to heat the charge air. Pre-heating the IC engine charge will tend
to increase over-all compound efficiency, while slightly decreasing
the amount of work the IC engine generates, since the incoming
hotter charge will have less mass per unit volume. The decrease in
IC engine work can be compensated for by providing an electrically
or exhaust gas driven super-charger, or a turbo charger, or by
increasing the charge boost of a system already in place. The
working gas of the Stirling cycle is indicated by double-headed
arrow 531 and is cyclically shuttled between cooled chamber 532 and
hot chamber 532a, via the heating tubes 527, Stirling regenerator
533, and cooler 534. Stirling coolant flow through volume 534a is
indicated in at 541 and out at 542. A rhomboid drive 535, as is
typically used in some Stirling engines, links the displacer piston
536 to the power piston 537, in which it is slidably mounted. Work
generated by the Stirling cycle is transferred by the rhomboid
drive to two contra-rotating gears or disks 538. Optionally, these
gears or disks may be linked to the IC engine crankshaft 408 by
some mechanical means, in this embodiment by at least one
intermediate gear 539. In a purely schematic illustration, a fuel
supply and/or tank 54 is shown positioned in any convenient
location, connected by lower pressure fuel line 53a to fuel lift
pump 52 mounted in any convenient location, which is in turn
connected by slightly higher pressure fuel line 53b to a
pressure-wave inducing fuel pump 58 located in any convenient
location, which is connected by high pressure fuel line 56 to a
fuel delivery device such an injector 59. Optionally a fuel filter
is incorporated within the lift pump, shown dashed at 57. In a
purely schematic illustration, a computer provided with a computer
program mounted in any convenient location is shown at 61, and is
optionally delivered electronic information from sensors or
measuring devices at 63 and optionally provided with electronically
driven information from a human operator 62, for example via a
throttle pedal whose position is recorded electronically. The
computer supplies electronic signal(s) out 64 to any electric or
electronic component of the engine and/or fuel delivery assembly,
such as a solenoid, which regulates the quantity and/or timing of
the fuel supplied to the engine. The structural assembly housing
the hot chamber, the cold chamber, the displacer piston, the power
piston and the Stirling cooling system has been shown as one
integral body, shown hatched at 543. In practice it is likely to
consist of a series of components held in assembled condition by
fasteners. Optionally, at least one these components may be of
ceramic material. Such material may have low thermal conductivity
where in contact with the Stirling working gas in the hot or cold
chambers, and/or it may have high thermal conductivity where in
contact with the Stirling working gas in the heat transfer zones,
such as the cooler 534 and/or the heat transfer tubes 527.
[0197] A heat ex-changer located in the exhaust gas flow of an IC
engine may comprise part of a turbine engine cycle, as shown
diagrammatically by way of example in FIG. 14. A reciprocating IC
engine 467 has exhaust gas 468 passing through reactor 469 across
heat ex-changer 470 to drive fan 471, which is linked by shaft 472
to drive turbine compressor 473, to pass compressed turbine working
fluid 474 via passages 475 through reactor heat ex-changers 470,
allowing heating of turbine working fluid to occur. A fan
associated with the reactor may drive a compressor used for any
suitable purpose, including the provision of a compressed fluid to
an accumulator and the provision of boost to engine inlet charge.
FIG. 15 shows a schematic arrangement for a gas turbine engine
mounted in association with a reciprocating IC engine 900, in such
a manner that the exhaust gas from engine 900 provides a means of
partially or wholly heating the gases of turbine engine 901,
wherein turbine working gas passes in direction of arrow 902
through intake 903, low compression stage 904, high compression
stage 905, heating stage 906, turbine stage 907 and exhaust stage
908. Reciprocating IC engine exhaust gas passes through one or more
heat ex-changers 909a, optionally located in stage 906, to be
discharged at 909. In an alternative embodiment, the hot
reciprocating IC exhaust is discharged directly into the turbine
stream, as shown dashed at 910a. If the IC exhaust is at lower
pressure than that in high pressure stage 906, then it may be
optionally compressed beforehand by separate compressor 910. In
another alternative embodiment, the reciprocating IC exhaust is
directly fed into the turbine in a lower pressure stage, as shown
schematically dashed at 911a. A combination of both systems may be
used, as may supplementary fuel combustion system in stage 906, as
shown at 911. A schematic arrangement similar to that shown in FIG.
15 may be used to provide a combined steam turbine and internal
combustion engine. In a selected compound engine embodiment, the
turbine combuster is eliminated and hot IC exhaust is fed directly
into the turbine compressor. The turbine portion of the compound
engine may be single stage, or multiple stage.
[0198] By way of example, FIG. 16 shows schematically a compound
engine having a single stage turbine shown above "A" supplied by
exhaust from an single- or multi-cylinder reciprocating IC engine
shown above "B". The IC engine may be constructed in any manner,
including as disclosed herein, and may be conventionally cooled,
partially cooled or entirely un-cooled. Ambient air 553 enters IC
engine 550, having crankshaft rotating about axis 551, through air
intake at 552. Fuel is supplied at 557, mixed with air and burnt in
the combustion chamber(s) to produce work on crankshaft 551, IC
engine exhaust gas 554 passes through an exhaust processing volume
or reactor or other passage 555, then through an optional filter
556 to turbine entry plenum at 558. It is then compressed by
turbine compressor 560 mounted on turbine shaft 561 to pass through
housing or passage 562 to be directed by stator blades 563 onto
turbine blades 564 mounted on turbine wheel 565, in turn mounted on
turbine shaft 561. The IC engine exhaust gas then again passes
through housing or passage 562 to be expelled into the atmosphere
at 559. Reduction gears 566 transfer work to turbine output shaft
567 which, in this embodiment, is directly linked to crankshaft
551, which therefore transmits work from both parts of the compound
engine. Alternatively, the turbine output shaft may be indirectly
linked to the crankshaft by any means, including reduction gearing,
or it may not be linked at all. Work from turbine output shaft may
be used to power an electrical generator or any other system or
engine, shown schematically at 568, whether or not it also
transmits work from the IC engine crankshaft. In an alternative
embodiment, variable ratio gearing is provided between turbine
shaft and engine shaft, and optionally any shafts driving ancillary
systems, as shown schematically by bracket 566a. Whether or not
shaft 561 is linked to IC engine crankshaft 551, work from that
shaft may be used to drive a separate electrical generator or any
other system or engine, shown schematically at 569 and at 569a.
Either generator 568 and/or generator 569 may additionally function
as starter motor(s). Optionally, before gas leaves the turbine
enclosure it may be passed across exhaust regenerator 570, with
heat energy transferred via routing indicated by double-line arrows
572 to IC engine air intake regenerator 571, optionally to heat
incoming IC engine charge air. In a selected embodiment, the only
fuel supplied to the compound engine is that delivered to the
reciprocating IC engine at 557. In another embodiment, if the gas
in the plenum 558 is not hot enough, combustion chambers, shown
dashed at 573, may be incorporated within the turbine housing, with
some additional fuel supplied at 574a to provide additional heating
to the turbine working gas. The separate fuel required for the
turbine will be far less than if it were ingesting ambient air,
instead of the hot reciprocating IC engine exhaust. It may be that,
after leaving compressor 560, the exhaust from an un-cooled IC
engine may be so hot due to the additional work of compression,
that it may damage the stator or turbine blades. Optionally in that
case, ambient air can be supplied via intake 574, fan or impeller
575, duct 576 through filter 556 to the turbine intake plenum 558.
In a purely schematic illustration, a fuel supply and/or tank 54 is
shown positioned in any convenient, connected by lower pressure
fuel line 53a to fuel lift pump 52 mounted in any convenient
location, which is in turn connected by slightly higher pressure
fuel line 53b to a pressure-wave inducing fuel pump 58 located in
any convenient location, which is connected by high pressure fuel
line 56 to a fuel delivery device such an injector 59. Optionally a
fuel filter is incorporated within the lift pump, shown dashed at
57. In a purely schematic illustration, a computer provided with a
computer program mounted in any convenient location is shown at 61,
and is optionally delivered electronic information from sensors or
measuring devices at 63 and provided with electronically driven
information from a human operator 62, for example via a throttle
pedal whose position is recorded electronically. The computer
supplies electronic signal(s) 64 out to an electric or electronic
component of any part of the engine and/or the fuel delivery
assembly, such as a solenoid, which regulates the quantity and/or
timing of the fuel supplied to the engine, or sends a signal 65 to
any component of the turbine. In an alternative embodiment, ambient
air may be supplied anywhere downstream of the compressor, as
indicated schematically by dashed arrow, including to combustion
chamber 573. In a further embodiment, "too hot" exhaust may be
passed across or through a heat ex-changer before being directed to
the turbine, with energy from the heat ex-changer being used for
any other purpose, including space heating. In a further
embodiment, the turbine compressor 560 may be eliminated, by tuning
the reciprocating IC engine to provide exhaust gas at sufficient
pressure to power the turbine via stator blades 563 and turbine fan
blades 564. In the case of four stroke engines, this is relatively
easy to accomplish, by adjusting the exhaust port to open somewhat
earlier than is normal, when the gas in the combustion chamber is
at higher pressure. This will be easier still in entirely un-cooled
engines, where gas pressures and temperatures can be double or more
than those in today's conventionally cooled engines. In two stroke
engines, a two stage exhaust system can be provided, as will be
disclosed subsequently, to provide both high pressure exhaust for a
turbine and low pressure exhaust to facilitate scavenging.
[0199] In another embodiment, the reciprocating engine of the
invention forms one stage of a compound engine having three or more
stages, including any other stages, such as a turbine stage, a
steam engine stage, and/or a Stirling engine stage. In further
embodiments, any of the stages of a compound engine having the
reciprocating engine stage of the invention are separated by any
appropriate equipment or mechanism, whether or not any of the
shafts of the stages are co-axial, mechanically linked or are the
same. For example, the stages can be separated by a thermally
insulated passage for exhaust gas, a starter motor, by a
transmission as indicated schematically at bracket 566a in FIG. 16,
and/or by one or more exhaust processing systems of any kind,
including those for the removal of particulate matter,
hydrocarbons, carbon monoxide, nitric oxides and/or carbon dioxide.
In further embodiments, any of the stages of a compound engine
having the reciprocating engine stage of the invention are
separated by any variable ratio transmission, including any of the
transmissions disclosed herein. The rotating shafts of different
stages of a compound engine are likely to have different optimum
rotational speed ranges, so if power is to be transmitted between
stages, transmissions can be used to transfer power between shafts
rotating at different speeds. In an important embodiment, disclosed
more fully elsewhere herein, a turbine engine stage is
substantially removed from a reciprocating IC engine stage and
linked to it by an optionally thermally insulated passage for hot
high pressure exhaust gas. In another important embodiment,
disclosed more fully elsewhere herein, a single reciprocating
engine stage of a compound engine supplies hot high pressure
exhaust gas to two or more turbine engine stages, optionally
located relatively remotely from the reciprocating stage. To give
an idea of some possible layouts and configurations, three examples
are illustrated very schematically in FIGS. 17 through 19, in which
flow of air is indicated by un-numbered solid arrows and flow of
exhaust gas by un-numbered dashed arrows. In the compound engine of
FIG. 17, a reciprocating stage 574 with main power shaft 576 is
coupled to turbine stage 575 with power shaft 577, via transmission
578 linking the shafts. Air for the reciprocating stage enters via
the transmission, optionally to cool it. Hot high pressure exhaust
gas leaves the reciprocating stage to enter an exhaust gas
treatment system 579, including as disclosed herein, and from there
goes via plenum 580, optionally including another exhaust treatment
system, to power the turbine stage. Optionally a third,
bottoming-type stage is added at 584. Such bottoming stages could
comprise a Stirling engine, a steam engine, a second turbine or a
device for converting heat energy to electricity. Since the shafts
are linked via the transmission, power from the whole compound
engine can be taken off at one location, here at 581. The compound
engine of FIG. 18 is broadly similar to that of FIG. 17, with a
reciprocating stage 574 with main power shaft 576 coupled to
turbine stage 575 with power shaft 577, via transmission 578
linking the shafts. Air for the reciprocating stage enters via the
transmission, optionally to cool it. Hot high pressure exhaust gas
leaves the reciprocating stage to enter an exhaust gas treatment
system 579, including as disclosed herein, and from there goes via
plenum 580, optionally including another exhaust treatment system,
to power the turbine stage. Hot exhaust leaves the turbine stage
and then passes, via another exhaust treatment system 583, to a
steam engine stage 584 having main power shaft 586. Shaft 586
optimally rotates more slowly than shaft 577, so a secondary
transmission 585 is located between turbine stage and steam stage.
The main transmission has a third shaft 582, connected to the other
two shafts, which serves as the main output shaft for the compound
engine, and power can be taken off at either end, indicated at
581.
[0200] FIG. 19 shows a layout for a compound aircraft engine, with
direction of normal aircraft movement indicated at 595. A
reciprocating stage 574 with main power shaft 576 is coupled to
turbine stage 575 with power shaft 577, via transmission 578
linking the shafts. Hot high pressure exhaust gas leaves the
reciprocating stage to enter an exhaust gas treatment system 579,
including as disclosed herein, and from there goes via plenum 580,
optionally including another exhaust treatment system, to power the
turbine stage, which creates thrust at 590. The reciprocating stage
drives a propeller, only partly shown at 587, which creates thrust
at 589. A starter motor 597 is located between propeller and
reciprocating stage. Optionally 597 is a motor generator and when
not starting the engine can be variably or otherwise engaged to
provide electrical power for aircraft systems. Air scoops are
provided to cool the starter motor at 591, to provide air to the
reciprocating stage at 592, to cool the transmission at 593, and to
provide extra and/or by-pass air for the turbine at 594. Shafts 576
and 577 are approximately co-axial, but are not directly linked.
Instead, they are linked via lay shaft 581, each to it by means of
a basic version of the continuously variable transmission of the
invention, as disclosed subsequently herein. Each linkage comprises
two variable diameter rollers, one on each shaft, linked by an
endless belt 595, and each has a similar ratio variation range.
Connected in this way, the variation ranges are multiplied to give
a wide speed range between power shafts 576 and 577. This can be
useful in many situations. For instance, when starting, the rpm of
the turbine is set to a low range relative to reciprocating engine,
so the slowly-turning turbine does not impose significant inertial
loads on the starter. In any case, the reciprocating engine is
cold, and the initial exhaust gas will be relatively cool and
contain little energy to power the turbine. As the engine warms up,
turbine shaft speed is increased relative to that of shaft 576. In
another situation, if power is suddenly applied, there is a time
lag before the extra hot gas gets to the turbine, and during this
time lag only the rotational speed of the reciprocating stage is
increased while the turbine shaft speeds remains unchanged. The
variation of relative speed between the shafts is also useful
during certain operating modes, especially in aircraft with
variable pitch propellers, including climbing, acceleration,
deceleration, etc.
[0201] The features of the preceding and following sections
illustrate by way of example the many ways an un-cooled engine may
be constructed. Any type of piston or valve may be used in an
un-cooled engine and the engine portions may be assembled in any
manner. The features of the un-cooled engine have been described
mainly in relation to internal combustion engines. Where
appropriate, they may be applied to any type of engine, including
for example steam and Stirling engines. The features relating to
heat ex-changers may be embodied in any type of engine, including
conventionally cooled engines. Where appropriate, features
described herein may be applied to pumps or compressors. By
"un-cooled" is meant engines having restricted or no cooling,
compared to general current production engine practice and includes
engines with partial cooling. It is to be emphasized that the
various features and embodiments of the invention may be used in
any appropriate combination or arrangement.
[0202] A selected embodiment of an un-cooled engine is illustrated
schematically in FIG. 20. It consists of a piston 1001
reciprocating between two combustion chambers 1002 at each end of a
cylinder 1003 closed by two heads 1004, with a crankshaft 1006 in a
crank volume indicated by dashed lines 1275 outboard of each head,
the piston being connected by tensile members 1007 to both
crankshafts. In a further embodiment, the crankshaft also functions
as a camshaft for any purpose, including to actuate valves and/or
to actuate fuel delivery. Fuels and other fluids for the charge may
be delivered to the combustion chambers under pressures and
temperatures higher than normal in conventional engines. The
cylinder is at least partially surrounded by an exhaust gas
processing volume 1008, with exhaust gas being conducted to the
volume by alternative paths shown dashed at 1005 and 1009. Charge
intake to the combustion chamber, indicated schematically
chain-dashed arrows at 1276a is via the crankcase. Surrounding the
engine is a thermally insulated casing 1010, here functioning as
structure enclosing volume 1008. This configuration is suitable for
four and two stroke embodiments, consuming fuel ranging from
gasoline and similar lightweight fuels through diesel and heavier
oil fuels to coal and other slurries or powders, as well as gaseous
fuels such as natural gas, liquid petroleum gas and hydrogen. In a
purely schematic illustration, a fuel supply and/or tank 54 is
shown positioned in any convenient, connected by lower pressure
fuel line 53 to fuel lift pump 52 mounted in any convenient
location, which is in turn connected by slightly higher pressure
fuel line 53 to a pressure-wave inducing fuel pump 58 located in
any convenient location, which is connected by high pressure fuel
line 56 to a fuel delivery device such an injector 56. Optionally a
fuel filter is incorporated within the lift pump, shown dashed at
57. In a purely schematic illustration, a computer provided with a
computer program mounted in any convenient location is shown at 61,
and is optionally delivered electronic information from sensors or
measuring devices at 63 and provided with electronically driven
information from a human operator 62, for example via a throttle
pedal whose position is recorded electronically. The computer
supplies electronic signal(s) 64 out to an electric or electronic
component of the fuel delivery assembly, such as a solenoid, which
regulates the quantity and/or timing of the fuel supplied to the
engine.
[0203] In an alternative embodiment, suited to two stroke engines,
gases are exhausted via ports about the center of the cylinder. For
example, in the two cycle form illustrated schematically in FIG.
21, which has a similar piston 1001, cylinder 1003, heads 1004 and
tensile links 1007, pressurized charge air is ducted via crankcase
1275 and valve 1276, actuated optionally by combined
crankshaft/camshaft 1277, to combustion chambers 1288 serviced by
fuel injectors 1278, displacing exhaust gas which exits the chamber
via ports 1289 to circumferential exhaust gas processing volume
1290. Insulation 1010 is shown around the crankcases and engine of
FIG. 21, and may optionally be provided between head 1004 and
crankcase 1275 as shown at 1010a. The fuel supply system and
computing arrangement of the engine of FIG. 20 are included in the
engine of FIG. 21, and are shown here schematically, with features
similarly numbered. In another embodiment of either a two- or
four-stroke engine, FIG. 22 shows schematically by way of example a
piston/cylinder module 1271 linked to a single crankshaft 1272 by
tensile elements 1273 routed about guides/bearings/rollers and/or
wheels 1274. Any engine lubrication and/or bearing system may be
employed, but optionally either gas or roller needle bearings are
used, perhaps with water or other liquids, in the case of water
preferably when the components are of ceramic material, as
described later. In a selected embodiment, the crank assembly is
preferably so designed that any air bearings may at least partially
operate, during some portion of a cycle, at a pressure equivalent
to the charge pressure of forced induction, in the case of
turbo-charged, supercharged or force-aspirated engines. An
important advantage of the layout of FIG. 21, wherein charge is
provided via the crankcases 1275, is that there are no separate
crank case emissions which need to be treated. Any blow-by and
lubricant vapors are carried back into the combustion chamber and
from there go into an already in-place exhaust gas treatment
system, including a system as disclosed subsequently. In reference
to the any of the Figures, insulation is generally shown and
described as thermally insulating material. In any alternative
embodiment, the thermal insulating material can be wholly or partly
supplanted, replaced or enhanced by the provision of an enclosed
partial or nearly whole vacuum to provide thermal and/or acoustic
insulation. In any of the embodiments described in this disclosure,
those direct or indirect links between piston or piston/rod
assembly and crankshaft which are principally loaded in tension are
of any flexible material such as wire or cable, or they may
alternatively be of rigid material including rods. In other
embodiments, such rigid linkage material including rods is
substantially loaded in compression and tension. In an additional
embodiment, such linkage material including rod(s) is substantially
loaded in compression and tension, and only one end of a piston or
a piston/rod assembly communicates with a single crankshaft.
[0204] In further embodiments, the layouts described above are
modified to be arranged in multiple cylinder form, including in a
"flat" configuration. In FIGS. 23 through 32, like features are
similarly numbered. FIGS. 22 through 40 are all schematic and do
not show valve guides and springs, fuel delivery and exhaust
systems, etc. By way of example, plan section FIG. 23, longitudinal
section FIG. 24 and cross section FIG. 25 show schematically five
piston/cylinder modules 1271 with ten combustion chambers arranged
about two crankshafts 1006 in two crankcases 1275, connected at one
end to a transmission 1011 of any kind including as disclosed
subsequently, with the crankshafts optionally mechanically linked
by the transmission, and at the other end driving ancillary systems
1269, such as a turbo-charger, with the crankshafts optionally or
alternatively mechanically linked by system 1012. The space
surrounding the cylinders can be used as an exhaust processing
volume 1290, similar to that shown in FIG. 21. Thermal insulation
1010 surrounds engine and crankcases, with optional additional
thermal insulation provided at 1010a between head portions of
modules 1271 and crankcases 1275. Other embodiments are shown by
way of example in FIGS. 26 through 32, As previously, there are
indicated schematically twin combustion chamber piston/cylinder
modules at 1271, optionally thermally insulated engine casings at
1010, crankshafts or their axes at 1006, mechanical linkages 1012
for multiple crankshafts 1007, spaces for ancillary systems 1269 or
transmissions at 1011. Locations of systems 1269 and transmissions
1011 are interchangeable in FIGS. 23 through 31, and may
alternatively be in any other convenient location. Linkages 1007
are principally loaded in tension. In alternative embodiments they
may be principally loaded both in tension and in compression, or be
principally loaded in compression. In an alternative configuration,
shown in schematic longitudinal section FIG. 26 and cross-section
27, a double row ten cylinder engine is shown. Any number of rows
and cylinders can be combined between two crankshafts. Optionally,
the tensile elements 1007 are lengthened to accommodate more rows.
In FIGS. 28 and 29, a schematic cross-section of a four row engine
of eighteen cylinders and thirty-six combustion chambers is shown,
where tensile and/or compressive members 1013 and 1014 are of
unequal length. In the embodiment of FIG. 29, the outer pistons
optionally have a different stroke than the inner pistons. In
alternative embodiments, more than two crankshafts can be employed.
By way of example, longitudinal section FIG. 30 and cross-section
FIG. 31 show schematically a six row forty-two cylinder,
eighty-four combustion chamber engine. It will be noted that these
configurations are most practical if the engines are un-cooled or
adiabatic, but they may alternatively be wholly or partly cooled.
In a selected embodiment, the crank links are connecting rods
loaded in both compression and tension and a single crankshaft is
used. By way of example, schematic FIG. 32 shows a two row engine,
having at least one pair of twin-combustion-chamber cylinder
modules 1271, a single combined crank/camshaft 1015 and two
camshafts 1016, various valve actuation rods 1276, and
circumferential exhaust processing volumes 1290. Charge air
delivery is via both crankcase 1275 and valve actuation volume
1016a. Thermal insulation 1010 surrounds engine, crankcase 1275 and
valve actuation volume 1016a, with optional additional thermal
insulation 1010a provided between head portion of modules 1271 and
valve actuation volume 1016a and optionally between head portions
of modules 1271 and crankcase 1275. In further embodiments, all or
part the fuel supply system and the least partial electronic
control of engine operating parameters disclosed schematically in
FIG. 20 is adapted any of the engines of FIGS. 21 through 32.
[0205] The engines of the invention may operate in the two stroke
mode or the four stroke mode. FIGS. 33A and 33B show how the basic
configuration of a piston 1102 having a combustion chamber at each
end and reciprocating in a cylinder assembly 1103 can be used for
four stroke and two strike engines respectively. The intake phase
is shown at 1111, compression at 1112, expansion at 1113, exhaust
at 1114. Direction of piston travel is indicated by the arrow below
each numbered portion of the Figure. In the case of the two stroke
engine, only net loads are transferred to crank; in the case of the
four cycle alternately net and gross loads are taken up, suggesting
that for a given number of cylinders the two stroke will be
smoother running. The basic cylinder modules may be combined to
form a "ring" engine with the interior space optionally used for a
turbine or ram jet or other engine to form a compound engine having
a single revolving system. By way of example, schematic sections
FIGS. 34 and 35 show three rings between outer casing 401 and inner
casing 402, each of four piston/cylinder modules 403 linked by
common crankshafts 404 and tensile members 405, with hot exhaust
gases 406 providing at least partial energy for the ramjet or
turbine 407, either directly or via heat ex-changers as disclosed
elsewhere herein. Ambient air flow is shown at 410. The work from
the reciprocating portion of the engine--shown at zone 408--may be
used to drive any engine or mechanism, or it may power the
compressor of the turbine portion or may, as shown schematically at
409, drive a fan, propeller or Archimedes screw to provide thrust,
either through air, or through water if the engine is used as a
marine drive system.
[0206] The above piston/cylinder with twin working chambers and
twin crankshafts concept, and the tensile links between the crank
and piston concept, are interrelated. Singly and together, they
provide significant advantages. Substitution of the heavy
connecting rod and its bearing at the piston by the much lighter
tensile member saves weight and entails that the crank can be
pulled, rather than pushed. With two combustion chambers acting on
one piston, less loads are transferred through the crank,
permitting lighter construction. This is especially true in the
case of two-stroke engines, where virtually only net work and
therefore loads are transferred to the crankshaft, since part of
the work of expansion is transferred through the piston to provide
most of the work of compression. If the tensile link is used, the
desirable slack will generally cause the piston to "float" toward
the end of the first chamber's expansion stroke, a transition
ensuing after combustion expansion is substantially complete,
causing the piston to pull one crankshaft and subsequently being
pulled by the other crankshaft, to effect final compression of the
second chamber. A significant portion of the loads of piston
deceleration will be taken up by the compressing of the charge and
will not be transferred to the crankshaft, permitting lighter
construction. Because of the constant line of the tensile member
between heads, the piston is much less subject to side loads and
torque, simplifying piston bearing and seal design. The arrangement
of the exhaust processing volume adjacent to the cylinder
eliminates heat loss from the cylinder walls to outside the system.
If the volume is properly insulated, exhaust temperatures will more
closely approach mean combustion chamber gas temperatures, reducing
thermal stress on the cylinder. Likewise, the piston has two
opposing work faces, and consequently will have shallower
temperature gradients than conventional pistons. In the two stroke
embodiment, cold charge enters the hot maximum compression end of
the combustion volume thereby cooling it, while hot exhaust gases
exit the cold minimum compression end thereby heating it, tending
to even out the temperature gradients of the combustion chamber
surfaces. Because these arrangements substantially reduce thermal
gradients, and consequently stresses, it will be easier to
manufacture the components in a wider variety of ceramic materials,
which generally have less tolerance to thermal shock than
metals.
[0207] It is generally understood that engine efficiency increases
in some proportion to the difference between charge temperature and
combustion temperature, and to a further degree with increase in
compression ratio, and that power to bulk and power to mass ratios
increase roughly proportionally to engine speed. That is provided
that these increases are not partially absorbed by higher friction
and pumping losses, and that combustion efficiency is constant
within the speed range considered. It is an objective of these
inventions to provide an environment where combustion temperatures,
compression ratios and engine speeds higher than in present units
can be successfully and efficiently employed. The higher combustion
temperatures will tend to produce hotter exhaust gases, leading to
improved emissions control and usually a greater heat sink for
waste heat recovery systems, which will therefore produce more
work, and generally lead to greater system efficiencies. All the
above would suggest that, in the case of high performance un-cooled
engines, carburetor or manifold injected fuel delivery should be
discarded in favor of direct injection into either cylinder or
pre-combustion chamber, so providing more controllable combustion
and reducing the risk of pre-detonation, due to a gaseous fuel-air
mixture being ignited by the much hotter cylinder walls. As noted
earlier, among important engine design objectives are simplicity
and viable cost. In the engines so far disclosed, the mass, bulk
and cost of the coolant system, as well as its pumping losses, have
been entirely eliminated. In many applications, the mass, bulk cost
and pumping losses of the oil lubricating system can be eliminated,
as will be disclosed later. Because of the linear motion of the
piston, piston/cylinder side thrusts and consequently friction
losses have been virtually eliminated. The pumping and friction
losses are substantial on modern engines, especially in high
performance diesels, so this would suggest a proportionate increase
in efficiency resulting from the elimination of these losses. There
has also been virtually no heat loss whatsoever, assuming both
crankcase and exhaust volume housing have close to maximum possible
insulation. Heat dissipation through the head can be transferred
back to the charge. Since the difference between ambient air and
combustion charge temperature has been increased, there is a
consequent increase in efficiency. If it is desirable to increase
combustion temperatures still further (the only physical limit
being the structural performance of the combustion chamber
materials at a given temperature), the compression ratio can be
increased, providing yet a further increase in efficiency. In a
further embodiment, to offset high temperatures for any reason,
water in some form is introduced to the combustion chamber,
optionally using devices disclosed subsequently. This will have the
effect of reducing temperature and increasing pressure. as
described in more detail elsewhere herein. Due to the elimination
of heat dissipation via the cooling system and via general
radiation from the engine and the resultant either increased
temperatures and/or pressures, efficiencies will be higher with the
new un-cooled engines of the invention.
[0208] An important feature of the engine designs disclosed herein
is their potential to run at greater speed, further improving
power-to-weight and power-to-bulk ratios. This increase in speed is
partly due to significant reduction of reciprocating masses,
firstly by the elimination of the usually heavy connecting rod and
its piston bearing assembly, secondly by the substitution of
ferrous metals by ceramic materials of between 30% and 40% of their
weight, thirdly by the reduction of most of the rocker and push rod
mechanisms of conventional engines. It is estimated that
reciprocating masses could be reduced to end up weighing as little
as 10% to 20% of conventional practice. Ignoring valve actuation,
let it be assumed that a 75% reduction is achieved on the
piston/crank system. If the stresses caused by the reciprocating
masses increase roughly as the square of the increase in engine
speed, then reducing the reciprocating masses by 75% will either
permit double present engine speeds with the same stress limits, or
a four-fold reduction in stress limits. A second way to increase
engine speed to shorten combustion time. The current state of the
art appears to indicate that, with force aspirated engines,
efficient combustion can be maintained up to around 150 rps (9 000
rpm) for small gasoline engines and around 80 rps (4 800 rpm) for
small direct injection or diesel engines. The limiting factors tend
to be the time taken for combustion to be initiated and, once
initiated, to be properly completed and, in the case of direct
injection engines, by the time taken to distribute the fuel
throughout the combustion chamber. Both of the first two processes
can be hastened by increased temperature and, to a degree by
increased pressure, so putting the constituents of combustion in
closer proximity to each other. In selected embodiments of the
un-cooled engine: the combustion delay time is also reduced or
virtually eliminated by delivering the liquid parts of the charge
into the combustion chamber at greatly elevated temperatures and
pressures, so that they vaporize almost immediately on entering the
chamber. In some embodiments, the tensile crank design can delay
the piston at each end of the cylinder and hasten its passage
between the ends, as described below. This delay at each end also
implies that engine speed can be raised, relative to conventional
engines, for given combustion parameters. Taking the above factors
into account, engine speed limits for a given efficiency of
combustion could more than double. With additional new injector
designs and layouts, speed limits in direct injected engines might
increase up to three or four fold, that is diesel speed limits
might be in the 200 to 300 rps range. Today, most diesels run at
far lower than the theoretical maximum speeds determined by
combustion parameters, the limiting factor being the stresses
caused by reciprocating mass. With the new engines this presents
virtually no problem, so all diesels could run at similar speeds,
closer to theoretical maxima. In large engines, such as for marine
applications, the stresses caused by reciprocating masses is the
major factor limiting speeds. In present designs for such
applications, speeds might increase from around 18 rps to between
50 and 100 rps.
[0209] In an embodiment which is an alternative to the twin
conventional crankshaft layout disclosed in FIGS. 20 and 21, twin
scotch yokes are deployed, as shown schematically in FIG. 36, in
which a piston 1001 reciprocates in cylinder assembly 1003
including cylinder heads 1004 to define two combustion chambers
1002 at each end of the cylinder assembly. The elongate slots 980
of two yoke assemblies 981 are mounted on crank-pins 982 in turn
mounted on crank shafts 983 having centers at 984. Travel paths of
the pins 982 are shown dashed at 985. The piston is linked to each
yoke by a single link 1007 passing through the head 1004 of the
cylinder assembly, the single link then splitting into two links
986 connected to each end of the yoke. All the links are intended
to transmit the major loads, caused by expansion in one combustion
chamber, in tension. If the links can take the compressive loads
caused by expansion in a working chamber, the cranks need not be
mechanically linked. However, in selected embodiments the cranks
will be mechanically linked by any convenient means, including belt
or chain, rotating arm (as in railway locomotives), gearing, etc.
In operation, the links will principally pull on the crank pins to
cause the two mechanically linked cranks to rotate synchronously.
The advantage of the scotch yoke layout is that there are little or
no side thrusts by the tensile member on the head where it passes
through it. Optionally, the piston/cylinder assembly and both
cranks may be mounted in a rigid integral housing, shown chain
dashed at 987, so as to permit a shaft type attachment to the yoke,
shown dotted at 988, to be slidably mounted in recesses 989 in the
ends of the housing, the centers of the recesses optionally
aligning with the axis of reciprocation of the piston. FIG. 36 is
entirely schematic; any convenient type of mounting of the yoke
assembly to either a housing or a head assembly 1004 may be
employed. Elsewhere herein, balanced scotch yoke assemblies are
disclosed.
[0210] The issue of the tensile connecting link or rod between
piston and conventional crankshaft is more complex than is
immediately apparent. In the twin crankshaft layout described
previously, it is not possible to maintain a constant length for
the connecting link between piston and crank, if the cranks are to
rotate synchronously. Diagrammatical FIG. 37 shows centers 1100 of
equal mechanically linked and therefore synchronized crankshafts
1098 with crank throw of radius r at crank pins 1099a describing
path 1099 rotating in the same direction 1101, shows piston 1102
and head/cylinder module 1103 of constant dimension k, solid lines
1104 representing tensile members when the piston is in the middle
of the cylinder, and dashed lines 1105 the tensile members when the
piston is at the end of the cylinder. In the latter position it
will be seen that, if crank centers are placed 3r length on piston
axis outboard of module 1103, the total tensile length between
crank pin centers 1099a is 2r+4r+k=6r+k. When the piston is in the
center, the tensile member dimension is the hypotenuse of right
angle triangle base a-c height r, plus hypotenuse of right angle
triangle base d-f height r, plus k. Since the triangle bases total
6r and since the hypotenuses must be longer than the bases, it
follows that the distance between the crank pin centers, taken
along the line of the tensile members, is longest when the piston
is in the middle of the cylinder. Since the components need always
to be linked, the length of the tensile member is that required to
accommodate the piston in or around the middle of the cylinder,
meaning that there will be slack in the tensile system when the
piston is towards the ends of the cylinder, or the tensile system
has to be elastomeric, if the twin cranks are to move synchronously
or be mechanically linked. This slack is an important feature of
the design of tensile crank link engines and is described in more
detail later. The tensile link 1106 may be wholly of some flexible
material, or may partly comprise a rod 1096, as shown schematically
by way of example in FIGS. 38 and 39. In both examples an equal
portion of the tensile element is parallel to piston 1102 movement
at any one time; in one case it is a fixed portion, relative to
crank centers 1100; in the other case the portion reciprocates and
is relative to the piston position. The tensile links are shown at
1006 in a first position relative to the piston 1102, and at 1007
when the piston is shown in dashed position 1094. Here the cranks
are shown turning in the same direction and the free portions of
the tensile element are angled at 180.degree. or less to one
another. Not shown, but equally possible, is to have the cranks
turn in opposite directions to one another, thereby maintaining the
free tensile portions at a more or less constant 180.degree. to one
another. In FIG. 40 an arrangement for differential pivots such as
rollers 1093 for each half of the cycle is shown, which will cause
the piston 1102 to be off cylinder assembly 1103 center at 1092 in
position 1091 when the crank(s) 1098 is/are 90.degree. off BDC/TDC,
so permitting differential piston speeds during cycle phases. For
example, such an arrangement could be used to cause the piston to
move faster during the main portion of the compression stroke
compared with during the main portion of the expansion stroke or
vice-versa.
[0211] Referring back to FIG. 37 it is assumed that when the cranks
turn through the 90.degree. relative to BDC/TDC, the piston is in
the center of the cylinder and the tensile halves have equal slack.
Considering one combustion chamber, by enlarging crank movement
radius, the slack toward TDC will be decreased and the slack at BDC
increased by a slightly greater amount. Reducing the crank radius
to less than that of piston movement reverses the process--there is
more slack at TDC and less at BDC. It is also obvious, from FIG.
37, that the greater the distance from head to crank center in
proportion to crank radius, the less slack is required in the
system. In some embodiments, it may be preferable to have little or
no slack at TDC, since the piston as it approaches TDC may need to
be pulled there by the crank to complete the compression and
subsequently, as expansion takes place, the loads must be
transferred as quickly as possible to the same crank. On the other
hand, toward BDC all the useful work of expansion will have been
completed, so a taut tensile member may not be required. The
slowing of the piston due to time allowed for take up of tensile
link slack could improve scavenging in two-stroke engines. In
practice, to enable the tensile member to be taut at TDC, the crank
movement diameter will have to be around 5/4 to 8/7 of piston
movement, depending on design details. The presence of slack
towards the ends of piston travel could cause it to spend more time
there, allowing more time for combustion to develop and/or for
fluid transfer to take place. The ratio can be reduced for
equivalent crank centers, by employing the configuration of an
offset crankshaft 1098, as shown schematically by way of example in
FIG. 41. Such an embodiment may be suitable for low power
applications where axial loads at the head do not present a
particular problem. The piston rod 1096 is shown in part of the
cylinder assembly 1103 when combustion chamber 1091 is at maximum
expansion and the piston (not shown) is at BDC, with tensile link
1106 connected to the crank-pin at "a". The link is shown dashed in
alternative positions, with the crank-pin at "b" when the piston is
approximately at the center of its travel range, and at "c" when it
is at TDC. In those applications where the cranks may not rotate
synchronously, differential rotation could be absorbed by using
final drive devices such as illustrated in FIGS. 42 and 43.
[0212] It will be apparent that the engine configurations disclosed
herein tend to reduce the effective masses of the reciprocating
parts, and therefore the stresses that such parts can generate.
Engines of a given capacity will tend to have larger and fewer
pistons than at present. If only one piston is involved, the
variable length piston-to-crank links of a twin crank layout can be
changed to fixed length links, if differential crank speeds can be
tolerated. During each revolution one crank has fractionally to
slow down or speed up relative to the other to accommodate fixed
length links. The greater the tensile link length in relation to
crank throw, the closer to synchronous the cranks' motion will be.
In certain applications crank speed variation could be tolerated,
for example in an engine powering twin pumps or twin low speed
marine screws, if the screws have relatively low mass. In other
applications constant final drive cycle speeds for each portion of
one cycle are required. Various mechanisms can be constructed to
convert irregular cycle speed to constant cycle speed. By way of
example, FIG. 42 shows two crankshafts 2026 connected to a single
piston in a cylinder (not shown). They are linked to a final drive
2027 by endless belt, chain or pulley 2028. To compensate for speed
variations in the cranks, a carrier and/or variable length
tensioner 2030 movable in direction 2029 shortens or lengthens the
power transfer distance to the constant cycle speed final drive
2027. The range of movement is indicated by the alternate position
of the tensioning rollers 2032 and belt, shown dotted as at 2031.
The movement of the carrier may be controlled in any direction by
springs of any kind or otherwise dampened, as shown at 2033, and
need not be reciprocal. It could additionally or alternatively be
elliptical, circular, etc. The carrier and/or tensioner may float,
positioned by the forces generated in the endless
pulley/chain/belt, or it may be controlled by a system of guides
and linkages. In schematic partial elevation FIG. 43, the spring
2034 loaded tensioner assembly 2030 is mounted about a shaft 2035
(permitting roller 2032 movement in direction 2036), which in turn
is slidably mounted in a slotted carrier strut 3035a, which is
mounted at one end 2038 on the crankshaft 2026, and slidably
mounted at the other end on a fulcrum 2039 fixedly mounted, so
ensuring that the roller assembly can also move in direction
2029.
[0213] In the majority of embodiments disclosed previously and
which will be disclosed subsequently, a single reciprocating piston
or piston/rod assembly is connected to two crankshafts by links
principally loaded in tension. In alternative embodiments, the
piston or piston/rod assembly is connected to a single crankshaft
by links principally loaded in tension, such links comprising one
or more flexible members such as wire or cable, as shown by way of
example in FIG. 22. In most such embodiments, some elastomeric or
flexible element had to be incorporated to accommodate the
"hypotenuse" effect, as described in relation to FIG. 37. By way of
example, FIG. 497 shows schematically such an arrangement, wherein
a piston 1001 reciprocates between two working chambers in a
cylinder module 1103 including two cylinder heads, and is connected
via rollers 1093 of any kind by continuous linkage 1007 principally
loaded in tension to crank pin 1099a describing path 1099 on
crankshaft 1006 rotating on axis 1100. In a selected embodiment,
the tensile link is a single wire or string or cable of any kind,
clamped or otherwise fastened to a bearing component at 1099a. To
allow for any "hypotenuse effect" at "A", the connection between
piston 1001 and bearing has to have variable length, so an
elestomeric or variable bearing or connection of any kind,
including as disclosed in FIGS. 94 through 96, can be introduce on
each side at "B", at a junction of link to end of a piston rod
assembly similar to that of FIG. 39. In an alternative embodiment,
there is only an elastomeric/variable bearing or connection on one
side of a piston rod assembly. In a further embodiment, a flexible
link is in two halves, each terminating in an elastomeric/variable
bearing or connection at 1099a. In alternative embodiments, the
tensile linkage comprises a series of cables, wires or rods
principally loaded in tension and connected to rockers, as shown by
way of example in schematic FIG. 498, which shows a piston/rod
assembly 1001 reciprocating total 5.0 dimensional units in
direction 1 inside a cylinder module 1103, with rocker pivots
indicated at 2. Piston faces at end of reciprocal moment are shown
dashed. Two alternative arrangements are shown, one at "A" and the
other at "B". At "A", the piston rod is directly linked to rocker
5, optionally by a mechanism which imposes little or no side loads
on assembly 1001, for example by a pin or bearing 4 on the
piston/rod assembly which nests in an elongate slot 3 in the longer
arm of rocker 5. The shorter arm of rocker 5 is connected by
linkage 9 to rocker 6 having arms of equal length, which is in turn
connected by linkage 10 to crank pin 1099a, optionally including an
elastomeric connection or bearing, traveling in path 1099. The fact
that rocker 6 has arms on unequal permits crank pin path 1099 to
have diameter less than range of movement shown at 1, in this case
3.5 dimensional units, as indicated at 14. In further embodiments,
the configuration and path of movement of rockers and other linkage
is so arranged as to always cancel out the "hypotenuse effect", and
there is/are no elastomeric/variable bearing or connection(s). The
arrangement at "B" shows schematically that rockers can be of any
configuration, mounted in any orientation, and that links can be in
any direction. The end of the piston/rod assembly 1001 is
indirectly connected by linkage 13 to rocker 8, having unequal
length arms, which is in turn connected by linkage 12 to rocker 7,
having unequal length arms, which is in turn connected by linkage
11 to crank pin 1099b. In this arrangement, a positive "hypotenuse
effect" is created at "C" to always balance a negative "hypotenuse
effect" of equal value at "C", so that no elastomeric or variable
bearing or connection is required anywhere, from the end of
piston/rod assembly 1001 to crank pin 1099b. In other embodiments,
any aspect of the well known art of linkages and levers is used to
cancel out any "hypotenuse effects. In another embodiment, one or
more of linkages 9 through 13 comprise rods or any stiff members
and are substantially equally loaded in compression. In an
additional embodiment, linkages 9 and/or 11 through 13 are rods or
any stiff members and are substantially loaded in compression and
tension, and only one end of a piston rod assembly communicates
with a single crankshaft. In other embodiment, the single
crankshaft is not positioned centrally "under" the piston but is
placed in any convenient location, and is connected to both ends of
a piston or piston/rod assembly by linkages of any convenient form
or material which are principally loaded in tension, or the single
crankshaft is connected to one or both ends of a piston or
piston/rod assemble by one or more rods or other stiff members
loaded substantially in tension and compression.
[0214] In an alternative embodiment, if it is acceptable to have
the work of compression in one chamber effected by the expansion in
the other chamber at least partially via twin linked crankshafts,
the central reciprocating piston is split into two halves, with a
variable dimension between the halves. By way of example, FIG. 44
illustrates schematically such an embodiment, with piston halves
990 reciprocating in a cylinder assembly 1003 to form two working
volumes 1002. The halves 990 are linked to crank-pins 982 mounted
on contra-rotating crankshafts 983 by fixed or non-elastomeric
links 1007, optionally principally loaded in tension. In an
alternative embodiment, the crankshafts rotate in the same
direction. The crankshafts are mechanically linked by any
convenient means. Line of crank-pin center 982 travel is shown at
985. The piston halves 990 are shown halfway between bottom and top
dead center drawn solid and hatched, with their positions at
top/bottom dead center shown dashed in outline at 991. Mounted just
outboard the heads 1004 are pairs of rollers 992 which absorb the
lateral loads of the links 1007. Valves, ports, bearings, etc. are
not shown. As can be deduced, the distance "b" between the piston
halves at mid point of the crank rotation is greater than the
distance "a" between the halves at top/bottom dead center. The
geometry of the engine can be so set up as to make ratio a:b any
desired. If the ratio is relatively large, the space between the
pistons can be used as an effective compressor or pump either for
the working fluids of the engine or for non-engine related fluids,
in conjunction with suitable porting, valves, by-pass volumes,
passages etc. Mid-piston and mid-cylinder fluid transfer are
disclosed subsequently herein. In this embodiment, an energy
storage device in the form of a spring 993 is deployed between the
piston halves, to absorb energy during one portion of piston travel
and give it up during another portion of piston travel. The spring
may be loaded in tension or in compression, to some degree
depending on the construction of the tensile links. In addition to
any mechanical spring, the gas between the halves is also
compressed, so that the gas effectively also acts as a compression
spring, absorbing energy around top/bottom dead center and giving
it up again toward mid-point of piston travel. As the pressure of
gas between the halves rises, it corresponds to the pressure rise
in one of the combustion chambers, this relative tandem rise in
pressures helping to reduce blow-by from that chamber. A diaphragm
(not shown) may be placed between the piston halves, to divide the
volume between the piston halves. Such multiple volumes can be used
to pump or compress separate gases, or by variable relative
movement of the diaphragm (and appropriate valving, porting, etc),
to pump fluid from one inter-piston volume to another. In a further
embodiment, there is no link between piston halves within the
cylinder. For convenience, reference is made to piston halves; they
may alternatively be considered two separate pistons. In a further
embodiment, the inter-piston volume arrangements described above in
relation to FIG. 44 can be used in a free piston pump or
compressor. The basic layout of such an engine would be the same as
that of FIG. 44, except that the piston rod penetration of the
heads, the links 2041 and the cranks 2026 are all eliminated. Such
engines will only function properly if the net work being done is
regulated to always be less than the actual capability of the
engine, for the amount of fuel being supplied. Without such
regulation the free piston halves will not return to their
designated top dead center position. Of course, with the free
piston halves engine, the variation of the inter-piston volume has
nothing to do with crank link geometry; it is instead a function of
the pumping or compressing work being done in the volume. Any of
the principles, features and constructional details of this
disclosure may be applied, where appropriate, to free piston pumps,
compressors or IC engines.
[0215] In a selected embodiment, the engine is so designed as to
permit increased compression ratio with increase in speed. For
start up and low to moderate speed, the arrangements described
above are employed: the piston is pulled by a crank to a "designed"
compression ratio position, and on expansion the piston in turn
pulls that same crank. Before the piston has been pulled to
complete compression, it has been slowed down because its kinetic
energy and the work done on it in the other combustion chamber by
the last stages of expansion is less than that required to complete
compression. During this slowing down period, the slack may be
transferred from one free--substantially unloaded--tensile half to
the other; except for transition phases, one tensile half is always
taut and the other slack. As the engine speeds up the kinetic
energy of the piston becomes greater, to the point when at the
designed compression ratio the work effected on and by the piston
has equaled the work required for compression. As the piston speeds
up further, the work on it and by it exceeds that required for the
"designed" compression ratio. Since the piston is not restrained
other than by the compressed gas--the link to the crank towards
which it is traveling has the slack, the link with which it is
pulling the other crank is taut--it will compress the gas beyond
the "designed" ratio. As piston speeds increase and compression
ratio climbs, more kinetic energy is required, which is derived
from the extra work obtained by burning a fixed mass of fluid at
higher pressure and temperature. One of the prime benefits of
increased compression ratio with increased engine speed would be
the shorter required combustion time, due both to increased
pressure and the increased temperature resulting from higher
pressures. Temperature and compression ratio do not increase
proportionately, since the temperature is the result of pressure
and combustion combined. In some embodiments, the deceleration of
the piston could be controlled relative to variation of engine
speed, to ensure that all slack is taken up in the relevant
substantially unloaded free tensile half close to TDC, and that the
excess of crank rotational speed over speed of tensile half
movement is small as tautness is attained, to as far as possible
eliminate shock loads on the tensile member. In the case of
variable compression ratio designs, it is also desirable that
tautness is attained at an angle of crank rotation before the loads
of expansion can begin to be efficiently transferred to the crank.
This control can be provided in the first place by designing the
mass of the reciprocating parts to suit the desired engine speed
range, and by varying the timing and quantity of fuel delivered
around TDC. Optionally water, water-methanol mixtures or similar
substances can be introduced, to provide sudden increases in
pressure at critical periods and/or to control too-rapid
temperature rise. It is assumed that in some engines it will be
desirable to have the greatest possible engine speed because power
to weight ratio is important (eg aircraft applications), so the
objective of the variable compression concept is not so much to
increase efficiency (in some embodiments it might decrease), as to
facilitate proper combustion in short time intervals. An
interesting feature of the variable compression engine is that,
once the "design" compression ratio has been exceeded, the masses
of the reciprocating parts, other than any valve and fuel systems,
exert virtually no loads on the crank. Therefore the traditional
limitation to engine speeds in medium and large engines is
substantially removed.
[0216] The crankshaft itself may be manufactured along conventional
lines and may be of any material, including ceramic.
Non-conventional configurations may also be used, including the
built-up configurations shown schematically by way of example in
FIG. 45, wherein hollow center bearing tubes 1115 and hollow big
end bearing tubes 1116 are mounted in compression by axial tensile
fasteners such as bolts shown dashed on the left of the diagram at
1117, between crank discs type 1118 and type 1118a, which act as
crank throws. Bolt heads are optionally countersunk, as shown
dashed at 641. The tubes themselves may be countersunk into the
disks, as shown dashed on the right side of the diagram at 642. The
crank disks may be balanced in any way, including by inserts of
heavier material, as shown dotted at 643, and/or by the provision
of cut-out or depressions 644. Depressions may be crescent-shaped,
to curve around the seating of a tube, as shown schematically
dashed at 645. Components 1118 and 1118a have been described as
disks, but their circumference may be of any form, including oval,
irregular or circular. If the latter, the disc may comprise an
inner shell of a roller or other bearing, having its outer shell
mounted in an engine, so permitting construction of a kind of
roller or other bearing crankshaft. By way of example, the most
rightward disc 1118a is shown separated by rollers 1118b, shown
dotted, from an outer bearing shell 1119c, shown chain-dashed,
which is mounted in an engine block 1118d. In selected embodiments,
the crankshaft bearings are lubricated by fluids passing through
the interior of the crankshaft. In other embodiments, the
crankshaft bearings are gas bearings, wherein a substance in liquid
form is caused to change to gaseous form at or near the bearing
surfaces. In further embodiments, the crank discs may be so formed
as to both permit maximum bearing size and to allow the
circumferential area to act as a cam.
[0217] By way of example, some of the embodiments are schematically
illustrated in cross-section in FIG. 46, showing two shaped discs
1119 having precisely machined surface cam profiles 1120 for valve
cam follower 1121 actuation and/or fuel delivery cam follower 1122
actuation. The cam may directly or indirectly open a valve or
actuate fuel delivery or serve any other purpose, and it may serve
to actuate a linkage including a member principally loaded in
tension, as described subsequently in connection with FIGS. 481
through 483. The discs are interconnected by tensile fastener 1123
and inner crank bearing cylinder shell 1124 having precisely
machined ends, each disc being similarly fastened to an inner main
bearing cylinder shell 1125. Inner main bearing cylinder shells
1125 are rotatably mounted in engine structure 1126. Secondary
crank bearing (often designated big end bearing) cylinder shells
1127 are mounted in crank connecting rod or tensile member 1135.
Alternatively, element 1135 could be part of a scotch yoke
mechanism. The present embodiment is shown having gas bearings
where the largest bearing areas are desirable, but alternatively
roller or needle or any other bearings may also be employed.
Optionally, fluid passages 1128 communicating with a central (gas)
fluid reservoir may duct (gases) fluids to apertures 1129 at the
bearing surfaces. They may be used to provide gas for bearings, or
alternatively to provide liquid lubrication for other bearings, and
may be of any desired form or size. A passage system may be within
the crankshaft assembly, as shown for inner shell 1125, or in the
structure 1126 supporting the crankshaft, or in both. In an
alternative arrangement suited to ceramic materials and high
crankcase temperatures, the passages may contain water under
pressure, which on leaving the apertures will instantly turn to
steam, so providing gas under pressure in the relatively close
tolerance of the gas bearing. Optionally, the centers 1124a of the
inner bearing shell cylinders 1124 may be filled with water or
other fluid to provide, together with likely counterbalances as
shown for example in FIG. 45, some kind of flywheel effect.
Alternatively, the fluid might be driven through small weep holes
1125a in bearing shells 1124 by centripetal forces to have a
tribological effect, and be replenished by a system of passages
1123a in crank components such as 1119, 1125, 1126, etc. In
crankshafts having few throws, the gas or liquid may be pulsed, to
provide maximum pressures at moments of greatest loading.
Alternatively, instead of apertures such as at 1129, including
those associated with passage 1128, a combination of apertures and
wicks may be provided, as shown diagrammatically in longitudinal
and cross-section in FIGS. 47 and 48, where 1123 and 1124 are
respectively the inner and outer bearing shells, and 1136 the space
between them for bearing fluid. A wick or porous or permeable
element capable of holding or transmitting fluid 1130 is disposed
at maximum loading area 1131, to more evenly distribute the liquid
delivered under pressure via passages 1132 and apertures 1133. In
arrangements described elsewhere, the slack in the tensile element
may optionally be taken up by a fluid spring, so that tautening of
the tensile element causes fluid to be delivered to the bearings.
The crank of FIG. 46 is shown having lateral or axial motion,
permitting the cam followers to be actuated to varying degree by
the progressively shaped cam profile, as the crankshaft is moved in
direction 1134. Here it is assumed that the link between piston and
crank 1135 is not laterally movable, entailing larger inner bearing
cylinders or shells than outer ones. In an alternative embodiment,
both the crankshaft assembly and crank-link are fixed with respect
to direction of movement 1134, and cam followers 1121 and/or 1122
are moveable in direction 1134, as shown in the embodiments
described below. Water lubrication is here cited as an example; in
fact any suitable liquid under pressure may be used, whether or not
it changes to a gaseous phase in the bearing gap. Combustion loads,
and consequently bearing loads, can be high. If gas bearings are
used and gas blow-by is to be minimized, then the bearing ends may
be partially sealed by an oil film. Since gas bearings are
sometimes not as effective at low speeds, this oil film may then
serve to lubricate the bearing shells to some degree. Of course,
gas pressure will cause oil loss, but in the basic configuration of
FIG. 21, this will be burned as fuel. By way of example, a porous
or permeable ring or wick is shown at 1130a in FIG. 46, optionally
supplied with liquid lubricant via passage system 1133a, which is
independent of any passage such as at 1128 supplying gas to any gas
bearing, such as may be between components 1125 and 1126. Ring
1130a is shown on one end of the bearing; a similar ring and
lubricant supply passage is optionally provided on the other
end.
[0218] As noted previously, a crankshaft may also function as a
camshaft. In a further embodiment, lateral movement of a crankshaft
or a camshaft is incorporated in any pump, compressor or IC engine,
using either conventional or gas bearings. By way of example, FIG.
49 shows schematically how a crank and/or cam shaft 5086 and its
inner main bearing shell 5087 moves laterally inside and relative
to outer main bearing shell 5088 in direction of arrow 1134, with a
first position shown solid and a second position shown dashed.
Either shaft 5086 or shell 5088 may be fixed. In gas bearing
designs, if the diameters of the bearing shells are uniform, then
the clearance gap will also be constant, thus maintaining constant
gas bearing performance, whatever the position of the crank and/or
cam shaft. In another embodiment, if for some reason it is
impractical to move camshaft or combined crankshaft/camshaft
laterally, the same variable effects can be achieved by interposing
a yoke to move the cam followers, as illustrated schematically by
way of example in frontal elevation FIG. 50 and cross-section FIG.
51. In this embodiment, the crank and/or cam shaft 5089 is fixed,
but nevertheless incorporates cams 5090 with variable profiles
5091. Ball ended and cup ended followers, 5092 and 5093
respectively, link the cam to appropriate reciprocating mechanisms
5094. Other types of cam followers may be used, including those
described elsewhere in this disclosure. A yoke 5095 is attached to
the follower stems 5096, preferably by some kind of olive shaped
elastomeric washer or bearing 5097. When the yoke is moved
laterally in direction 5098, the degree of reciprocating motion in
5094 will be varied. Similarly, if the yoke is moved in the other
dimension 5099, the timing of reciprocation relative to cam and/or
crank angle will be varied. In another embodiment, a camshaft which
does not additionally function as a crankshaft is laterally movable
relative to its cam followers and/or the followers are laterally
movable relative to the camshaft. The variable timing and effective
profile of the cam and follower devices described in this
disclosure may be used to actuate any reciprocating device, which
in turn may actuate exhaust or intake valves, or be used to deliver
fuel, either by opening valves or by operating a plunger or pump.
As has been disclosed elsewhere, cam and/or crank shafts may be
supported in variable pressure gas bearings, with gas in the
bearing either provided as a gas, or as a liquid conducted under
pressure to or near to the clearance space, which then changes
state in the lower pressure and/or higher temperature environment
of the clearance space. These fluid pressures may be varied during
rotation by what can best be described as moving profile cams,
which provide pumping action within the revolving body. By way of
example, in schematic cam/crank section FIG. 52, two different
embodiments are shown in a crank disc 5100 rotating about axis
5100a, with a big end bearing at 5021, having interior passages
5101 supplying bearing fluid being interrupted by reservoirs 5102,
closed by movable plungers 5103. The plungers are linked to the
free ends of movable pedals 5104, pivoted at disc surface 5105 and
at disc perimeter plane 5106. Fixed cam followers 5107 are
positioned, so that when the shaft turns in direction 5108, the
pedals and therefore plungers are depressed when passing under the
followers, causing a pressure wave in the bearing fluid. Such pedal
and plunger arrangement can also be adapted to provide engine fuel
delivery, where a revolving cam actuates a pivoted or hinged pedal.
In a further embodiment, fluid pressure varies not only with crank
rotational angle but also with crank rotational speed. An example
is schematically shown in sectional view FIG. 53 and in the
cross-section at "A" shown in FIG. 54. Here a pedal 5109 pivoted at
5111 is mounted on the circumferential face 5110a of a crank web
disc 5110, which also has a reservoir 5102 housing a movable
plunger 5103 and connected to fluid supply 5114 and delivery 5115
passages. On the external surface of the pedal a weighted shoe 5116
is slidably mounted. During rotational movement 5117 the shoe will
pass under fixed cam follower 5118, causing the pedal to be
depressed and creating a pressure wave in the bearing fluid. The
radial motion 5119 of the shaped shoe on the surface of the pedal
is restrained by spring 5120. A stop restraining the movement of
the plunger is shown schematically at 5121. As rotational speed
increases centrifugal force on the shoe will cause the spring to be
extended and shoe to move radially outward on the inclined pedal
plane, causing the head of the shoe to project further from the
disc surface, and increasing plunger motion during each pass under
the follower. By such radial movement varied proportionally to
centrifugal force, fluid pressure may be varied proportionately to
crank revolution speed.
[0219] As noted, a piston linked to two synchronously rotating
crankshafts needs slack in the links. Alternatively, the link may
incorporate elastomeric or compressible/stretchable elements or
devices. They can be designed to absorb energy at one time during
an operating cycle and give it up at another time during the same
cycle. Such energy storage may be used to distribute loads during
either an expansion or compression phase of the cycle, or
distribute loads from one phase to another. In the discussions of
tensile piston-to-crank links above and which follow, features are
generally described in the context of the configurations of FIGS.
37 through 41. Any of the features described may also, where
appropriate, be used in connection with scotch yoke type links
between a piston and crankshaft, including those disclosed herein.
In a selected embodiment, a crank is connected to a piston or a
piston/rod assembly is by a link principally loaded in tension,
configured to always absorb slack in the system, optionally using a
cyclical energy adsorption device. By way of example, FIGS. 55 to
58 show a spring steel link 1136 in tension under load, biased to
open to position shown at 1137 when all load to or from crank pin
assembly 1143a is removed, with the center of the link wrapped
around the crank pin assembly and the two end attached to the
rod-like extension 1148a of a piston/rod assembly. FIG. 55 is a
plan view, FIG. 56 a sectional elevation, FIG. 57 a detail section
taken at (b), FIG. 58 a detail part section of the components at
(c). Tapering U-shaped cross-sections of the tensile link, shown in
FIG. 57, permit bending and therefore lateral movement in direction
1138a of the crankshaft as shown schematically at 1138. The flatter
cross-section at the spring 1139 or fluid reservoir at 1139a
permits bending to position 1137 to take up slack, as shown
schematically at 1140. Five spring actions are indicated here: the
biased spring steel of component 1136, the spring 1139, the
reservoir 1139a, the device at (a), the mat at 1143, although only
one is needed to effect the invention. The device shown at (a) is
effectively a shock absorber as well as energy absorber consisting
of two rollers 1141 linked by springs indicated by line 1142. A
compressible mat is shown at 1143, between spring steel loop 1144
and outer bearing shell 1145. FIG. 58 shows an enlarged section of
the joint between the tensile member and the end 1148a of the rod
of a piston/rod assembly, where the wedge-shaped split ends 1146 of
one tensile link 1136 are seated in a shallow conical depression
1148 in the rod end 1148a, and located by collar 1147. The fluid
reservoir 1139a is indicated schematically only, its volume not
necessarily being to scale. Fluid is supplied to it via flexible
tube 1141a and leaves by flexible tube 1142a. Variation in
stiffness of springing will affect the acceleration and
deceleration of the piston during transfer of slack from one
tensile half to the other. Instead of spring steel for component
1136, any suitable material can be used.
[0220] Alternatively, the concept disclosed in FIGS. 55 through 57
are embodied in simpler form, when used to link a piston to two
synchronously rotating crankshafts, optionally mechanically linked.
Instead of the tong-like device 1136, folded on itself, there is
provided a simple elastomeric or curved tensile link, of any
appropriate material including spring steel, optionally between
traditional big-end and small-end bearings. For example, it is
obvious to have a curved spring steel member with bearing shells at
each end to replace a tradition connecting rod. The new spring
steel member is still a connecting rod, but it is connecting
principally in tension. The effective (straight line) length of a
curved link is that measured between big-end and small-end bearing
centers. In an obvious embodiment, it is in its natural shape when
the link is shortest, when the piston is at top- or
bottom-dead-center, and the link is stretched and absorbs energy as
the piston moves to center of its travel path. In an alternative
embodiment, the link's natural shape is when the link is longest,
and it is compressed and absorbs energy as the piston approaches
top dead center. In alternative embodiment, the link in its natural
shape has any strait-line length. The natural length of the link
determines where in the 360 degree cycle energy is absorbed by the
link and where energy is given up. Because the piston is
effectively unrestrained (its exact position at a given time
depending on the forces exerted on it, including the forces exerted
by the links), for a given rpm variation of link design will effect
such parameters as piston speed, dwell time at TDC/BDC, and often
also final geometric compression ratio. All these factors can be
similarly affected by variation of mass of the reciprocating
piston/rod assembly. To give an indication of the range of design
options available, entirely schematic FIG. 499 show a number of
layouts of a single piston, single cylinder, twin combustion
chamber engine of two-stroke engines, where a piston/rod assembly 1
is linked to twin crank pins having travel path 4 and reciprocates
in direction 2 inside a cylinder assembly 5 to define two toroidal
working chambers 3, and where various pivot points are indicated by
crosses. The piston/rod assembly is shown in mid-point of
reciprocation, with the piston shown dashed at one TDC. In all the
Figures, a dashed circle indicates the path of a crank pin, with
the four crosses on the path representing crank pin positions at
TDC/BDC and at mid-point of crank rotation between them. The links
are shown in solid line in their natural curvature and in dashed
line transformed under load. In FIG. 499A, energy is absorbed
during the first part of the expansion stroke and given up during
the second part, to help compress the charge in the opposite
chamber. This would tend to shorten piston time at TDC/BDC, slow
down the piston around mid point of travel, and perhaps provide
somewhat higher compression ratios. In FIG. 499B, the situation is
reversed, in that energy is given up during the first part of the
expansion stroke and absorbed during the second part, to hinder
compression of the charge in the opposite chamber. This would tend
to lengthen piston time at TDC/BDC, speed up the piston around mid
point of travel, and perhaps provide more power, because more
combustion is taking place at close to maximum compression ratios
(which might be less than with the arrangement of FIG. 499A). In
FIG. 499C, the natural shape of the link is reached when the cranks
are 45 degrees from TDC/BDC. Some energy is given up during initial
expansion, is absorbed approaching mid-point of piston travel, is
then given up again and finally absorbed during end of expansion
and final compression of the opposite chamber. In FIG. 499D, the
link has curvature such that its effective length is always shorter
than that required by the layout. The arrangement is similar to
that of FIG. 499A, in that energy is absorbed during the first part
of the expansion stroke and given up during the second part, to
help compress the charge in the opposite chamber. Again, this would
tend to shorten piston time at TDC/BDC, slow down piston around mid
point of travel, and perhaps provide somewhat higher compression
ratios. The difference is that the bearings are all always loaded
in the same direction, and the entire linkage between crank pins is
at all times loaded in tension. In alternative embodiments, the
links are not curved, but of any convenient form, including
stepped, zig-zag, folded, concertina or bellows like, or curved in
two dimensions, as for example in any portion of a coil spring.
[0221] In a further embodiment, the crank is linked to the piston
or piston/rod assembly by a flexible tensile element, such as
cable, wire, rope, yarn, etc. An example is shown schematically in
FIGS. 59 and 60, here with a hammerhead piston/rod assembly 1149. A
compressible fluid reservoir 1150 is linked to outer bearing shell
1151 and fluid supply reservoir 1158 by fluid supply line 1152 and
non-return valve 1153, and by fluid return line 1154 with
non-return valve 1155, to deliver fluid to bearing at 1159 via
passages 1160. Twin tensile cables 1157 pass through a bell mouth
1156 to be wrapped round the shell, with ends 1162 press or
adhesive mounted. Similarly, the cables are attached through bell
mouths 1163 about the detachable hammerhead 1164. They may pass
through the piston/rod assembly, as shown in subsequent
embodiments. The hollow rod 1165 has openings permitting the
passage of charge at 1168. The head 1164 is attached to the rod
portion 1165 of a piston/rod assembly by screw threads 1166. In a
further embodiment, the compressible fluid reservoir supplies fuel
to an IC engine combustion chamber. For example, the initiation of
expansion in one chamber and associated tensioning of the link
causes the reservoir to compress and start fuel delivery to a
second chamber. Further examples are illustrated schematically:
FIG. 61 shows a single cable mounted to a constant diameter rod tip
1167 of a piston/rod assembly, where the cable enters through a
split bell mouth 1169, passes through the rod to be wound about it
then re-enters the rod to pass through to the other end. The rod
tip has a internal passages 1168 for fluid. FIG. 62 shows a single
cable passing through the cylinder head 1170, guided by optionally
asymmetrical or staggered crank revolution roller guides 1171 and
crank lateral movement roller guides 1172. The cable is passed
through cast-in passages 1174 provided in the integral piston 1173,
wrapped about the circumference and then passed through the piston
again. Optional voids 1175 have been provided in this piston. A
passage 1198 may be provided for lubricating fluid to reach the
area 1198a of the tensile member where it leaves the piston. If
liquid, a continuous or discontinuous circumferential gallery may
be provided at 1198a. FIG. 63 shows a similar arrangement in a
tri-component piston, where the piston crowns 1176 are screw
threaded to each other by means of a central cylinder or drum 1177
round which the cable is wrapped. A compressible sleeve 1178 is
provided to project the cable against abrasion and to act as a
shock absorber. FIG. 64 shows an open skirted three-component
piston, where the crowns 1179 are screw threaded to each other by
means of a smaller central cylinder 1180. FIG. 65 shows an open
skirted piston/rod assembly, where the rod 1181 is hollow and
continuous, the piston 1182 having reinforcing flanges 1184. The
piston is press fitted to the rod and attached either by the
tightness of the fit (achievable by inserting the cooled rod in the
heated piston) and/or by plugging a volume bisected by the
component joint line as at 1183, or by a combination of both. The
hollow rod may house a continuous tensile member 1185, which could
be attached to the piston/rod assembly at the ends, optionally in
one the manners shown FIG. 61, or FIGS. 59/60. FIG. 66 shows a
tri-component closed-skirted piston assembly 1186 assembled about
two independent rods 1187. Compressible material is provided at
1188 to provide small movement of the piston on the rod for shock
absorbing purposes and at 1189 to provide a thread lock. Hollow
passages 1190 may communicate with the interior of the piston, to
carry fluid, including gas, through the piston in direction 1191
for cooling or other purposes. FIG. 67 shows the end of a
piston/rod assembly where twin cables are provided. Optionally, the
piston/rod assembly may be provided with a passage for gas, as
shown in FIG. 61. FIG. 68 show an arrangement similar to that of
FIGS. 63, except that twin cables are provided.
[0222] The cylinder head may be designed in any manner, including
to house conventional poppet valve(s). Where there is a central
tensile member, it reduces the possible diameter of the valves,
unless four valves are used about a central rod or cable. In many
applications, a more effective arrangement is the provision of
valves of arc-like or ring-like form. By "ring valve" is meant a
movable ring-shaped element normally approximately flush with a
surrounding or core surface. When the valve is actuated, it
projects from any plane of the surrounding core surface, causing
fluid or other material to flow past both the outer and the inner
circumferences of the ring. A "ring" valve of median diameter "x"
will provide around double the clearance of a conventional poppet
valve of the same diameter "x" at a given lift. An example is
illustrated schematically in FIGS. 69 through 71, where FIG. 69 is
a section through a cylinder 1003 looking towards the head 1004,
FIG. 70 a cross section through cylinder 1003 and head 1004, and
FIG. 71 an elevational view, taken at right angle to the section,
showing the valve actuation mechanism. All Figures are schematic.
They show a single central ring valve 1201 with twin stems 1202 in
guides 1203 provided in bridges 1204 supporting the central portion
of the head 1205, in turn supporting the hollow rod portion 1206 of
a piston/rod assembly. The twin stems are attached to ring-shaped
collar 1207 whose underside functions to depresses a spring 1209
and whose upper side has one or more surface projections 1207a to
receive a lever 1208 hinged at 994 on a mounting 995 on the head.
The lever, which is forked to clear the rod 1206 and has
concavities 1208 engaging with projections 1207a, is depressed by a
cam 996, which in turn depresses the collar against spring
resistance to open ring valve 1201, permitting fluid to flow as
indicated by arrows 997 past both internal and external
circumference of the valve into working chamber 998. In this
embodiment, the fluid is supplied from the valve enclosure volume
999 above the head 1004. The ring valve may be constructed in any
suitable manner, and it may be actuated by any convenient means. It
may be located in any suitable position. For example, FIG. 72 shows
a similar view of a head 1004 from inside the cylinder 1003, but
with the axis 1208a of the ring valve 1201 offset from
cylinder/tensile member 1206 center by dimensions "y" and "z", with
the offset for any reason including to more easily permit direct
crank/cam valve actuation. The offset may be in one dimension only.
A single fuel delivery device is positioned at 1205a; alternatively
multiple devices may positioned in any convenient location, for
example as indicated at 1205b. In another embodiment, there is more
than one ring valve opening into a single working chamber. Such an
arrangement is suited to reciprocating IC engines operating in the
four-stroke mode. An example is indicated schematically to no
particular scale in FIG. 73, which shows inner 1210 and outer 1211
ring valves in a head and cylinder assembly 1004, pierced by a
single tensile member or piston/rod assembly 1206. The outer valve,
activated via valve stems 1211a, links the toroidal combustion
chamber 1002 to an exhaust processing volume 1212, which optionally
is the circumferential exhaust processing volume surrounding of the
cylinder portion 1003 of the cylinder assembly, as disclosed
earlier in FIGS. 20 and 21. The ring valves may have different
heights of maximum clearance or lift, as shown dashed. Inner ring
1210 links the chamber to a charge holding volume at 1213 outboard
of the head at 1004, which could be the valve mechanism enclosure.
Another embodiment, a variant of the ring valve, is the crescent-
or arc- or banana-shaped valve, as disclosed in FIGS. 321 through
324. For example, it could most simply comprise around half a ring
valve. Two such halves could together be just short of a circle, so
that the head bridges could extend to the combustion chamber head
surface. Each such half could be mounted on a single stern,
preferably of oval-like or other non-circular cross-section to
assure proper alignment, and be actuated in the manner of current
poppet valves. Because the seats are not a regular circle, they
would be significantly more difficult to machine, either during
manufacturing or reconditioning, than either the conventional
poppet valve or the ring valve, which is why embodiments of the
latter are described here.
[0223] The tensile member may pass through the head in a number of
ways. In piston/rod assemblies, bearing surface must be provided
near where the rod passes through the head, to take up any angled
loads caused by crank rotation. In the case of flexible tensile
crank links, these can be taken up by rollers, as shown for example
in FIG. 62. In an alternative embodiment, a sleeve is provided
between the reciprocating piston or piston/rod assembly and the
head. By way of example, FIGS. 74 and 75 show, in schematic
sections taken at right angle to one another, a rod portion 1192 of
a piston/rod assembly passing through a cylinder head 1004. The rod
portion 1192 is reinforced by a sleeve 1194, which in further
embodiments is be movable in direction 1195, and/or optionally
provides fuel delivery. The tips of the sleeve when it is extended
are shown dashed at 1192a. Rod tip when working chamber 1002 is
most expanded and piston/rod is at BDC is shown dotted at 1196. The
sleeve has a cutout 1197, shown in elevational view in FIG. 75, to
accommodate crank link 1193 movement range at an extreme angle
1193a. Link 193 is shown schematically. A cross section through a
central portion of the rod is shown at the bottom of FIG. 75 at
"A", and it shows how the rod may be wider in one dimension to
strengthen for side thrusts. Where the tensile member has to take
lateral crank rotational loads, bearing may be by high pressure
gases. This will naturally tend to be caused by blow-by and, if
bearing tolerances are small, this blow-by loss may be very
moderate and worth the bearing work it provides. Additionally or
alternatively, bearing may be by water or other liquids or gases as
described earlier, by direct supply 1198 as in FIG. 62, or via the
wicks or permeable or porous material 1199 as shown in various
alternative arrangements in FIG. 74, supplied by passages 1200. The
passages 1200 may provide fuel and communicate with galleries 1200b
in the sleeve, and sleeve passages 1200a may be extended to
terminate in the sleeve face exposed to the combustion volume only
when the sleeve is extended. If the sleeve is extensible and
retractable, the piston--shown dashed at 1001 when at top dead
center--may have a corresponding depression 1001a, which could form
part of a pre-combustion chamber or bowl. The fluid in the passages
and galleries, when subjected to a pressure wave, would spray into
the combustion volume as shown at 1199a. Fluid galleries or
passages such as at 1200a and 1200b are optionally only exposed to
the working volume when the sleeve is extended. When it is
retracted, the passages such 1200b are masked, reducing the
likelihood of fuel dribbling or boiling away into the combustion
volume. The connection between tensile member 1193 and piston rod
1192 is indicated diagrammatically; any suitable connection or
fastening method may be used, including those disclosed herein. In
further embodiments, the "lubrication" of such components as valve
stems, the tensile members, and the support members such as 1194 of
FIG. 74, entails the use of substances which, when carried to the
combustion chamber, affect the combustion process. Such substances
includes fuels such diesel, which can additionally be used to
lubricate further components. Other fluids which may be used
include water, fuel, water-methanol mixtures, hydrogen, in either
liquid or gaseous state. By "lubrication" is meant the provision of
low-friction bearing means, including liquid films, gas bearings,
etc.
[0224] The sleeve containing fluid galleries may be moved in order
to deliver fluid to the working chamber, in the manner disclosed
subsequently in FIGS. 310 through 320. Fluid may be delivered to
the chamber at the appropriate time by the imparting of pressure to
a fluid reservoir, the pressure optionally releasing a valve,
causing fluid to leave the reservoir via an orifice communicating
with the working chamber. This is essentially the direct fuel
injection system in use today, and may also be employed in the new
engines. Such a system may be adapted to current engines and/or the
engines of the invention by making the head or similar component a
part of an injector. FIG. 76 shows schematically, by way of
example, a cylinder head 1004 having a ring valve 1201 and two
tensile crank links 1206. A plunger 1601 is retained on its seat to
close a nozzle opening 1602 communicating directly to working
chamber 1002 by means of a spring 1603 retained by a bolt 1604 and
washer 1605. Fuel supply line 1606 keeps passage 1611 and fuel
gallery 1607 filled. A sharp pressure wave in supply line 1606
causes plunger 1601 to move against resistance of spring 1603 in
direction indicated by arrow 1608, to release a spray of fuel 1609
into the combustion chamber. When the supply line pressure wave
subsides, the spring pushes the plunger back onto its seat, to cut
off fuel supply to chamber 1002. An optional fuel return line is
shown at 1610, supplied by passage 1611. Either one or both of fuel
lines 1606 or 1610 may have a non-return valve at any convenient
location.
[0225] In selected embodiments, injector-less fuel delivery systems
are used. Such systems include a fuel passage communicating
directly with an engine combustion chamber, at least during part of
the operating cycle. In one embodiment of an injector-less system,
the fuel delivery passage has a very small opening to the
combustion chamber, which is always "open". In normal operation,
the passage will house a body of fuel. At the time of desired fuel
delivery, a pressure wave is initiated in the fuel from the supply
source, causing part of the fuel residing in the passage to be
ejected through the very small opening into the combustion chamber.
The quantity of fuel ejected will depend on the intensity and
duration of the pressure wave. After fuel delivery, during the
remaining portion of the operating cycle, another body of fuel will
sitting in the passage, at a pressure corresponding to the pressure
in the combustion chamber, provided no pressure is being induced
from the fuel supply. This back pressure from the combustion
chamber will largely limit fuel "dribbling" into the chamber. In
many embodiments, the combustion gas temperature during part of the
cycle will be greater than a liquid fuel's boiling temperature at
the current pressure. Some boiling will occur at the diameter of
the small opening, but this boiling will be stalled by two factors.
Firstly, as the initial molecules boil, they will form a gas with a
relatively poor rate of heat transfer compared to a liquid, so
delaying the boiling of the molecules of liquid immediately behind
the newly formed gas. Secondly, the initial molecules of liquid
fuel will have absorbed significant heat energy from the
immediately adjacent combustion chamber gases in order to make the
phase change to gaseous fuel, so cooling those gases in many cases
to below the temperature needed for further boiling. The engines of
the disclosure are designed to run much faster than current units;
at those speeds there will only be time for the smallest amount of
boiling to take place and, in most cases, the quantity of gaseous
fuel building up in the combustion chamber during the remaining
portion of the cycle will be insignificant, and in no way enough to
set up any pre-detonation or "knocking". FIG. 77 illustrates the
principle, showing--greatly enlarged--a long, thin fuel delivery
passage 1611 in a cylinder head or similar component 1004 linking
fuel reservoir 1607 to combustion chamber 1002. In zone "A" is
heated liquid fuel, in zone "B" gaseous fuel, in zone "C"
compressed hot charge or exhaust gas in the combustion chamber.
While no fuel is being delivered, pressure in all three zones is
likely to be equal that of the gases in the combustion chamber, so
that P1=P2. Earlier, the contact at "E" between liquid fuel and the
hot combustion chamber gas has caused localized boiling in tip of
the passage, indicated at zone "B". The energy required for the
change of phase of the material in zone "B" has caused the
temperature of the fuel immediately behind, at "D" to drop sharply.
For it to boil, it requires substantial further energy, which is
most likely to come from the gases in the combustion chamber. But
gas is a slow transmitter of heat energy, so it will take some time
for the fuel at "D" to boil. Effectively, the initial boiling in
zone "B" stalls the weeping of fuel into the combustion chamber. In
engines running at high speed, very little fuel will enter the
combustion chamber except during fuel delivery, when a pressure
wave is induced in reservoir 1607. The passage need not be exposed
to the combustion chamber during the whole cycle; in other versions
of the "open passage" fuel delivery system, the passage opening
will be partly masked during portion of the combustion cycle, or it
will not directly communicate with the combustion chamber but
instead with some kind of reservoir, this reservoir being exposed
to the combustion chamber for only a short part of the cycle. In
some embodiments, a barrier of some kind of porous or permeable
material that permits passage fluid can be placed at the opening to
the combustion chamber, to restrict weeping and slow any possible
boiling. In a selected embodiment, the fuel delivery device is part
of the head.
[0226] FIG. 78 shows schematically, by way of example, portion of a
cylinder or head or piston/rod component 1004 having an opening for
fluid delivery 1611 communicating with a fuel supply passage 1612
containing a wick or porous or permeable material at 1613. During
the non-fuel delivery portion of the cycle, the wick or other
material 1613 will permit a very small amount of fluid to enter the
combustion volume, either as liquid or gas. During the main fluid
delivery period, a sharp pressure wave is induced in the fuel
supply passage, forcing fuel through the wick or other material to
enter the combustion volume 1002 as a spray 1613. Optionally,
earlier and smaller pressure waves may be used to supply part of
the total fuel requirement, insufficient to cause pre-detonation
and/or smaller and later pressure waves may be used to add fuel to
the combustion chamber during expansion, for any reason. In another
embodiment, part of the fluid delivery device is part of a separate
unit, which can be removed and serviced or replaced at regular
intervals. Although ceramics are very hard, long use and ablation
by fuel could cause very small openings to enlarge over time. By
way of example, section FIG. 79 shows schematically a removable
unit 1614 containing a fuel delivery passage 1611 mounted in a head
or other component 1004. Unit 1614 is attached by screw threads of
a sinusoidal section 1615 to capture a wick or filter or porous or
permeable material at 1613. Piston crown top at top/bottom dead
center is indicated dashed at 1001. The unit 1614 and component
1004 could be of any suitable material, including ceramic. Such
screw threads of sinusoidal cross-section may be used in any
appropriate device or mechanism of this disclosure, and are not
limited to use with ceramic components. The unit 1614 may have a
depression 1616, shown also in plan view FIG. 80, which could
optionally function as a tiny pre-combustion zone and/or as a key
to receive a special driver for insertion the of unit. Fluid could
be delivered by at least two pressure waves, a first one to supply
portion of the delivery 1617 to the depression 1616, and a later
fuel delivery 1618 after expansion has commenced. The removable
unit 1614 is shown attached by screw threads 1615, but
alternatively may be attached by any suitable means, including by
snap-ins using springs, adhesives, cover plates with screws or
bolts, etc. It may be attached from the combustion chamber side of
the head or component 1004, or from the other side. In the
embodiments illustrated, wicks are shown. Instead of wicks, any
kind of device may be used to restrict fluid flow to some degree,
and/or to act as a heat sink, if desired. The single fluid passage
1611 may be replaced by a series of smaller passages delivering
fluid synchronously. The wicks may be omitted, especially if the
passages have a relatively small bore in relation to length, as
shown schematically in FIG. 77. As noted, the gas generated by any
boiling that occurs in any fuel delivery passage will tend to stall
liquid flow and slow seepage. In a further embodiment, the features
of FIGS. 79 and 80 are modified by incorporating some or all of the
constructional features of the insert 1614 into the sleeve 1194 or
the head 1004, as illustrated in FIGS. 74 and 75, and making fluid
supply passage 1612 wide enough to load any wick or porous or
permeable material from outside the working chamber 1002. Where
fuel delivery is via a reciprocating component, a unit similar to
1614 can be mounted to the component, optionally in the manner
shown in FIG. 78.
[0227] In an alternative fluid delivery embodiment, shown
schematically by way of example in FIG. 81, a low pressure circular
toroidal gallery or reservoir 1620 is formed in the cylinder head
or similar component 1004. The head 1004 is pierced by one tensile
crank link 1206, and there is a ring valve 1201. The reservoir 1620
is linked by passages 1611 and by optional non-return valve 1621 to
a fluid supply line 1606, and to fluid return line 1610, which may
also have a non-return valve (not shown). The valve 1621 protects
the pump from any return pressure waves and from reverse pressure
build up during combustion chamber compression. During fluid
delivery a pressure wave is supplied by a plunger in a fluid
delivery pump (not shown), is transmitted down the supply line to
open the non-return valve and to pass into the reservoir, causing a
fluid jet 1617 or jets 1622 to enter the working chamber 1002 via
passages 1620a. Depending on the volume of the reservoir and its
distance from the working chamber, it will act as a fluid heater.
Once injected, any heated liquid fuel will combust and become
gaseous more quickly, enabling an IC engine to run faster.
Reservoir 1620 need not be of toroidal configuration, but can be of
any convenient shape. In another embodiment shown in FIG. 82, a
plunger 1623 retained by spring 1603 is mounted in a fluid
reservoir 1620 in the cylinder head 1004. When the plunger is
activated in direction 1627, it either injects fluid directly into
the working chamber 1002 as at 1626 via passage 1628, and/or
indirectly via passage 1611 and small optional pre-combustion zone
1616 as at 1629. Optional fluid return passages are not shown. The
plunger may be cam actuated via a crankshaft or camshaft, or it may
be electrically actuated. If the fluid is combustible and is
delivered at above ignition temperature and under high pressure
into a combustion chamber, when it comes into contact with the
lower pressure sufficiently heated compressed charge air it will
immediately ignite, provided the charge is at sufficiently
high-temperature. The resultant expansion will cause a jet of
burning gas to exit the mouth of any pre-combustion chamber, as at
1629. When either the air in the small chamber is exhausted, or the
temperature therein has dropped below ignition due to heat
absorption of any latent heat of vaporization of the fluid,
combustion in the small chamber will cease and the jet of fluid
will be delivered through the mouth of the smaller chamber into the
main combustion chamber 1002. An optional depression is shown at
1630, giving increased surface area and therefore heat transfer to
the material surrounding the pre-combustion chamber.
[0228] In an alternative embodiment, the crank link or piston/rod
assembly form part of the fluid delivery device and, in a further
embodiment, the crank's or piston/rod assembly's reciprocal motion
wholly or partly actuates delivery of the fluid. FIG. 83 shows
schematically by way of example several optionally alternative
methods of fluid delivery, wherein the crank link 1206 is partly
used to deliver fuel, and depicts the area where the link passes
through the head 1004, at the top of the combustion chamber 1002.
The link 1206 may be the rod portion of a piston/rod assembly. An
annular groove 1631 and/or at least one depression 1632 is located
in the head 1004 where the link 1606 passes through it.
Alternatively, the groove may of any convenient form or shape,
including discontinuous or non-annular. Depression 1632 and/or
groove 1631 are filled with fluid from supply passages 1606 under
continuous or varying pressure. At a predetermined position at
least one passage 1633 in the link 1606 reciprocating in direction
1634 will align itself with a depression or groove in the head,
causing fluid to flow into the working chamber at 1635. The passage
may be in the form of a groove as shown at 1636, causing fuel to be
delivered at 1637, near junction of link and head. As the link
moves, fluid supply to the first link passage or groove is cut off,
but soon other depressions 1638 and/or passages 1639 may be aligned
with the head fluid supply, providing a controlled supply of fluid
to the working chamber 1002. Depressions such as at 1638 transport
pockets of fluid into the combustion chamber where, if it is a
combustion chamber, they will start combusting adjacent to the
link, as at 1640. The same procedure can be used to supply other
fluids, including water or water/methanol mixtures, to a working
chamber. It will be obvious that the pressure of the residual fluid
in each depression is more or less proportional to the pressure in
the working chamber at each communication. Depending on fluid
supply pressure, the depressions in the tensile member may be
wholly or partially filled with fluid, which may lubricate the
bearing surfaces between tensile member and head. Alternatively,
instead of a groove or depression in the head, a wick or other
porous or permeable material 1641 is provided. As will be disclosed
later, the piston/rod assembly may rotate as well as reciprocate,
and in such case the precise location and alignment of fluid
reservoirs with passages will ensure delivery of fluid to the
working chamber at the exact times desired, either by the fuel
being "carried" into the combustion volume, or by a combination of
alignment of volumes and pressurization of the fuel supply.
Optional fluid return passages are not shown. The embodiments
disclosed in FIG. 83 generally do not require a powerful pressure
wave to deliver fluid. In today's smaller diesel engines, the fuel
pump and injectors may consume up to 10% of the total engine power
output. Eliminating such pumps and injectors could lead to greater
engine efficiencies. The carrying of fluid into working chambers is
further disclosed subsequently.
[0229] Multiple fluid delivery locations can be arranged in any
manner. FIG. 84 shows schematically, by way of example, an interior
plan view of a cylinder head having a ring valve 1201 co-axial with
piston rod 1206, and illustrates one way in which fuel jet orifices
1228 and/or pre-combustion chambers 1229 may be arranged. This
distributed fuel delivery is likely to increase the speed limit at
which efficient combustion can be achieved. In selected
embodiments, fuel delivery is actuated by a cam-driven plunger. By
way of example, FIGS. 85 and 86 show schematically, in section and
plan section, a plunger mechanism 1230 for activating fuel
delivery, the plunger in turn activated by pivotally mounted cam
follower rollers 1232 communicating with cam 1231 located on a
crank disc or camshaft 1233. Cylinder surface is indicated at 1003.
Here, the plunger is seated over a fluid reservoir 1612 contained
in a structure 1612a mounted on the working chamber head 1004, and
is enlarged and of kidney shape, to clear a tensile member or
piston rod 1206. The cam follower 1232 is of a design to permit
continuous and variable loading including under high loads. As
pressure in the combustion chamber increases, it is transferred to
the fluid via the orifice 1602 and passage 1611, and from the fluid
to a combined camshaft/crankshaft 1233. The loads on the crank
during high working chamber pressures are in the direction 1234 if
the crank link is principally loaded in tension, which can be
partially offset by the loads transferred to the crank/cam in the
direction 1235 by the fluid, thus reducing maximum crank bearing
loads. In operation, the cam depresses the plunger to effect fluid
delivery at 1617. The cam and follower combination may be of
variable timing and reciprocal action types disclosed elsewhere
herein, to provide variable quantity and timing of fuel delivery.
Similar cam-activated plunger systems may be used to provide
lubricating fluid to either engine components, or to systems linked
to the engine, such as transmissions, fluid pumps, compressors,
etc. FIGS. 85 and 86 are schematic; as in all of the Figures
herein, none of the features are drawn at any particular scale to
one another.
[0230] In another embodiment, portions of the cylinder assembly
comprise substantially identical components arranged in mirror
image about each other, and optionally arranged about a port
located between them. Optionally the cylinder assembly is built
about a piston or piston/rod assembly already in final position. By
way of example, FIGS. 87 and 88 show schematically, in longitudinal
section and cross-section taken at "A" respectively, a piston 1243
reciprocating in a "twin cup" 1244 cylinder assembly, each "cup"
having an integral half-cylinder and head configuration. A
clearance space 1245 when located at area "A" is shown enlarged in
FIG. 89, when the piston has returned to TDC. The piston has
stiffening flanges 1252. The clearance space 1245 is discontinuous,
ie not annular, although optionally it may be so. Here a pressure
wave during fluid supply causes fuel supplied via passage 1246a to
be forced through wick or porous or permeable material 1246, via
tensile member depression or passage 1247, into an optional
pre-combustion chamber 1248 and thence to clearance space 1245. The
latter is actually an expansion of the general clearance space,
indicated at 1245a in FIG. 89. Several such clearance spaces with
optional associated pre-combustion spaces, depressions or passages
may deployed around the circumference of the head. Fluid can be
delivered to these discontinuous clearance spaces by any means. The
fluid delivered via wick or other materials 1246 can be used to
provide some degree of lubrication between the rod portion of
piston 1243 and "cup" 1244. The two "cup" halves 1244 of the
cylinder assembly have their joint about the exhaust ports 1249,
where working chamber pressures are low, and are in this embodiment
interlocked as shown at 1244a to provide accurate location. In
another embodiment, the "cups" do not interlock, but are located by
any convenient means, including separate components or keys. In a
selected embodiment, suited to two-stroke IC engine applications,
where the piston reciprocates more or less horizontally--in other
embodiments it reciprocates at any angle to the horizontal
plane--charge purification can be provided by residual exhaust gas
bleed off. In operation, after the piston has masked the exhaust
port, these remaining exhaust gases in the compressing charge being
hottest, will rise to the top of the volume and fill the specially
provided depressions 1251. As the piston moves up the cylinder, the
depressions communicate with the piston void 1253, in turn
communicating with the exhaust port. In another embodiment, the
reciprocating motion of the piston within the cylinder, or of the
cylinder about the piston, is used to regulate the delivery of
fluid to the working chamber. A volume or reservoir containing
fluid only, or fluid partly contained by a movable weight, is
incorporated in the moving component, in such a way that
centripetal force and/or the deceleration of the fluid causes a
pressure wave to build up in the volume, which communicates with
passages and/or weep holes or orifices opening onto the working
chamber. By way of example, FIG. 90 shows schematically a portion
of a working chamber 1002 with the piston/rod assembly 1206
reciprocating in direction 1634 in cylinder head 1004, just before
top dead center, which position is shown dashed at 1645. A fluid
volume 1646 in the piston/rod assembly is supplied via passage
1647, communicating with wick or porous or permeable material
holding a quantity of fluid 1648 supplied via passage 1606, in a
manner similar to embodiments disclosed previously. Optional fuel
return passages are not shown. In the volume 1646 is a weight 1649
restrained by a spring 1603, there being an air pocket 1650 behind
the weight, optionally communicating with working chamber by narrow
passage 1651. Optionally, a shallow pre-combustion space is
provided by the depression at 1652. When the piston decelerates
toward top dead center, the mass of both weight and fluid causes a
pressure wave to build up in the fluid, such pressure being
sufficient to overcome the surface tension at weep hole or orifice
at 1653 and the pressure in the combustion space. If the piston
both reciprocates and rotates, as will be disclosed later, then a
separate pressure wave can be induced by centripetal forces acting
on the mass of the fluid and any optional weight. In such combined
motion piston/rod assemblies, fluid supply per cycle can be
increased as engine speed rises, by angling chamber 1646, as shown
schematically chain dashed at 1646a.
[0231] In a further embodiment, special "component-less" fuel
delivery by pressure drop is used. In other embodiments, the fuel
is superheated and/or is in the system under a given pressure,
which can be variable and a function of combustion chamber
pressure. At the moment fuel delivery is intended to commence, a
local pressure drop in the combustion chamber is induced adjacent
to a fuel delivery orifice, causing the fuel to issue forth. Such a
technique may be used to provide all the fuel requirement or only a
partial requirement, for example that to initiate combustion in a
pre-combustion zone. Regulation of quantity of fuel supplied can be
by variable restriction of fuel supply passages. By way of example,
FIG. 91 shows schematically part of a piston/rod assembly 1606
reciprocating in direction 1634 in portion of cylinder head 1004,
when it is at top/bottom dead center. The rod portion of component
1206 has a depression of any configuration and volume at 1655,
which is masked from the combustion volume early in the compression
stroke. The outline of component 1206 at the beginning of the
compression stroke is shown dashed at 1656. Near top dead center
the depression aligns with a fine passage 1657 communicating with a
relatively small pre-combustion area 1652 where, because pressure
in 1655 is much less than in 1652, a sharp pressure drop is caused,
so that fuel issues from fuel chamber 1658, supplied by passages
1606 and optional non-return valve 1621. Optional fuel return
passages are not shown. The pressure in the chamber 1658 will
previously have been equal to that in the combustion chamber due to
the small open fuel delivery weep hole(s) 1653. In weep hole type
systems there will usually be a volume--it could be a volume
containing enough fuel for one combustion cycle under certain
operating conditions--just behind the hole, which in turn
communicates with the fuel supply. During cold start a small
electrical heater 1659 linked to electrical circuits at 1660 can be
deployed in chamber 1658 to heat to the desired temperature the
fuel delivered for each combustion cycle, with optional variable
heat input to compensate for different engine speeds during start.
This system can be augmented by one or more induced conventional
pressure waves in supply passage 1606, which will open the
non-return valve 1621, to either refill the fuel chamber 1658,
and/or to supply additional fuel during the fuel delivery period.
In other embodiments, replaceable or removable combined fuel
delivery/pre-combustion zone units cam be mounted in either the
piston/rod component or in the cylinder assembly, including the
head. By way of example, FIG. 92 shows a combined unit 1665 screwed
into a piston/rod or cylinder or head 1004, by means of drivers or
keys in slots 1664. Threads 1663 are of roughly sinusoidal
cross-section. Fuel delivery reservoir or volume 1658 is supplied
via fuel supply passages 1606, and heater 1659 is linked to
terminals 1666 in the female opening 1667 in the head, connecting
to electrical circuits 1668 in the head 1004. An optional
non-return valve is shown at 1621, and unit 1665 is seated on one
or more washer(s) 1671, say of soft metal, to form a seal. Optional
fuel return passages are shown dashed at 1610. The fuel can be
delivered via one or more pressure waves in supply passage 1606,
and can be sufficient for delivery to the optional pre-combustion
zone 1652 in unit 1665, indicated by spray 1669, and/or sufficient
for part or whole or remaining portion of the cycle, indicated by
spray 1670. Quantity of fuel delivered is governed by the strength
and duration of the fuel delivery pressure wave(s). Here the
removable unit has been mounted from the combustion chamber 1002
side of the head, but it could equally well be mounted from the
other side of the head, along the lines shown schematically in FIG.
9. All the fuel delivery devices disclosed earlier herein can be
adapted to use removable type units as 1665 of FIG. 92. The unit
has been shown to be attached by means of screw threads, but any
alternative fastening or attachment means may be used for devices
similar to and including unit 1665, including snap-ins using
springs, adhesives, cover plates with screws or bolts, etc.
[0232] In a further embodiment, one or more labyrinth seals,
typically comprising small depressions or grooves, can be provided
in the piston/rod assembly and/or the cylinder assembly, to reduce
gas blow-by in any location. By way of example, schematic FIG. 93
shows portion of a piston 1243 is traveling in direction of arrow
during compression in part of a cylinder assembly 1244, wherein
depressions 1254 are located in the piston/rod 1243. In selected
embodiments, corresponding spaced depressions or grooves 1255 are
provided in the cylinder assembly 1244 wall. If disposed uppermost
in IC engines, they will tend to be filled with inert exhaust gas
rather than usable charge. It can be seen that, as the piston moves
up the cylinder to compress the charge, that the pressure in the
grooves will always be close to, but a little less than, the charge
pressure at that time. Various pressure levels are shown by P1, P2,
etc. It is known that the smaller the pressure differential between
two gas reservoirs, the slower the rate of gas travel per unit mass
between them. Therefore the rate of possible gas travel in
piston/cylinder clearance space 1255 (the blow-by) will be reduced.
For the sake of clarity, depressions 1254 and 1255 are shown larger
than they would generally be in practice. Although the latter is
shown larger than the former, they may be of any size relative to
one another. The depressions may be singular or plural; continuous
or discontinuous; be of any form, depth or extent; be linear or
curvilinear; and run in any direction relative to axis of
reciprocation. In a selected embodiment they are continuous and
annular. Although here the depressions or grooves are shown in both
the piston and the cylinder wall, they may be in only one
component.
[0233] In a further embodiment, as an alternative to making a
tensile crank link elastomeric or flexible and so accommodate
slack, the slack is taken up in the bearing(s), permitting the
tensile member to be rigid. If movement in the bearing can be
restricted to one dimension, and if the slack-accommodating bearing
is such as to always permit transfer of load, then the tensile
member may be designed to also function in compression. In twin
crank engines, if the link can transfer both tensile and
compressible loads, then two links may share the work of each
expansion, reducing the total load carried by a single link, as
well by each bearing and by a crank throw at any one time, so
permitting lighter construction throughout. In addition, a much
smoother running engine should result, since the crankshafts are
subjected to much more evenly distributed loads. In the examples
here, the bearing between crank and tensile link is considered.
However, any or all of the features described may be equally
applied to a bearing between tensile link and the rod of a
piston/rod assembly, or any appropriate bearing in any engine or
mechanical system. By way of example, FIGS. 94 and 95 show in
schematic cross-section two versions of a "stretched circle"
bearing which permits take up of slack, where a link 1282 capable
of being loaded in both tension and compression is integrally
attached to a non-circular outer bearing shell 1283. A part outline
of a crank disc is indicated schematically at 1295. Between outer
shell and inner bearing 1284 shell is a compressible substance
1285, with FIG. 94 showing an intermediate shell 1286 to contain
the compressible substance. The intermediate shell may be free to
revolve or may be located relative to outer shell by guides, shown
schematically at 1287. Any kind of compressible material may be
enclosed at 1285, including elastic ceramic fiber assemblies,
polymers, springs, etc. In selected embodiments, fluids are used,
preferably gases. When the link is loaded in direction 1289, the
gap between shells at "a" will tend to reduce. If an aperture is
provided at 1290 and clearance space at 1291 is minimized, then
fluid under pressure will be forced through the gap into main
bearing clearance space 1292, providing bearing support. In the
case of gas bearings, pressure can be made proportional to load by
such means. If in FIG. 95 the compressible material is a fluid and
the clearance spaces are kept to a minimum at 1293, then fluid
pressure on working bearing faces is more or less continuously
proportional to load. Compressible component 1285 can be of any
material, and can be a solid, a liquid, a gas, or a combination of
any of these. The range of possible movement of shell 1284 is shown
dashed at 1294. In a further embodiment, if it is desired to shift
bearing shells rapidly in relationship to each other, then a phased
pressure relief is provided to assist rapid shell movement. In FIG.
95 for example, the crank web disc 1295 is provided with apertures
1296 linked by passage 1297 so that as the disc turns in direction
1298, the relative angle to link 1282 changes to permit both the
apertures to simultaneously communicate with volume 1288,
permitting rapid fluid transfer from one side of the volume to the
other. As the crank continues to turn, the relative angle of 1282
changes to mask one of the apertures, and so shut off transfer of
gas via the passageway. FIG. 96 shows the layout of the variable
radii of the interior surface of an outer gas bearing shell,
provided with fluid, optionally under pressure, via apertures 1299,
so as to permit progressively larger clearance gaps at the
perimeter of contact area, as the inner bearing shell 1300
approaches the midpoint of its relative movement range. It is clear
that differing interior profiles of the mid section of shell 1283
will cause varying travel speeds of inner shell 1284 between end
positions, and so rates of acceleration and deceleration of the
piston will be governed by varying shell profiles. The pressure in
the gas bearings may be made directly proportional to the pressure
in the combustion chamber (and therefore also partly proportional
to the loads on the link) by means of small passages 1301
communicating with the chamber, providing gas access to the highly
loaded bearing areas via apertures and/or optional non-return
valves 1302, either on both sides of the volume, as in FIG. 94, or
on one side only, as in FIG. 95. The passage from the combustion
chamber may be interrupted by a filter or one-way valve mechanism
shown schematically at 1303. A one-way pressure relief valve as
part of the mechanism of 1303 would permit only high pressure gases
to pass in direction 1304, permitting gas bearing pressure to be
higher than the combustion chamber pressure during portion of the
cycle.
[0234] In a further embodiment of an elastomeric or variable-length
links between a piston or piston/assembly and a crank pin or
big-end bearing on a crankshaft, a link has anywhere, but
optionally at at least one of its ends, a spring linkage to a
bearing, using one or more of any kind of spring, including metal
coil springs. By way of example, FIG. 500 shows schematically a
bearing which can be deployed anywhere in the linkage, most
obviously to replace a conventional big-end and/or small-end
bearing. An outer bearing shell 14 has affixed to it by any means,
including welds 16, a special bracket of any kind, here in the
shape of a horse-shoe with a closed end 15. The connection between
crank and piston/rod assembly 17 having a threaded end includes a
collar 18 fixed to the end by any means, such as welds 16, has one
spring 19 placed over it, is pushed through a hole in the bracket
15, then has another spring 19 and a washer 20 placed over it, with
all set in place by twin locking nuts 21, the whole permitting
movement of link relative to bracket in direction 22. In another
embodiment shown in FIG. 501, a device similar to a shock absorber
can be used. If the fluid pumping losses can be tolerated, a
modified shock absorber can itself be used. Here outer tube 23 is
attached to an outer bearing shell 14 by any means including welds
16, and closed-ended inner tube 24 is similarly attached to another
outer bearing shell 14. A spring is placed at 19, loadable either
in compression or tension, and optionally fixedly attached to its
bearing surfaces by any of the many convenient means known today.
Any configuration of springing can be used, including those suited
to the different conditions described in FIG. 499. For example, the
embodiment of FIG. 500 is suited to the arrangement of FIG. 499C,
but it can be adapted, by removing springs on either side of the
bracket and/or by varying spring rates, to any of the arrangements
of FIG. 499, and the link can be used as both a principally
compressive member and as a principally tensile member. In the same
way the embodiment of FIG. 501 can, if the spring is fixed to its
bearing surfaces, be adapted to any of the arrangements of FIG. 499
and the link can be used as both a principally compressive member
and as a principally tensile member.
[0235] In, for instance, the case of compound engines, it may be
desirable to use exhaust gas at high temperature and pressure to
power a turbine, and to have a requirement for exhaust pressures to
be low to facilitate two stroke combustion chamber scavenging,
which is made easier because there is only a fraction of total
exhaust gas for the incoming charge to displace. In a selected
embodiment, at least two separate exhaust processing volumes are
incorporated in an engine, each having exhaust at different
temperatures and pressures. In a further embodiment suited to two
stroke engines, a substantial quantity of exhaust leaves a
combustion chamber at high temperature and pressure substantially
before the intake valve opens, with the remaining lesser quantity
of exhaust gas at lower temperature and pressure then displaced by
the incoming charge air. After scavenging has been thus
facilitated, the gases are optionally re-mixed to be processed,
treated and/or to supply a turbine intake at an average of the
earlier two temperatures and pressures. As disclosed subsequently,
in alternative embodiments the reciprocating stage of a compound
reciprocating/turbine IC engine may deliver exhaust gas to two or
more turbine stages. Optionally, exhaust gases from the different
exhaust gas volumes of a reciprocating engine stage may go to any
combination of engine stages for purpose of extracting work from
exhaust gas heat energy. (a process generally known as compounding
or adding a bottoming cycle). One or more such stages could include
a Stirling engine, a steam engine, a device for deriving electrical
energy from a hot gas, multiple turbine stages at differing
temperatures and pressures, or any combination of these. If only
the high pressure/temperature exhaust is used for compounding, then
any the lower temperature/pressure exhaust could be used for any
other purpose, including space heating in buildings, vehicles,
marine craft and aircraft, as can the exhaust gas after it has left
the bottoming cycle. By way of example of an engine having
two-stage exhaust, FIG. 97 shows schematically a cross-section of a
five cylinder engine with a high pressure, high temperature exhaust
volume at 1308 with exit at 1309, surrounded by a low pressure, low
temperature volume at 1310 with twin exits at 1311. Any convenient
arrangement for segregated exhaust volumes may be employed,
including for single cylinder and other multiple-cylinder engines.
In a further example, FIG. 98 shows a schematic layout of a
compound system with a reciprocating engine 1312 having ambient air
intake 1313, high pressure exhaust 1314 and low pressure exhaust
1315. High pressure exhaust is conducted to a high performance
turbine 1316 to exit at 1317, at a pressure approximately matching
that of low pressure exhaust 1315 with which it is mixed, and be
conducted through low temperature turbine or other energy recovery
device 1318, such as a steam or Stirling engine, to emerge at 1319
as close to ambient pressure as possible. Optionally the first
turbine 1316 might be linked by shaft 1320 to the second turbine or
other device 1318, which may be a turbo-charger supplying
compressed charge via optional duct 1313a for engine 1312.
Additionally or alternatively, the turbine might be mechanically
linked at 1320a to engine 1312, and/or second engine 1318 may
include a regenerator system to transfer heat energy at 1313a to
engine 1312 air intake.
[0236] By way of example, FIG. 99 shows a cross-section of a
portion of the schematic engine of FIG. 97, where high pressure
exhaust ports 1321, closed by pressure activated non-return valves
1322, communicate with high temperature and pressure exhaust
reservoir 1323. The piston 1323A when close to BDC/TDC unmasks
ports 1324, communicating with low temperature and pressure exhaust
reservoir 1325. Thermally insulating structure 1328 encloses both
volumes 1323 and 1325. Another example is shown in FIG. 100 which
is a longitudinal section, FIG. 101 which is a cross section
through the cylinder taken at "A", and FIG. 102 which shows one
valve 1326. Two substantilly identical "cup" like components 1224
are arranged in mirror image relative to each other, separated by a
third component 1224a, with a reciprocating piston/rod assembly
1323a, ring valves 1201, and incorporating two separate and
substantially circumferential exhaust processing volumes 1323 and
1325. The high pressure volume 1323 has four shaped snap-in
non-return spring loaded valves 1326. On the expansion stroke, the
gases are at sufficiently high pressure to open the non-return
valves 1326. As the piston exposes the low pressure exhaust volume
1325 via the central port 1324, the pressure in the chamber drops
sufficiently to cause the spring loaded valves 1326 to close. On
the compression stroke pressures will be much lower and
insufficient to re-open the valves. The modules are assembled via
tensile fasteners 1327, which also attach a partly evacuated
thermally insulating cover 1328, separated from structural elements
by trapped air space 1329. An intermediate thermally insulating
partition is shown at 1328a. Multiple cylinder modules are attached
to each other via tensile fasteners 1330, with crank cover 1331
attached last at 1332. A similar construction, including tensile
fasteners 1327, is shown also in FIGS. 87 and 88.
[0237] Rather than consider the working chamber volume a
hollow-cored stub cylinder, it may be perceived as toroidal or
doughnut shaped. FIGS. 103 and 104 show, by way of example,
cross-sections through such working chambers, looking toward the
cylinder head. If multiple fluid delivery points 2001 are provided
in each toroid 2002, then the toroid may be considered a series of
abutting and synchronously operative working chambers 2003, with
notional boundaries say at 2004. It can be seen that, taking this
approach, the total working chamber can be made virtually as large
as desired in a single cylinder application, especially as a
feature of the engines of the invention is the drastic reduction of
reciprocating masses as a design constraint. The components can be
virtually of any size. It is intended that even very large IC
engines, such as for marine and railway applications, could be made
in one, two, three or four cylinder configurations. Advantages of
the toroidal shape are the relative reduction of both surface area
and seal length per unit volume, and a potential reduction of
stroke--and therefore piston speed--per unit volume. Table 1 shows
how these and other parameters vary with working chamber geometry,
taking the chambers of FIGS. 105A, 105B, 105C and 105D as examples.
In the diagrams, the numbers represent any unit of length, the
symbol "d" stands for diameter, and the chamber of FIG. 105A
depicts a conventional working chamber with inlet and exhaust
poppet valves. "R" represents the radius of the cylindrical working
volume of the conventional engine; "R1" and "R2" the inner and
outer radii of the toroidal working chambers. It is assumed that
the chambers of FIGS. 105B, 105C and 105D are the valveless
configurations disclosed elsewhere herein. All the chambers are
assumed to have 16:1 geometric compression ratio. In this document,
compression ratio is sometimes abbreviated as CR.
TABLE-US-00001 TABLE 1 VARIATION of PARAMETERS with COMBUSTION
CHAMBER GEOMETRY Engine Type (See FIG. 105) A B C D Volume: Units
cubed 50.3 150.8 251.3 502.6 Piston Speed (Ave) at 100 rps: 800 800
800 800 Units ps Piston Speed per Unit Volume: 15.9 5.3 3.2 3.2
Ratio Stroke per Unit Volume: Ratio 0.079 0.027 0.016 0.016 Chamber
Surface Area (excl. 62.9 138.2 213.6 364.4 Piston): Units sq
Surface Area per Unit cubed 1.26 0.92 0.85 0.73 (volume): Units sq
Seal Lineage: Units 23.9 37.7 62.8 62.8 Seal Lineage per Volume:
Unit 0.475 0.25 0.25 0.125
[0238] The piston surface area has been excluded, because in
conventional engines heat loss, and therefore reduction of
efficiency, is primarily through cooled surfaces, the engine block
and the cylinder head. In the engines of the invention, there is
negligible heat transfer, and therefore heat loss, through the
piston. It can be seen that, in comparison with conventional
working chambers of equivalent swept volume, in working chambers of
toroidal configuration three important design constraints are
reduced, in relation to unit volume: stroke and therefore piston
speed, surface area and therefore heat loss through traditional
cooled surfaces, and seal lineage and therefore blow-by loss. The
advantages of the toroidal working chamber over the conventional
cylindrical working chamber would also apply to cooled engines,
pumps and compressors.
[0239] In another embodiment, further simplification is achieved by
eliminating actuated valves and all the mechanisms they require.
The interior of the piston/rod assembly can be used for many
possible functions, including as a conduit for engine gases, either
charge or exhaust or both. Because the piston/rod assembly
reciprocates, it is possible to arrange for cross-flow porting in
two-stroke engines. By way of example, FIG. 106 shows schematically
such an arrangement, wherein the integral reciprocating piston/rod
assembly 2006 moves inside cylindrical housing 2005, shown here
with toroidal working chamber 2011 at maximum expansion and
toroidal working chamber 2012 at maximum compression, with the
piston at top/bottom dead center. The piston rods 2006a are hollow,
containing inlet or exhaust conduits 2008, one of which is shown
communicating via exposed ports 2009 with the combustion chamber
2011 and, via exposed ports 2010, with circumferential gas handling
volume 2013. It is clear that, in this example of a two-stroke
device, a fluid flow is induced diagonally across the section of
the toroidal chamber. The flow might be in either direction. In the
schematic examples of other valveless devices shown by way of
example in FIGS. 107, 108 and 109, the exhaust and inlet "ends" of
the working chamber are also interchangeable. FIG. 107 shows how
inner ports 2009 all communicate with one end 2014 of the
reciprocating assembly 2006. FIG. 108 shows how the inner ports
2009 for both toroidal working chambers 2011, 2012 are served from
both ends of, and are linked by, a central passage 2020. FIG. 109
shows how the reciprocating piston/rod assembly 2006 can act as a
conduit for both inlet and exhaust fluids by, for example, the use
of a transfer port at 2015. The ports 2009 communicate with a
tubular shaped processing volume 2017, which is separated from the
other cylindrically shaped fluid processing volume 2018, which in
turn communicates with the transfer ports 2015 by means of openings
2019 and enclosed passages 2016, here shown shaped or tapered for
noise reduction purposes. In another embodiment, multiple varied
diameter toroidal working chambers are simultaneously in
compression and subsequently expansion. Examples are shown
schematically in FIGS. 110 and 111 wherein only half of complete
piston and cylinder assemblies are shown. Each of the toroidal
combustion chambers 2021, 2022, 2023 has the same cross section,
but have different diameters. Dimension "b" represents stroke plus
clearance space, while dimension "a" represents half the toroidal
chamber external radius minus the internal radius. The stepped
configurations of the two components also make it easier to design
bearing surfaces of the required rigidity. The arrangement shown in
FIG. 110 permits the two ports 2009 and 2009a to be matched up to
each other about midpoint of piston travel, for a relatively brief
period (since the piston is traveling at maximum speed) relative to
porting time at bottom dead center. This might be for the purpose
of providing extra air to an IC engine exhaust, or to cool it. FIG.
111 shows an arrangement where there is no such overlap or port to
port alignment. Both FIGS. 110 and 111 are schematic and show only
those working chambers on one "side" of a piston powered by or
powering working chambers at each end, that is those chambers that
are synchronously all at top or bottom dead center. It is obvious
from previous disclosures that additional working chamber(s) may be
incorporated on the other "side" of the piston. Such varying
diameter coaxial toroidal working chambers permit the incorporation
of IC engine charge processing and other systems within overall
engine dimensions, as shown diagrammatically in FIG. 111, where
2024 and 2025 are coaxial ancillary systems. Such systems might
comprise a supercharger, blower, or impeller, turbo-charger,
starter, generator, turbine or other linked engine system.
Alternatively the volumes shown at 2024, 2025 might be occupied by
systems not directly part of the engine, such as a liquid or gas
pump, rocket motor, exhaust processing volume, electric generator
and/or starter motor. Obviously, the fixed and moving components
can be transposed. For example, in FIGS. 110 and 111 (which show
the synchronous combustion at maximum expansion), component 2006
could be fixed and component 2005 moving. Such an application might
be for a liquid pumping device mounted coaxially with or on the
pipe carrying the liquid. All the diagrams of this section have
been simplified, with any fuel delivery, lubrication systems, etc,
not shown.
[0240] In a further embodiment of the engine of the invention, a
reciprocating element can be mounted about a crankshaft using a
device known as a scotch yoke. An example is shown schematically in
plan section FIG. 112 and elevational section FIG. 113, wherein
conventional crankshaft 3001 revolving about axis 3002 passes
through an elongate slot 3003 in a piston/rod/yoke element or
assembly 3004, reciprocating in direction 3013 and enclosed in a
rigidly interconnected housing system or assembly 3007, to define
opposed working chambers 3005 and 3006. In operation, the inside
surfaces 3008 of slot 3003 push on crank-pin 3009 having axis
3003a, to rotate the crankshaft 3001. For simplicity, crankshaft
bearings and bearing housings are not shown. In a selected
embodiment, FIG. 114 shows schematically a detail of a bearing 3010
mounted on the crank-pin 3009, alternately bearing on surfaces
3008. Any convenient type of bearing may be used; here a roller
bearing is shown. Preferably the internal width of slot 3003 should
be slightly wider than crank-pin or bearing 3010 diameter,
providing a clearance gap 3010a on one side of the pin or bearing
at any one time. Should energy storage and retrieval systems, such
as described elsewhere herein, be desirable, or for other reasons
including to absorb shock, then elastomeric or compressible
elements can be introduced between the reciprocating element and
the crank-pin, as shown schematically at 3012, where it is mounted
between bearing 3010 and crank-pin 3009. As shown dashed in the
lower part of the diagram, an elongate bearing sleeve 3011 may be
mounted within the reciprocating assembly 3004 to define slot 3003,
and separated from it slot by elastomeric material 3012. As an
alternative or addition to the elastomeric material between bearing
3010 and crank-pin 3009, a contact shell may be mounted over a
roller or other bearing and separated from it by elastomeric
material, which is sandwiched between the outer surface of the
bearing and the circular shell making contact with slot 3003. A
similar arrangement is shown in FIG. 121. In some applications, it
would be practical to have only one set of sleeve or shell and
elastomeric material. A scotch yoke/crankshaft assembly may be
driven by one or more pairs of working chambers mounted either on
one side of or on each side of it, as shown by way of example in
schematic FIG. 115. The central scotch yoke mechanism is as
described for FIGS. 112 through 114. On the right side of FIG. 115
are working chamber 3005 of toroidal form, and working chamber 3006
of cylindrical form. On the left side, both working chambers 3005a
and 3006a are of toroidal form, since the piston/rod/yoke assembly
3004 has been extended through the housing or cylinder assembly
3007 at "A", to drive some other mechanism or engine. If this other
mechanism rotates, a device for converting reciprocating motion to
rotational motion, including those described elsewhere herein, can
be mounted at or outboard of "A". If the reciprocating yoke
assembly is substantially as strong in compression as in tension,
then working chambers can be mounted only one side of it, in
similar fashion to the embodiment of FIG. 122. The single
reciprocating element/multiple working chamber modules of FIGS. 112
through 115 can be multiplied and/or combined with other elements
in any way. Selected embodiments are illustrated schematically by
way of example in FIGS. 116, 117 and 118. Multiple working
chamber(s) having a piston/rod/scotch yoke assembly, collectively
modules 3028, optionally each as shown in the preceding Figures,
may be linked by shafts 3028a, with the modules either oriented in
the same plane as in schematic FIG. 116, or in two planes at right
angles to one another as in schematic FIG. 117, or in multiple
planes in no regular angular relationship to one another, as in
schematic FIG. 118. An external shaft assembly 3029 drives a
component or mechanism of any kind, and may communicate with
transmissions 3031, wheels 3032, propellers 3033, or other systems
not shown, such as electrical generators and/or motors, pumps,
compressors, etc., or with second engines 3034. Where single or
multiple units 3028 are mounted about a multiple drive shaft
system, each of the shafts may operate at different speeds relative
to one another and to the scotch yokes/crankshafts, by means
including conventional gearing and for by means of the devices
disclosed in FIGS. 119, 120, or by any other means.
[0241] In selected embodiments, a reciprocating element pushes at
least two coaxial but discrete crankshafts turning in directions
opposite to one another. A major objective is to better balance
loads. Sectional plan FIG. 119 and sectional elevation FIG. 120
show schematically an embodiment having two separate crankshafts
3014 contra-rotating on common axis 3014a, each with a crank disc
or wheel shaped crank-throw 3015 having a projecting crank-pin
3016. The crank-pins are positioned in a single elongate slot 3003
in piston/rod/yoke assembly 3004 reciprocating in direction 3013 in
an integral housing or cylinder assembly 3007, to define two
working chambers 3005 and 3006. Each shaft is mounted in a bearing
3017 in turn mounted in the integral housing system or assembly
3007, and is further restrained by optional thrust bearing 3017a.
As an addition or an alternative to bearings 3017, the crank-throw
wheels' circumferences 3018 are restrained by the common idler
bearings 3019. Optional variable two-speed drive is by separately
engagable bevel gears 3020, each gear when engaged meshing with
concentric toothed rings 3023 integral with crank-throw wheels, so
that each crank-throw wheel drives an opposite side of a single
bevel at one time. One bevel is mounted on shaft 3021, the second
on shaft 3021a, the two shafts being slidably mounted on one
another. They may be rotationally linked by splines 3022.
Alternatively, the work of the chambers may be transmitted by one
or both of the crankshafts, with at least one gear serving only to
link the shafts. Here a simple two-speed system is illustrated, but
it would be obvious to design more elaborate systems having three
or more drive shaft speeds. The Figures are schematic and not to
scale; any convenient sizes may be selected for both the
crank-throws and the bevels, and they may have any desired number
of teeth to give any convenient variation in drive ratios.
Alternatively, the construction of FIGS. 119 and 120 may used to
provide a fixed ratio final drive, wherein the crank-throw has one
set of teeth to mesh with only one bevel. Whether having fixed or
variable dive, the bevel may optionally be dis-engagable to provide
some form of clutch, which may include synchromesh type gearing. To
a significant degree, the difference in radii of the teeth rings
3023 will determine the mechanism's gearing step. To increase the
step, the radius of the outer teeth ring can be increased by making
the crank disc larger, as shown dashed at 3018a in the upper left
portion of FIG. 120, and any bearing rollers moved further apart,
as indicated at 3019a. Crankshafts and crank discs may be of
unequal size to absorb unequal loadings. Instead of bevel gearing,
any kind of gearing or other mechanical drive may link the
crankshafts. Alternatively, the crankshafts need not be
mechanically linked, especially if each shaft is connected to
systems of approximately equal loading. The crank-pin may be
constructed in any convenient manner.
[0242] By way of example, detail FIG. 121 shows a pin assembly
comprising the crank-pin itself 3016 (which is attached to the
crank wheel), on which is mounted a roller or other bearing 3010,
over which is a compressible cylinder 3012 of any convenient
material, which is encased in a bearing shell 3011. A part outline
of the face of the elongate slot is shown dashed at 3008. The
compressible material 3012 here and in FIG. 114 will tend to absorb
the shock of rapid change of direction of reciprocation. Also shown
in FIG. 120 is an optional second system of shafts and bevels 3024
which may be driven by an exhaust gas powered engine or turbine
system 3025, putting work into the crank-throw wheels which is in
turn taken out by the drive shafts 3021, or by one or both of
crankshafts 3014. In the embodiment of FIG. 120, the working
chambers are combustion chambers and are surrounded by
substantially toroidal exhaust gas volumes 3026 which communicate
with engine system 3025, such as a Stirling, turbine or steam
engine, via passages indicated schematically at 3027, with work
from system 3025 being transferred to main cranks via path 3027a to
bevel gearing 3024. Obviously drive can be taken out of or put into
the main engine via the system linking the twin crankshafts, here
at least one bevel gear 3020. Bearing systems 3017, 3017a, 3019 and
3019a are shown by way of example--in individual applications some
may not be necessary. The contra-rotating cranks may be linked by
several fixed or optionally engagable devices to separate machines,
such as generator, pump, etc. For example, bevel gear system 3024
may also be part of a drive chain to a gas compressor or electric
generator or from a starter motor. Such a starter motor unit may
also function as an electrical generator capable of converting all
the work of the engine to electrical energy. In another embodiment,
if the piston/rod/yoke assembly is substantially as strong in
compression as in tension, then single crank wheels or
contra-rotating crank wheels may be used to transmit power to or
from working chambers mounted on only one side of the crank
wheel(s). In the example of FIG. 122, the yoke related features of
FIGS. 112 and 113 are combined with the working chambers 3005a and
3006a of FIG. 115, mounted in a rigid enclosure 3007. Any suitable
features of this disclosure may be embodied in any engines,
compressors or pumps having scotch yokes, including the internal
volumes in the piston/rod assembly, one or more ring valves in the
heads of the working chambers, the cross-flow porting of FIGS. 106,
153 and 169, the constructions of FIGS. 170 through 184, etc.
[0243] In a further embodiment, additional simplification is
achieved by eliminating the crankshaft and the fixed or variable
length link altogether, instead imparting "spin" or rotation to the
reciprocating piston/rod assembly, which then becomes the
"crankshaft", actually the drive shaft. The spin is achieved by the
incorporation of guides, ramps, cams, etc. in such a manner that
the reciprocation actuated by combustion is converted into a
twisting motion, so that the piston/rod assembly reciprocates and
rotates simultaneously. As can be seen from the examples described
below, it is generally easier to arrange matters so that several
reciprocal cycles are required to complete one piston/rod
revolution. In the case of engines operating more effectively at
high speed, the lowering of drive shaft rpm relative to frequency
of reciprocation--the difference could be up to an order of
magnitude, ie tenfold--will enable such engines to be used in a
wider range of applications. The new engines will reciprocate much
faster than the units they could replace, but installed
transmissions, propellers, etc, are suited to today's relatively
low engine speeds. The conversion of fast reciprocation to slower
rotation implies the new engines could easily be fitted in existing
applications. In the embodiments and examples described below, it
is mostly the piston assembly that reciprocates and rotates.
Alternatively, the "piston" is fixed, with the cylinder assembly
reciprocating and rotating round it. Where appropriate, all the
disclosure herein can be applied to fixed piston/moving cylinder
applications and embodiments. The guide systems disclosed by way of
example here are either part of the working chambers, or mounted
between two piston and cylinder modules relatively close to the
working chambers, or outboard a piston and cylinder module, at any
convenient distance. They may be located anywhere, between any
components mechanically linked to the piston and cylinder assemble.
For example, an engine may drive another mechanism such as a pump,
and the guide system could be located on the pump at the side away
from the engine. In a further embodiment, one of multiple guide or
cam systems is operable at any one time, with another operable at
another time, or/and or the guide systems are interchangeable. By
varying the reduction ratio, different applications for the same
base engine are possible. It is intended that the guide or cam
systems can be removable and be interchangeable in some
applications, and that in other applications there should be two or
more guide or cam systems incorporated with one engine, each one of
which can be exclusively and selectively engaged, so that such an
engine, together with its guide or cam system, will also function
as a variable speed transmission. The cam system may be
incorporated in the combustion chamber(s). For example a toroidal
chamber may have part of a surface of sine wave type section. In
such case the cam system can comprise a series of separate but
communicating combustion chambers together forming a roughly
sinusoidal toroid. The cam system which, in many applications must
at least partly comprise two surfaces which directly or indirectly
bear on each other at some time (direct contact bearing is not
necessary if an air bearing system is used), can also be used to
fulfill some other function such as pump or compressor, either to
process inlet and/or exhaust gases of the engine, or some other
fluid such as oil, water, air, etc. It will have been noted that
the engine of the invention comprises two principal components, the
piston/rod and the cylinder assembly. In the embodiments described
earlier, either one is fixed and the other moves. In the case of an
engine or device with the cam system, one component will
simultaneously rotate and reciprocate in relation to the other. If
the cylinder assembly is mounted to revolve in a housing, then two
independently rotating shafts may deliver power from a single
engine. Such an engine could simultaneously function as a
differential and be used to power a vehicle, or contra-rotating
aircraft or marine drives such as propellers, screws, impellers,
etc.
[0244] By way of example, FIG. 123 illustrates the fundamental
principles of one such cam system. A circumferential sine shaped
trench 2049 surrounds the midpoint of a piston/rod assembly 2050,
mounted in a cylinder assembly 2052 to define two working chambers
2011 and 2012. In the trench is a guide 2051 fixed to the cylinder
assembly 2052, in such a way that all reciprocating motion is
partially converted to rotational motion. Dimension "a" indicates
the broad location of the circumferential band in which the cam
system operates. Essentially the cam and trench system is a face
system, in which the faces are aligned toward directions 2053. When
the cam system is referred to as sine shaped it is for convenience;
in fact the shape may be of any zig-zag or repeating type of
configuration. There are certain optimum profiles for each
application, shown here within square 2054 which schematically
describes one reciprocating cycle and repetitive unit. FIG. 124
shows the profile of a device such as IC engine, compressor or
pump, optionally of the type disclosed in FIGS. 110 and 111, which
has three cam systems, each with its dedicated guide, operating
within bands "a", "b", and "c". The cam profile for one reciprocal
cycle may be identical for each band, but a different number of
profiles or cycles are deployed in series within each
circumferential band. Alternatively, the bands my have varying cam
profiles and also varying guide configurations. The systems
described each have a female and a male element, corresponding to
trench 2049 and guide 2051 in FIG. 123. In the three cam systems of
FIG. 124 the male elements are wholly or partly retractable, and
only those of one band are engaged at any one time. Because loads
are alternately transferred from one face to the other, the trench
profile need not correspond exactly to the travel path of the
piston relative to the housing. As one cam system is disengaged and
another engaged, the ratio of rotation relative to reciprocation
changes, effectively making the device schematically shown in FIG.
124 a three-speed variable transmission. The trench may have a
clear path 2055, as shown in FIG. 123, where a small guide will
permit piston rotation without reciprocation, and/or a path 2056
which will permit piston reciprocation without rotation. Please
note that FIG. 123 is schematic only and not drawn to scale (the
pitch of reciprocal motion permitted by the trench and guide does
not correspond to the stroke of working chamber 2011); it serves
merely to illustrate the principles described. FIG. 125 shows
schematically by way of example a guide of varying size, which may
be wholly or partly retractable. It consists of a series of sliding
tubes 2057 biased to a retracted position in a housing 2058, and
where some hydraulic or other action projects each tube
sequentially, those of smallest diameter before those of larger,
with retraction effected in reverse sequence. A wick or porous
material or other lubrication device may be installed at 2058a,
with small capillary holes 2057a permitting lubricant creep to the
individual tubes. If the smallest form of such a guide is able to
describe a clear path in the trench, the arrangement of FIG. 124
can be accomplished by having the smallest form of each of the
guides of all three cam systems extended, with selective and/or
progressive enlargement of the guides of only one cam system to
effect rotation. It is intended that cam systems that have an
adjustable portion, such as a retractable guide, can also be used
to function as clutches. Without engagement, the engine would only
reciprocate; with cam system engagement rotation commences. In the
case of guides which are rollers, it may be preferable to have them
tapered, with correspondingly inclined cam faces. By way of
example, FIG. 126 shows a schematic cross-section through a piston
2059 in a cylinder 2062, having axis of rotation at 2060. Two
rollers 2061 are fixedly mounted to cylinder 2062 and rotate about
axes 2063 when engaged in trench or channel 2064.
[0245] FIG. 127 shows schematically a portion of a cam system
comprising corresponding circumferential sinusoidal faces as part
of a band-like trench (corresponding to the boxed portion 2054 in
FIG. 123 when repeated approximately twice, but showing a different
cam system). The male element or guide 2065 is continuous and has
sine wave shaped faces 2066. Axis of rotation is shown at 2067.
Trench working faces are shown at 2067a, with system shown solid
line in one top/bottom dead center position and dashed line in the
other top/bottom dead center position. Kinetic energy will drive
the system across bridge at "a". Such cam systems can be part of a
pair of toroidal working chambers, and be used in pumps,
compressors and IC engines. For example, there could be an inlet
port at 2068 and outlet port at 2069 and a transfer port 2070 and
transfer chamber at 2071, in the case of a compressor. One side of
the guide could compress engine charge, the other side could pump
exhaust gas, in the case of two-stroke engines, or any other
combination of work could be done by the cam system. It is obvious
that the cam system could also define at least one toroidal
combustion chamber. In the case of FIG. 127, two toroidal
combustion chambers could be incorporated, with volume 2012 in
compression, 2011 in expansion. Such combustion chambers are
described more fully later. If the interior of a piston/rod
assembly which both rotates and reciprocates is used to deliver
charge, the design of the interior of the piston/rod and the layout
of the ports can be used to spin, slew or swirl the charge into the
chamber, if charge movement during ignition and/or combustion is
desired.
[0246] For certain applications, including many pumps and/or
compressors, rotary motion is not required. It is both simple and
obvious to connect the end of the reciprocating piston/rod assembly
to a pumping or compressing device. The engine may alternatively be
coupled to an electrical generator. Such a generator may also
function as a motor, to start the engine. If the electric
generator/motor is linear, ie reciprocating, then the engine's
piston need not rotate. In other embodiments, the electrical
generator/motor is rotary, optionally powered by a piston that both
reciprocates and rotates. The rotary generator/motor may be so
coupled and geared to the piston, that it rotates at a much faster
speed that the piston.
[0247] Described below, by way of example, are some of the devices
that may be used to convert combined reciprocating and rotating
motion to a rotation-only drive. Such devices may be part of an
engine assembly so that the engine has a rotation-only output shaft
or, alternatively, an engine with a combined-motion output shaft
may be linked to another system, such as a generator, by
interposing a motion-conversion device between engine and system.
By way of example, FIG. 128 shows in cross-section and FIG. 129 in
elevation a schematic of vehicle-type co-axial nested male 3304 and
female 3305 drive shafts capable of reciprocating relative to each
other, wherein rotational motion is transmitted via splines 3301
slidably mounted in corresponding grooves 3302. Direction of
reciprocal motion is indicated at 3303. Either of components 3304
and 3305 could be mechanically linked to, or be part of a
piston/rod assembly. In a variant of the principles of FIGS. 128
and 129, gears may be employed, as shown schematically by way of
example in plan view FIG. 130. A first elongate gear 464, mounted
on a reciprocating--in direction of arrow 3303--and rotating shaft
"A" engages with a second gear 465 mounted on a shaft "B" that only
rotates. The relationship between the gears is shown at one extreme
of reciprocation; the relationship at the other extreme is shown
dashed at 466. The teeth on the first gear are sufficiently long to
always engage with those of the second gear. The first gear 464 may
drive any number of other gears. In a selected embodiment, combined
motion is converted to rotary motion by means of flanges or
surfaces linked by roller bearings. In one example, where loads are
principally transmitted in on rotation direction, FIG. 131 shows in
cross-section and FIG. 132 in elevation a schematic of a coupling
between an end portion of a piston/rod assembly 2078 and flanges
2079 mounted on a final drive shaft 2079a. Components 2078 and
2079a reciprocate relative to each other, and both rotate
clockwise. Roller bearing races 2081 link planes 2082 inside the
piston rod and on the shaft 2083. The connection between the two
systems could be anywhere, including inside the piston segment of a
piston/rod assembly. Component 2078 need not be part of piston/rod;
instead it could be mechanically linked to it. In another example,
suited for applications where load must be transferred in both
rotational directions, a modified arrangement is shown in section
in FIG. 133, corresponding to FIG. 131, where driving component
2078 reciprocates relative to driven component 2079a and both
rotate. Each flange 2079 has two opposed effective working
surfaces, each in contact with two separate series of rollers 2081a
and 2081b. In this embodiment they are of unequal size because
primary rotation is anti-clockwise, with only occasional rotation
clockwise, and flange surfaces only indirectly support the rollers,
which run on hard plates 2151 bonded or otherwise fastened to
inter-layers of compressible material 2152, in turn bonded or
otherwise fastened to flange surfaces. To properly locate axis of
component 2078 to correspond to axis of 2079a, optional thrust
bearing may be used, as shown schematically at 2153, which locate
in a "Y" or "U" shaped tip 2079b to each flange. If there is to be
some play in the axes relative to one another, a similar bearing
plate may optionally be mounted on compressible material at flange
tips as shown at "A". There could be play in the assembly, the play
switching from one side to the other as direction of rotation is
reversed, or there could be no play and all the compressible
inter-layers are compressed to some degree at all time. In that
case, the ends of the metal plates could toe down towards the
flange as shown schematically at 2154, to make it easier to insert
one component into the other during assembly. Additionally or
alternatively, the metal plates and compressible materials could be
mounted on component 2078. All the components of the assembly can
be of any convenient form, dimension or material. In FIGS. 131 to
133, four flanges are shown. In a further embodiment, suited to
vehicle propeller shafts in selected applications, the hard plates
2151 and compressible material 5152 of FIG. 133 are omitted, and
the rollers 2081a and 1081b run directly on the flanges 2079.
Alternatively, the principles of the invention can be embodied with
any number of flanges, equally spaced or otherwise, including just
one flange, especially if the axes of rotation of components 2078
and 2079a are properly aligned.
[0248] In an alternative embodiment, combined motion is converted
to rotary motion by means of a bellows type of device, which has
rotational stiffness and axial flexibility. Such a bellows device
could be of any suitable material, including a spring steel,
plastic, ceramic, etc. The bellows device could be one of two broad
groups, the closed or sealed type which has an internal variable
volume and which might fulfill the additional function of pump or
compressor, or the open type, which could be considered a series of
hinge pairs linked end to end. In many cases energy will be
required to deform the bellows. In single piston/twin opposite
working chamber configurations, it will be preferable if the
bellows systems are so deployed that they are in their natural or
unloaded position when the piston is in the mid-point of its
travel, that bellows deformation and energy absorption occurs as
the piston travel to top/bottom dead center, with stored energy
again given up to the piston/rod assembly as it moves toward its
mid-point. It is obvious that the energy absorption capability and
progression designed into a bellows unit can be used to effect or
regulate numerous engine parameters, including variable compression
ratio, engine speed, piston acceleration and deceleration, piston
breakaway to geometric compression ratios beyond a minimum base,
etc. By way of example, FIG. 134 shows schematically in axial
cross-section and FIG. 135 in longitudinal cross-section a
discontinuous bellows system. To illustrate different embodiments,
two different types of bellows are shown. Normally only one type
would be employed in one system. At 2084 the bellows is effectively
a series of rigid hinges, while at 2085 a similar structure defines
sealed volumes 2089a enclosed by side subsidiary bellows 2085a,
these varying volumes optionally being usable in an associated pump
or compressor mechanism. In a similar schematic example, FIGS. 136
and 137 show a continuous bellows 2086 is shown, defining pumping
volume 2087, having non-return valves 2088 permitting fluid
movement between volume defined by final drive 2089 and volume
defined by reciprocating and rotating piston rod 2090. In a further
embodiment, the mechanism converting combined motion to rotary
motion includes an energy absorbing device of any type, including a
fluid pump or compressor, a gas or mechanical spring, etc. By way
of example, a coil spring is located between components 3304 and
3305 concentric with their axes of reciprocation, and is optionally
fastened to both by any convenient means, as shown dashed at 3305a
in FIG. 129. In the case of twin combustion chamber/single piston
assembly designs, and synchronous multi-piston designs, the energy
absorbing system could be deployed so that it is neutral when the
piston(s) locate at mid-point of travel and has absorbed most
energy when the piston is at BDC/TDC, so that the release of stored
energy will help accelerate the piston to mid-point of travel
again. The drive mechanism could simultaneously function as the
main energy absorption device regulating movement of the piston.
Other than springs, any type of energy absorption device can be
used, including the pumps and compressors as disclosed above, which
may be used to compress engine charge, or to compress exhaust gas
for use in a downstream turbine. Energy storage devices may be
incorporated in other embodiments, as indicated by dashed box 3305a
in FIGS. 132, 135 and 137. The energy storage devices, including
bellows and hinged elements, disclosed herein can be used with any
type of reciprocating component which is part of or linked to a
piston, including a piston which is not rotating.
[0249] In a selected embodiment, a piston/rod assembly reciprocates
and rotates between two substantially identical toroidal working
chambers of approximately sinusoidal wave-like form. Earlier, in
FIG. 127, a toroidal and roughly sinusoidal combustion chamber was
schematically referred to. There were two such chambers, separated
by what was effectively a flange of approximately sinusoidal
configuration, mounted on a reciprocating element. The height of
the flange (the dimension parallel to the axis of reciprocation)
was shown constant. The shape of the flange, and of the heads of
the combustion chambers, was not properly sinusoidal; rather the
profile approximated a series of straight lines at 90.degree. to
each other, linked by radius curves. In the case of a reciprocating
body turning at constant speed--a desirable objective in the case
of engines--a single point on that body could more closely follow a
series of sine waves, retreating its path every 360.degree..
Considering one of the inventions in one of its most simplified
forms as in FIG. 138, we have an upper 3035 and a lower 3036
toroidal combustion chamber in an integral housing or cylinder
system 3007, in which a reciprocating element 3004 also rotates.
The extreme surface 3037 of each chamber has a similar folded
sinusoidal configuration, as sketched in FIG. 139, so arranged that
the variation of vertical distance between the two surfaces is the
maximum possible. The reciprocating element has a projecting flange
3038 reciprocating in a depression 3038a in the cylinder, the side
walls of this depression being the two surfaces 3037. The flange is
the reciprocating element's working part: it effects compression
and transmits expansion forces. The upper and lower surfaces 3039
of the flange are also shaped as in FIG. 139, but arranged so that
the thickness of the flange is approximately constant. Because the
reciprocating motion is of constant dimension, so the height
(distance from peak to valley) of the sine (or similarly shaped)
wave will be constant, but the pitch (distance from peak to peak)
of the wave will vary, from a maximum at the outer radius of the
toroidal combustion chamber, to a minimum at the inner radius.
Taking a partial curved cross-section through the two combustion
chambers at "A", the path of the reciprocating and rotating flange
is sketched in FIG. 140, with sine wave height to pitch ratio 1:3
and wherein it is assumed that all four sinusoidal surfaces are
identical. The path of a fixed point in/on the flange is indicated
at several successive positions marked, "a", "b", etc. The
positions of the flange surfaces at corresponding times are
indicated 3039a, 3039b, etc. The intervals correspond to constant
units of rotation. The minimum separation of surfaces at "A"
correspond to the constant vertical height of the flange at "B". As
can be seen, if all four surfaces have identical form the engine
would not work, as indicated by the clearance problem in area B.
Usually, in any one combustion chamber, the upper surface of that
chamber will have to have a different surface from the lower
surface of that chamber.
[0250] Almost any different combination is possible, but often it
will involve an upper limit on the theoretically possible
compression ratio, since the upper and lower surfaces do not match.
At the height/pitch ratio of the sine wave of FIG. 141 (1:3), a
compression ratio of around 7.5:1 is practicable. If the outermost
surface of each chamber retained its sinusoidal form, then a
workable form of Section "A" would be as shown schematically in
FIG. 141. In this case, essentially the flange's valleys would stay
more or less sinusoidal, but the peaks would have a sharp apex. If
the design compression ratio were less than the theoretical
maximum, then it would be possible under constant speed operation
for the flange apexes to make no contact with surfaces 3037. A
point on the flange of FIG. 141 will describe an approximately sine
wave shaped path, this being possible by the creation of clearance
space, thereby keeping surfaces 3037 sine wave shaped and making
surfaces of the flange irregular. It is obvious that the same
effect could have been achieved by doing the opposite--keeping the
flange surfaces sine wave shaped and making surfaces 3037
irregular. Alternatively, a point on the flange could describe a
sine wave shaped path, with both the flange surfaces and surfaces
3037 irregular. In this context, irregular means not sine wave
shaped. An alternative approach to the "clearance" problem
indicated schematically at area B in FIG. 140, would be to separate
surfaces 3037 from each other, while not increasing flange
thickness and therefore separation of surfaces 3039. Such an
arrangement is shown schematically in FIG. 142. Effectively, this
would mean that a point on the flange would no longer describe a
sine wave, even though all the surfaces had sine wave shaped
cross-sections. The combined rotational and reciprocal motion of
the flange 3038 would cause a point on the flange to describe an
almost linear, shallowly-curved, "S" shaped path between the apexes
of reciprocal motion, with relatively sharp changes of direction at
these apexes. Compared with a conventional engine, there would be
either relatively shorter periods at extremes of pressure, or
variable rotational speed within one revolution of the flange. To
compensate for this effect, and to increase piston dwell time at
the regions of BDC/TDC, the profile of the sine wave can be made
irregular, but stretching the curvature in the regions indicated
around "a" and "b". If the two combustion chambers on each side of
a flange are to have a common port system (exhaust or inlet) then
the flange will have to be thicker relative to the stroke than is
shown in FIGS. 141 and 142. A thickened flange is shown
schematically in FIG. 143, wherein the combustion chambers 3035,
3036 have similar surface shapes to those shown in FIG. 141. FIG.
144 is a schematic section taken at "A" in FIG. 143, at a smaller
scale. Here a common port system 3045 is located at the outer
circumference of the toroidal combustion chambers, with another
port system 3046 particular to one chamber located at the inner
circumference of the toroid. Obviously, chamber 3035 can have an
identical port system to 3046 (not shown). If desired, ports 3045
can be on the inside, opening into the piston assembly, and ports
3046 on the outside, opening into the cylinder assembly. If the
flange moves, then port(s) 3045 can be in the fixed components, and
port(s) 3046 in the moving flange/piston component(s). The curves
of FIGS. 140, 141 and 142 are notional and could be said to
represent a cross-section taken on a curved plane at constant
radius, midway between the outer and inner radius of the toroid, so
ports shown in FIG. 143 could be considered projection on this
plane, with the outer ports actually larger, the inner smaller. In
practice, working chamber shapes are likely to be a combination of
the principles of FIGS. 141 and 142.
[0251] Combined, ie both reciprocal and rotational, motion of the
"moving" component 3038/3004 relative to the "fixed" component
housing 3007 is assumed to be initiated by a starter motor. The
shape of surfaces 3037 and 3039 are effective guides to force
combined motion, the broadly reciprocal motion caused by combustion
being partly translated into rotational motion. Component
3038/3004, having mass, will have both angular momentum and linear
momentum. At each cycle, the linear momentum is substantially
absorbed by the work of charge compression, but the angular
momentum is retained by component 3038/3004. Even if the direction
of the work of expansion is considered to be parallel to the axis
of rotation, angular momentum will cause a point on 3038 to
describe a wave shaped path, similar to the shapes of surfaces 3037
and 3039 in the figures. This means that, by adjusting the quantity
and distribution of mass in component 3038/3004, and by adjusting
the quantity, distribution and/or timing of the combustion, it will
be possible under certain operating conditions to so arrange
matters, that the opposed sinusoidal-type surfaces need never
touch. The natural frequency of motion of component 3038/3004 under
those conditions will be such that, during a complete combustion
cycle, the surfaces 3037 always just clear surfaces 3039. It is
desirable for them not to touch for mechanical reasons. Because a
sinusoidal/toroidal combustion chamber is divided into zones, each
zone can correspond to one cycle of the sine or other wave of the
surface shapes. The zones of one chamber could be regarded as a
series of abutting synchronous combustion chambers, so elimination
of surface contact during part of the cycle would permit
equalization of gas pressures within the zones and greater mixing
of gases. If such non-contact of surfaces is desired or for other
reasons, the combustion process may be tuned by selective placement
of the fuel delivery point(s) to guide the piston assembly on the
desired path. For example, a selected embodiment is shown in FIG.
142. wherein 3060 shows direction of rotation of component
3038/3004. Illustrated are conventional-type deployment of fuel
delivery points 3047, here located on the reciprocating component,
wherein the direction of fuel movement into the main chambers will
be roughly parallel to the axis of rotation. Alternative fuel
delivery points are also shown in FIG. 142 at 3048, where the
direction of fuel movement is at a substantial angle, in at least
one plane, to the axis of rotation. All the fuel delivery points in
this and the following Figure each comprise a pre-combustion zone
communicating with a fuel delivery capillary tube, but any
appropriate fuel delivery arrangement may be used, including those
disclosed elsewhere herein. Theoretically, gas expansion in the
main chamber is omni-directional, but in practice the arrangement
of 3048 will impart somewhat more rotational movement to component
3038/3004 than the arrangement of 3047, for otherwise equal
combustion parameters. Both FIGS. 142 and 143 shows component
3038/3004 with fuel delivery at two locations per combustion zone.
Sequential or differential delivery of fuel in the two locations
can be used to regulate the natural movement of 3038. Any number of
fuel delivery points and/or pre-combustion zones per zone may be
used, and they can be deployed in any convenient location. By way
of example, FIG. 143 shows a pre-combustion chamber 3049 having a
single opening to the main chamber near the mid-point of the sine
or other wave, while 3050 shows a similarly located pre-combustion
chamber with two openings into the chamber, one larger than the
other, and so shaped to give fuel delivery both parallel and angled
to the axis of rotation. 3051 shows a similar double-opening
pre-combustion zone with only angled fuel delivery, located at or
near the apex of the wave. 3052 and 3053 show single opening
chambers at or near the wave apex, with fuel delivery respectively
angled to and parallel to the axis of rotation. Any type and
combination of fuel delivery locations and directions can be
provided in one combustion zone, not necessarily in every zone of
one combustion chamber. In these schematic illustrations, the
actual fuel delivery mechanism is not shown. Any system of fuel
delivery can be used, including conventional injectors. The fuel
delivery points are shown located in reciprocating component
3038/3004, but fuel delivery points can additionally or
alternatively be in the cylinder assembly 3007. The fuel delivery
points and/or pre-combustion zones may be in the piston/rod
assembly, or in the cylinder assembly. They may in the component
that moves, or the component that is fixed, relative to the
reciprocation of the other.
[0252] The cylinder assembly 3007 has been described as fixed. As
mentioned earlier, in other embodiments the cylinder assembly is
mounted on bearings inside another housing or enclosure, and is
free to rotate without reciprocating. By way of example, FIG. 145
illustrates in outline such an arrangement, the indicated
rectangles bisected by diagonals representing bearings. A twin
toroidal combustion chamber system is represented schematically at
3059, optionally similar to that of FIG. 138. Either because the
chambers are sinusoidal and/or because there is a guide system as
shown schematically at 3058a, the combustion process causes
piston-type component 3004 to both reciprocate and rotate clockwise
at a given speed, relative to cylinder-type component 3056.
Component 3004 is linked by splines 3053 or other appropriate
mechanisms to components 3054 and 3055, which are so mounted that
they are free to rotate but not reciprocate. They will turn in the
same direction--here clockwise--and speed as component 3004. The
cylinder component 3056 is mounted in a fixed housing 3057 so that
it is free to rotate but not reciprocate. In practice, if the
resistances are balanced, as components 3004 plus 3054 and 3055
turn at, say, 2 000 rpm relative to component 3056, they will also
be turning at around 1 000 rpm clockwise relative to housing 3057,
while component 3056 will be turning at around the same speed
counter-clockwise relative to the housing 3057. Therefore 3054 and
3056 are effectively counter-rotating shafts and A and B can be
used as power take-off points or areas, using gears, friction
materials, or any other appropriate means. Such an assembly is
suitable, for example, in applications such as marine- or air-craft
having contra-rotating screws or propellers. The speeds of the
shafts can be varied relative to housing 3057, but not necessarily
relative to each other, by imposition of a resistance indicated
schematically by brake pad 3058. In this arrangement, component
3055 could be used as a link to another engine system, such as a
turbo-charger, starter motor or electrical generator. An advantage
of the kind of layout illustrated by FIG. 145, is that no torque is
imposed on enclosure 3057, an important advantage in certain
high-power applications, or in applications where vibration is an
issue, such as in ships or aircraft.
[0253] In further embodiments, systems of concentric co-rotating
components are constructed. By way of example, FIG. 146 indicates
one such schematically, where the apparatus is shown only on one
side of a center line. Sets of pairs of toroidal combustion
chambers of equal cross-section are shown at 3061 through 3064,
each set of chambers having progressively smaller radii. Due to
combustion chamber design and/or guide systems (not shown), the
combustion process causes each of components 3065 through 3069 to
both reciprocate and rotate relative to its neighbor. Housing 3065
is fixed, the other components all rotate in the same direction
relative to housing 3065, and the reciprocating motions are
controlled and synchronized through a system of guides, so that
components 3066 and 3068 reach one apex of reciprocation at the
same time as components 3067 and 3069 reach the other apex of
reciprocation. The ratio of reciprocation to revolution need not be
the same for each combustion system. Let that of 3061 be 14:1, of
3062 be 11:1, of 3063 be 8:1 and of 3064 be 5:1. If the
reciprocations are synchronous, say at 10,000 reciprocations per
minute, then component 3066 will revolve at 714.3 revolutions per
minute (rpm), component 3067 at 1 623.4 rpm, component 3068 at 2
873.4 rpm, and component 3069 at 4 873.4 rpm, all relative to the
housing 3065. Here, component 3069 drives a coaxial turbine system,
shown schematically at 3070. The combustion chambers here have
equal cross-section but unequal swept volume, so more work is
effected between components 3065 and 3066 than between 3068 and
3069. If it is desired that a more equal work load between the
components is effective, the cross-section of the combustion
chambers could increase from the outer to the inner, to make the
volume of the combustion chambers more equal, but optionally
leaving the strokes of the different chambers the same. In an
alternative embodiment, the strokes may be varied to compensate for
the different masses of the reciprocating components, so as to make
the frequency of reciprocation synchronous for all the working
chambers. A different system of co-rotating components is shown
schematically by way of example in FIG. 147 in a manner similar to
that of FIG. 146. There are four identical systems of toroidal
combustion chambers 3079, all sets having the same reciprocation to
revolution ratio. Within a fixed housing 3071 are mounted two
components 3073 and 3075, only free to rotate. Concentrically
mounted within 3073 and 3075 are another two components 3072 and
3074, able to both rotate and reciprocate, so controlled and
synchronized by guides that they simultaneously reach the apexes of
reciprocation furthest from each other and simultaneously reach the
apexes of reciprocation nearest each other. If component 3072
rotates at 5 000 rpm relative to fixed housing 3071, and all the
moving components rotate in the same direction, then components
3073, 3074 and 3075 will turn relative to housing 3071 at speeds of
10 000 rpm, 15 000 rpm and 20 000 rpm respectively. Component 3075
could drive an element 3078, such as a turbine of a coaxial engine
system, with components 3072, 3074 driving, say via splines, other
elements 3080, 3081 of any component or engine at differing speeds.
The schematics and arrangements of FIGS. 146 and 147 are suited to
large high performance and/or high efficiency engines, such as
might be used for aircraft propulsion, large marine craft, large
scale electric power generation, etc. They are also suited to
compound engines including a turbine stage, where reciprocating IC
engine rotational speeds can be scaled up to match turbine shaft
speeds, permitting a single shaft driven by both engines.
[0254] It has been indicated above that, by careful component
design and regulation of the combustion process, the natural
frequency of motion of the reciprocating/revolving component can be
such as to enable the wave-like working surfaces of sinusoidal
combustion chambers to clear each other. Such design and regulation
will be easier to achieve in steady-state engines, for example as
used in marine propulsion and generator sets, than in
variable-state engines, for example as used in automobiles and
motorcycles. In either case, provision should be made for the
natural frequency of motion of the moving component to be varied or
disturbed, since collision of combustion chamber surfaces should
preferably be avoided, even if such variation only occurs
infrequently. In engines with regular (ie non-sinusoidal) toroidal
combustion chambers, it has been disclosed how reciprocating motion
can be translated into combined motion by guide systems. As noted,
the same kind of guide systems can be used to limit movement to
just prevent surface contact of sinusoidal toroidal combustion
chambers. To prevent surfaces not touching, a roller/cam guide
system of shape corresponding to the travel path of a point on the
flange can be used. It could be the primary means of controlling
the movement of the piston assembly, or it could be used as back-up
to a system tuned to work without the curved surfaces touching, to
only engage and make contact after the sine-waves type surfaces
approach too close together, due to some event like an accidental
excess of fuel or exceptional G forces, and then prevents the
curved surfaces from touching. If used as ancillary systems for
sinusoidal type working chambers, the guide systems can be lighter
or fewer than for regular toroidal chambers, where rotational
motion is effected by the guides only. By way of example, an
ancillary guide system is shown dashed at 2049 in FIG. 138. A
further embodiment includes a reciprocal/rotational mechanical
guide system comprising one or more rollers or a series of opposed
rollers running on or in at least one endless approximately
sinusoidal track or groove. By way of example, FIGS. 148 and 149
show a selected embodiment, with 148 being a schematic plan view
and 149 the corresponding part elevation, part section, of a six
roller system located in an endless groove having six waves of
roughly sinusoidal configuration. The rollers 3084 are shown at one
apex of reciprocation, with the opposite apex indicated at 3082.
The groove housing 3083 is fixedly mounted, while the rollers 3084
are mounted on the reciprocating/rotating component 3004. It will
be obvious, for the roller passage not to generate friction caused
by differential movement, that the height of the outer perimeter of
the groove will have to be greater than the height of the inner
perimeter of the groove. The roller should be cone-shaped, the
lines 3085 extending the profile of the cone to intersect the
intercept of the axis of rotation of component 3004 and the axes of
rotation 3086 of the rollers. (One portion of the roller--all of
the roller rotating at one speed--has to travel further along the
outer perimeter of the groove than another portion of the roller
traveling along the inner perimeter; therefore the roller has to
have a progressively varying diameter.) The groove housing 3083 is
shown in one piece, but may be of multiple pieces assembled about
the rollers. By way of example, FIG. 150 shows a detail of a roller
in a groove, with the roller mounted by roller bearings 3087 on a
shaft 3088 which is attached to the cylinder type component 3007,
while the groove is located in or mounted on a moving piston type
component 3004. The groove consists here of three operating parts:
an upper track 3089, a lower track 3090 and an optional end track
3091. For better transfer of loads and stresses, the links between
these three parts are rounded, and may have optional ventilation
holes as at 3092. Obviously, only one side of the roller should be
in contact with the groove at any one time, so there has to be some
kind of clearance gap 3093. There may be play in the other bearings
in the engine system, so the roller has at its end a bearing
comprising a ball 3094 rolling on surface 3091 of a section 3004a
of the piston/rod assembly, to prevent the roller from drifting
into the groove and so closing the clearance gap. The roller and
axle assembly is here retractable from and insertable into the
groove under some conditions, perhaps during relative motion
between the two, so the roller has a rounded frontal aspect. In a
selected embodiment, the working portion of the roller comprises a
hard and strong engineering material forming the outer casing 3095
(in contact with the groove) mounted on a thin elastomeric
intermediate layer 3096, in turn mounted on an inner shell 3097 of
engineering material, in turn mounted on the roller bearings 3087.
In operation, a load, indicated schematically at 3098, on the
roller will cause the shaft 3088 to deflect somewhat, causing the
axis of the shaft to become misaligned relative to the track 3089.
This misalignment is taken up and absorbed by deformation of the
elastomeric material 3096. Alternatively, the shaft and roller may
be mounted on the piston assembly, and the groove in the cylinder
assembly.
[0255] The principles described above can also be embodied by wide
separation of the tracks and/or provision of a second set of
rollers. For example, FIG. 151 shows schematically component 3004
moving within housing 3007, both defining twin toroidal combustion
chambers 3035 and 3036. Two sets of rollers are shown at 3099 and
3100, with tracks which correspond functionally with those of FIG.
150 shown at 3089 and 3090, both in solid and dashed line. The
relationship of the upper track 3090 to the lower track 3089 is
assumed to be constant, that is, that the roller during its path
along and up and down the groove always maintains the same
clearance gap. This condition need not apply. In a further
embodiment, the relationship of the upper to the lower track is
such that there is a varying clearance gap during one complete
working cycle, or wave of the groove, irrespective of whether the
tracks are deployed as in FIG. 150 or FIG. 151. By way of example,
FIG. 152 shows schematically an elevation taken along the curve of
part of a perimeter of a groove, with the line of axis of rotation
of the roller shown chain-dotted at 3101. The positions of the
upper and lower tracks set out for a constant clearance gap are
shown in solid line at 3089 and 3090. Possible positions of the
tracks consistent with a variable clearance gap are shown dashed.
The most useful applications for tracks permitting varying
clearance gaps are for engines with variable compression ratios, as
disclosed elsewhere herein. In FIG. 152, one track ensures that
about the apex of reciprocation a minimum designed compression
ratio is reached, while in that region the second track grows more
distant from the first, to enable a moving component, such as
piston/rod assembly, under certain conditions to travel beyond its
designed compression ratio. A track separation symmetrical about
apex of movement is shown at 3102, and an asymmetrical track
separation at 3103. Variable clearance gaps may be desirable for
reasons other than variable compression ratio, and 3104 shows track
separation permitting greater range of component movement around
the mid-point of reciprocation. Of course, once there is track
separation, the path of the axis of roller rotation can no longer
be predicted to always follow line 3101. In a further embodiment, a
"groove" or guide channel is wholly or partly backless, that is
having no end track, permitting fluid to pass across the space
between upper and lower tracks. For example, in FIG. 150, items
3094 and 3004a could be eliminated. As optionally in FIG. 150, the
guide system could be located about or within a fluid flow to or
from the working chambers. In certain engines it could be in the
exhaust flow but generally (because the exhaust gas would tend to
pollute the working surfaces and mechanical parts of the guide
system), it would be in the charge gas flow. By way of example,
FIG. 153 shows schematically a half cross-section of an engine with
twin toroidal combustion chambers 3035 and 3036, also indicated
dashed at 3005 and 3006 respectively, with the components defining
the chambers separated from each other and spaced by the guide
components, with both the moving components and the cylinder
components assembled by means of, and pre-stressed by, tensile
members 3105 such as bolts. Here the components enclosing the
combustion volumes are of ceramic material, while the guide
components are of metal, optionally castings. A single toroidal
metal component 3106 containing an endless sinusoidal groove to
receive guide 3113, optionally including a roller bearing rotating
about axis 3086, separates two substantially identical but
relatively inverted toroidal components 3110. Charge flow is
indicated at 3108, exhaust flow at 3109. Identical toroidal
cylinder components 3111, inverted relative to each other, are
separated by a series of metal components 3112 arranged
circumferentially, each having a shaft and roller assembly 3113.
Components 3112 have a series of holes 3114 through which charge
air passes. Only the curvature of lower track 3090 is indicated,
for simplification that of upper track 3089 is omitted.
Compressible insulating material is shown at 3110a and 3111a,
ceramic insulation at 3105a.
[0256] The guide system may be associated with working chambers in
any manner. By way of example, example, FIG. 154 shows
schematically a device having four identical working chambers 3115
and two identical complete guide assemblies 3116, each having upper
and lower tracks. The piston assembly 3004 and the cylinder
assembly 3007 are both made up of multiple components held together
by fasteners, 3004a and 3007a respectively. If the components are
toroidal, the device is assembled all together, with first a
cylinder component and then a piston component and then another
cylinder component and so on threaded through the fasteners, with
on completion the fasteners progressively tightened together. The
guides have the same number of reciprocations per revolution, and
the engine has to be very carefully assembled, so that the guides
are perfectly synchronous with each other and/or the roller
assemblies have to be of the type having elastomeric inter-layers.
Alternatively, the guide systems could have different ratios of
reciprocations to revolutions, and be separately engaged. In
another embodiment, FIG. 155 and detail FIG. 156 show schematically
a twin working chamber 3115 engine, wherein reciprocating component
3004 turns clockwise relative to cylinder assembly 3007, which is
mounted on bearings 3120a and itself turns counterclockwise
relative to housing 3120. The rotations can be reversed. Three
separate complete roller-track toroidal guide systems are located
at 3117, 3118, 3119. The sine or other waves in each guide system
have the same amplitude and overall diameter, but differing pitch,
so that each system has a different ratio of reciprocation to
rotation. Only one system is engagable at any one time, by means of
extensible/retractable roller assemblies. Selection of which guide
system is engaged is made by movement of ring 3121, turning at same
speed as cylinder assembly 3007, by means of actuator(s) 3021a. The
ring is connected to a series of slidable shafts or elements 3122,
which actuate the extension or retraction of the roller assemblies.
Preferably the roller assemblies are spring-loaded to the retracted
position. Such retractment/engagement devices are known, but the
principle is illustrated schematically for a two-speed system in
FIG. 156, where shaft 3122 has a plate-like section 3122a for
engagement with a portion of a roller/guide assembly 3119a, biased
to a retracted position by spring 3118a. Sinusoidal tracks may be
engagable with non-rotating or solid guides as shown here,
retractable or fixed. Optionally, the guides have rollers, as
illustrated in FIGS. 148 through 151. The system of FIG. 155 is
effectively a machine which could combine the functions of internal
combustion engine, variable stepped transmission and differential.
A clutch function could be located at the interface of the two
rotating elements and any power take-off points. See also FIG. 145.
FIG. 157 illustrates schematically a machine which can combine the
functions of internal combustion engine and stepped variable
transmission only. Two sets of twin combustion chambers 3115 (four
chambers in all) are separated by a power take-off point, in the
form of a toothed wheel and shaft 3122a, and the stepped
transmission system, which comprises three separate guide systems
3123, 3124, 3125, each having upper and lower tracks. The
sinusoidal or similar wave systems in each guide system have the
same amplitude, pitch and curve--they are identical. Because the
guide systems are of progressively increasing size, they will have
progressively increasing number of cycles, or reciprocations per
rotation. As with the system of FIG. 155, only one guide system is
engagable at any one time. In this arrangement, guide system 3125
represents low gear, 3124 intermediate gear, and 3123 high gear. In
another version of this engine/transmission system, the pitches and
curves of the guide systems are similar but not identical, each
being tuned to combustion and operating characteristics at a
particular gear ratio. In variable compression ratio engines, the
amplitudes of the guides may also be varied. It is possible, in the
case of multiple cam systems, to link the actuation of the guides
to completion of all or part of the one reciprocating cycle,
actuation simultaneously projecting one and withdrawing one guide.
For example, guide changes could always take place when the
reciprocating element was at TDC/BDC.
[0257] Single and multiple concentric toroidal working chambers are
mentioned earlier in this disclosure where it was chiefly envisaged
that they would be combustion chambers. There need be no crank or
guide or any drive system. A single cylinder with one piston having
two fluid working chambers may function as an integral engine/pump.
FIG. 158 shows an arrangement wherein a toroidal combustion chamber
3146 drives a piston 3145 which works a pumping volume 3147. In
operation, combustion chamber expansion causes pumped fluid to exit
volume 3147 in direction 3148 via non-return valve 3149, and
combustion chamber compression is effected by pressure from fluid
entering volume 3147 from direction 3150 via non-return valve 3151.
(Such a machine could be used to give pressure boost in pipe
flows.) Alternatively and/or additionally, one or more of the
working chambers could be used to compress any gas including engine
charge air, or function as a pump for any gas. By way of example,
one half of such a device is shown schematically in section in FIG.
159, wherein a piston rod assembly 1701 is reciprocating in
direction 1702 in a cylinder assembly 1703 to form two working
chambers, 1704 at maximum expansion and 1705 at maximum
compression. Part of the piston/rod is shown dashed at 1706, when
chamber 1704 is at maximum compression. Gas 1707, such as ambient
air, enters through a port 1707a, is compressed by the piston/rod
assembly, then is expelled via transfer port or depression 1708 and
via transfer passages 1709 and second port 1710 into an interior
volume 1711 of the piston/rod assembly. Transfer ports or
depressions 1708 may be endless and annular, or they may be
separate and discontinuous, arranged along a circumferential path.
An alternative arrangement is shown for upper working chamber 1704,
where the compressed or pumped gas is transferred from depression
1708 to passages 1712 communicating with a volume not part of the
piston/rod assembly. In an alternative embodiment, one of the
working chambers can be a combustion chamber as disclosed elsewhere
herein, and the other chamber used for charge compression. So far,
most embodiments have involved one piston reciprocating between two
working chambers. In a further embodiment, by using an energy
absorbing device, such as a spring, the need for twin crankshaft
and/or twin combustion chamber arrangements is avoided. To achieve
balanced operation of an engine having a combustion chamber on only
one side of the piston, the energy absorbing device in most
applications should have at least the capacity to store and release
enough energy to properly compress the combustion chamber, in the
case of two stroke engines. By way of example, FIG. 160 shows
schematically an engine or pump or compressor having one piston/rod
assembly 1606 with an internal volume 1676, reciprocating in
direction 1634 in a cylinder 1003 having a head 1004, one toroidal
working chamber 1002 and, on the opposite side of the piston, a
cylindrically shaped working chamber 1674. A working chamber could
be used as a pump, a gas compressor, including of charge for the
combustion chamber, or any other purpose. In this embodiment the
cyclically energy absorbing and generating device is a metal spring
1675, but any suitable energy absorbing device may be used. In the
embodiment illustrated, chamber 1002 is a combustion chamber, but
the principles of the invention would work equally well if 1674
became a combustion chamber and 1002 became a working chamber
containing the energy absorbing and generating device, in which
case a spring can be used to effect combustion chamber compression,
with its loadings optionally reversed. For simplification, all
ports, valves, and any fuel delivery devices have been omitted, but
any of those disclosed herein may be used. The above principles can
be embodied in the engines of FIGS. 110 and 111.
[0258] In further embodiments, a reciprocating piston/rod assembly
in one or more working chambers pumps fluid into one or more other
working chambers. It is preferable in many applications that the
function of the cam system be combined with some kind of pumping or
compressing work. Because the cam faces directly or indirectly
transfer most of the work that is produced, it is better (for wear
reasons) that no direct contact takes place. The pumped fluid would
function as a bearing and heat transfer mechanism. By way of
example, FIG. 161 illustrates in schematic half section one
embodiment, whose principals are adaptable to both rotating and
non-rotating reciprocating elements, and are particularly useful
for compressing charge before it enters a combustion chamber.
Piston/rod assembly 3039 reciprocates in direction 1702 in cylinder
assembly 3007. A toroidal combustion chamber is shown at 3040 fully
expanded, with compressed charge "A" passing through port 3039a
into the combustion chamber moving to displace exhaust through port
3007a at "B." The charge is compressed in chamber 3041, which may
be of toroidal or cylindrical form, into which it is conducted via
poppet valve 3042, optionally actuated by some combination of
pressure and multiple counterbalancing springs 3044. At the end of
the compression stroke in chamber 3041, which corresponds to the
compression stroke in combustion chamber 3040, the piston/rod
assembly 3039 is in position shown dashed at 3039b and the poppet
valve is on its seat as shown dashed at 3042a. Compressed gas
enters gas reservoir 3043 via clearance space at "C" and port 3039a
at "A.". Because the stroke is fixed, the degree of compression
effected in chamber 3041 will largely depend on the relationship
between radii R1 and R2. An IC engine could have a charge
compressor similar to that of FIG. 161 mounted with it, in selected
embodiments such that both engine and compressor together have one
fixed assembly, preferably a cylinder assembly, and one single
assembly, preferably a piston/rod assembly, reciprocating relative
to it. Using the two-stroke cross flow valveless porting disclosed
elsewhere, the entire engine would only have one significant moving
part, since the other part would be fixed, if not rotationally
mounted in a housing or shaft. In the embodiment of schematic FIG.
162, wherein only one half of the engine is shown, "A" indicates
the combustion chamber section and "B" the charge compressor
section. The arrangement shown here is similar to that disclosed in
FIG. 159, except that there are two toroidal compression chambers
1705 and 1706 plus two toridal working chambers 1719 and 1720. The
compressor projection 1715 of the piston/rod assembly 1701 is of
greater radius and has a hollow portion 1712 linked to the main
internal volume 1711 by passages 1713. After ambient air 1707 is
compressed and moved to volume 1711, the high pressure charge
enters the combustion chambers 1718 and 1719 via ports 1714, with
exhaust exiting at common port 1716. Combustion chamber 1718 is
shown solid at maximum expansion and is separated from combustion
chamber 1719 by projecting portion 1717 of the piston/rod assembly.
Projections 1715 and 1717 are shown dashed at 1706 and 1720 when
chambers 1704 and 1718 are at maximum compression. Because stroke
is constant, ratio of compression will depend on the relationship
between radii R1 minus R2 and R3 minus R4. Toroidal combustion
chambers 1718 and 1719 may be of regular form, or they may have the
broadly sinusoidal shapes indicated in FIGS. 127, 138 through 144.
Equally, toroidal compression chambers 1704 and 1705 may be of
regular form, or they may have the broadly sinusoidal shapes
indicated in FIGS. 127, 138 through 144. Transfer ports or
depressions 1708 may be endless and annular, or they may be
separate and discontinuous, optionally arranged along a
circumferential and/or broadly sinusoidal path. The line of such
depression(s) is indicated schematically dashed at 3039a in the
left side of FIG. 142. If both pairs of chambers are of broadly
sinusoidal form, each pair may be of different design. For example,
the combustion chambers may have a design similar to that indicated
in FIG. 143, while the compressor chambers may have a design
similar to that of FIG. 142. In such case, the compressor chamber
could be designed to function as system guides, to prevent
combustion chamber surfaces making physical contact during normal
operation. In further embodiments, the arrangements disclosed in
FIGS. 159, 161 and 162 are adapted to compress exhaust gas after it
has left a combustion chamber. Optionally the high-pressure
high-temperature exhaust gas is passed through a turbine, in order
to derive mechanical work from the energy contained in the gas.
[0259] In a further embodiment, multiple pairs of working chambers
are arranged about an axis, with co-axial and at least partly
cylindrical or toroidal volumes for passage of fluids to from the
working chambers, the volumes positioned approximately abreast of
the working chambers. Multiple concentric combustion chambers of
non-uniform size were disclosed earlier herein. They present no
theoretical problems of assembly because, as in FIGS. 110 and 111,
an integral component 2006 can move and fit within component 2005.
It would be useful to have more than two combustion chambers of
identical size and configuration, but there would be problems of
assembly (especially of the moving component), as can be seen by
studying FIG. 154. Advantages of being able to combine more than
two identical chambers in one engine include the ability to
manufacture a range of engines using one set or module of
combustion chamber parts. If one is going to use one combustion
chamber module to make engines of varying power and swept volume,
then the gas passage(s) within the module (if any) should be so
sized as to accommodate the gas flows of the largest engines likely
to use that module. By way of example, FIGS. 163 to 166 illustrate
schematically various possible gas flow layouts, wherein 3126
indicates a multiplicity of equal sized toroidal working chambers,
3004 the moving component reciprocating in direction 3008, with
3007 the "fixed" cylinder assembly which, in all the embodiments,
could also rotate, and 3057 a housing or casing. "A" represents
charge air volume, "B" high temperature and pressure exhaust, "C"
lower temperature/pressure exhaust gas. Filamentary material, as
described subsequently, is shown schematically at 3128a. Valves and
ports are not shown, but can be embodied as described elsewhere in
this disclosure, and/or by any convenient means. Solid arrows
describe gas flows through ports, dotted arrows show gas flow to
and/or from transfer ports, or flows via passage or plenums as
described elsewhere herein. Thermal insulation is indicated
schematically, like all other components, at 3127. In FIG. 163,
showing one pair of toroidal working chambers 3126, thermal
insulation 3127 separates charge flow from hot components, charge
flows into the combustion chamber, exhaust flows from it into a
central exhaust gas reservoir. The flows can be reversed, volumes A
and B transposed, with insulation 3127 provided as shown at the
interface of component 3004 and the central (now charge) gas
reservoir or plenum. FIG. 164, with two pairs of toroidal working
chambers 3126, shows a system having transfer ports, indicated
schematically at 3128. Here again, the flows could be reversed,
volumes transposed, insulation repositioned. FIG. 165, with two
pairs of toroidal working chambers 3126, shows a layout where
exhaust gas flows adjacent to the structural components of 3004 and
3007 are used to reduce heat flows, ie thermal gradients, across
these components, with the center of the engine partly occupied by
a mechanical system 3130, for example a turbine, or steam generator
for a steam engine, etc. If 3130 were a fuel delivery system, this
could serve to maintain liquid fuel under pressure at temperatures
greater than boiling. An alternative location for a compressor
and/or turbine system is indicated schematically at 3129/3134. In
FIGS. 163, 165 and 166, casing or housing 3057 comprises part of
the structure defining volume A, while in FIG. 165 thermal
insulation 3127 is part of the structure defining volume C. Another
example is shown in FIG. 166, with two pairs of toroidal working
chambers 3126. Here, ambient air 3136 enters a compressor 3129,
high pressure charge is delivered via plenum or annulus 3131 to
tubular volume A, in which heat ex-changers 3132 are located for
purposes of after-cooling. Optionally water under pressure
circulates in the heat ex-changers, to be used for compounding, as
described elsewhere, and/or to provide bearing pressure as
disclosed earlier. Hot exhaust from tubular volume B goes via
plenum or annulus 3133 to turbine 3134, which is mechanically
linked to the compressor 3129. On leaving the turbine, the lower
temperature and pressure exhaust flows through tubular volume C to
exit at 3135. If the number of pairs of equal concentric toroidal
chambers 3126 is relatively large, then the engine will or might
have a torpedo-like or tubular shape. This, together with the
uni-directional gas flows indicated at 3136 and 3135, will make
such engines suited for particular applications, as in aircraft or
certain marine craft, including torpedos. Obviously, additional
compounding can extract further work from the lower temperature
exhaust gas, at or after 3135. In certain embodiments, the separate
insulation 3127 need not be employed, especially if the gas flows
are large per unit volume and/or the structural components used in
3004 and 3007 have moderate to good insulating properties.
[0260] In a further embodiment, the piston directly or indirectly
powers or is powered by a linear, ie reciprocating, electric motor
or generator. Combustion chambers may be separated (singly or in
groups) by mechanical systems other than those described
above--conventional crankshafts, slot-drive crankshafts and guide
systems. For example, combustion chambers can be separated by an
electric motor or electric generator. If component 3004 includes
part of an electrical motor/generator and has compound motion (ie
it reciprocates and rotates), at least one of the windings of the
electrical assembly need not have the conventional band-form but
could have a sinusoidal toroidal form, the shape of the sine-like
wave of the electrical winding corresponding to the motion of a
point on 3004. As an alternative to placing electrical motors
and/or generators between working chambers, such electrical systems
could be placed outside of or inside multiple concentric toroidal
combustion chambers, as disclosed schematically in FIGS. 110 and
111. As electrical machines can be deployed in this way, so can
other machines or mechanical devices, including the following:
counting devices, speedometer drives, power take-off points,
transmissions, clutches, fuel delivery machines or pumps,
lubrication machines or pumps, machines or pumps associated with
inter-cooling, engines employed to extract additional work out of
the exhaust gas (that is, for compounding), pumps, compressors
(both of either torroidal or other configuration), etc. By way of
example, in FIG. 145 there was shown schematically an engine or
pump or compressor having a pair of toroidal working chambers 3125
defined by piston/rod assembly 3004 reciprocating and rotating in
cylinder assembly 3056, which in turn rotates in housing 3057.
Assuming a guide system is provided elsewhere, an electrical
generator or motor could be positioned at 3058a, with one set of
windings mounted on component 3004 and the other on 3056, electric
performance being related to the combined motion of 3004 relative
to 3056. In another example, FIG. 10 shows schematically
alternative methods of linking electric motor/generators, indicated
in zones "B" and "C", with a pump, compressor or IC engine,
indicated at zone "A". In this embodiment, a combined
piston/rod/major electrical component assembly 1102 reciprocates
along axis 1006 inside a cylinder 1003 and head 1004 assembly to
define two toroidal working volumes 1002. Assembly 1102 is shown at
one extreme of reciprocation in solid, with its position at the
other extreme shown dashed. Spaces 1275 house any convenient
mechanism, such as a charge boost device, valve actuation
mechanisms, guide system for converting reciprocating motion to
combined motion, etc, with the whole arrangement optionally
surrounded by thermal insulating material at 1010. It is obvious to
directly or indirectly link a reciprocating piston/rod assembly to
a crankshaft or scotch yoke, which in turn drives a rotating
electrical motor/generator, and that option is not illustrated
here. An alternative option is to directly or indirectly link
reciprocating component 1102 to a linear or reciprocating
electrical motor/generator, as indicated schematically at "B",
where one of the two sets of major windings are mounted each on
1102c and 1102d. An alternative option, if component 1102 also
rotates, is to directly or indirectly link component 1102 to a
combined motion electrical motor/generator, as indicated
schematically at "C", where the two sets of major windings are
mounted on 1102a and 1102b, and where electrical force is generated
or used by the combined reciprocation and rotation of component
1102a relative to component 1102b. FIG. 167 is entirely schematic;
the components are shown in no particular scale relative to one
another and can be linked in any orientation or position by any
convenient means, including by bevel and/or reduction gearing.
Component 1102 may be fixed, and the other major components,
including 1003, 1004, 1102b and 1102c, could reciprocate and
optionally rotate. The embodiment of FIG. 167 is shown with
component 1102 reciprocating horizontally. In alternative
embodiments, it reciprocates vertically. In further embodiments, if
the reciprocating parts are heavy, the working chambers may be
unequal in any way. For example, the lower chamber pushing the
reciprocating component(s) upwards against the force of gravity may
be designed in any convenient way to have greater swept volume,
such as by making the tensile link where it passes through the
working chambers of smaller cross-section in the lower chamber than
in the upper chamber. In further embodiments, the principle of
making the working chambers of unequal capacity is adapted to any
of the engines disclosed herein, for any reason including to
compensate for gravitational attraction on reciprocating mass,
whether or not the engine is coupled to a reciprocating machine
such as a pump or an electric linear motor/generator. In another
example, FIG. 168 shows schematically an IC engine or compressor or
pump having two pairs of toroidal working chambers 3126 defined by
cylinder assembly 3007 and piston/rod assembly 3004 reciprocating
and rotating within, motion governed by guide system 3153.
Optionally, component 3007 may rotate in a housing, shown dashed at
3057. Fluid flows from "A", through working chambers 3126, and
exits via "B". An electrical motor and/or generator has at least
one of its major component's electrical windings of endless roughly
sinusoidal form, as indicated at 3152, the other major component's
windings being of any convenient form. Winding(s) 3152 could be
integral with component 3007 and/or component 3004.
[0261] In alternative embodiments of the engine(s) of the
inventions linked to a linear electric motors or generators, a
stroke magnifier of any kind is incorporated in the linkage between
engine and motor/generator. In various embodiments, the stroke
magnifier incorporates a mechanical spring or gas spring. In
theory, the springs absorb energy during portion of the stroke and
give up an equal amount of energy during another portion of the
stroke. In practice, there are small pumping or mechanical losses,
but these should be relatively insignificant in relation to the
work produced by the engine or motor/generator. In other
embodiments, the gas springs are also gas pumps or compressors. By
way of example, FIG. 502 illustrates schematically two alternative
arrangements. In the diagram, fixed components are shown hatched
with single parallel lines, components reciprocating at engine
stroke are shown hatched with double parallel lines at plus 45
degrees angle, and components reciprocating at magnified stroke are
shown hatched with double parallel lines at minus 45 degrees angle.
A cylinder module 1271 contains a piston/rod assembly 1102 shown at
center of reciprocation CR reciprocating a stroke of five
dimensional units in direction 11 defining twin combustion chambers
1002 which are at least partly surrounded by an exhaust gas
processing volume 1008. The piston/rod assembly has a volume 12 for
charge gas and is fixedly attached to a structure 13 enclosing the
stroke magnifier and reciprocates within a housing comprising the
fixedly mounted toroidal stator 14 of the linear electrical device.
The engine is of any of the configurations and works in any of the
manners disclosed herein. The stator 14 has cooling fins 23, a
closure plate 15 at one end, has the other end mounted to the
housing of the cylinder module 1271, and is surrounded by an
optionally thermally insulated casing 1010, also fixedly attached
to the cylinder module. Two alternative arrangements are shown
within structure 14: below centerline at "A", a toroidal
reciprocater 16 of the linear electrical device (the reciprocater
considered the equivalent of rotor in rotating devices) has a gas
spring 17 at each end; above the centerline at "B", a toroidal
reciprocator 18 has at each end a metal spring of any kind, here
shown as a series of coil springs 19. Each gas spring comprises a
toroidal volume containing a fixed volume of gas. Over time, there
will be some leakage of gas, but any convenient gas replenishment
device can be employed to maintain a constant quantity of gas. Both
reciprocators have magnified stroke of seven dimensional units in
direction 20, with extremes of reciprocation shown dashed. In
operation, as component 1102 begins a stoke from TDC/BDC, the
inertia of reciprocators 16 and 18 causes springs 17 and 19 to be
compressed and absorb energy. As component 1102 reaches a more
constant velocity toward the mid point of travel, the energy in the
springs is given up in accelerating the reciprocators to a speed
greater than that of component 1102. As component 1102 slows down
to compress the charge in combustion chamber 1002, the
reciprocators' kinetic energy causes them to continue at constant
velocity until decelerated by the springs 17 and 19 which absorb
energy, and then the cycle reverses and repeats itself. In
alternative embodiments, the reciprocator springs comprise toroidal
volumes containing springs, and the reciprocator functions as gas
compressor, or as pump of any king fluid. In other embodiments, the
volumes or stators or reciprocators are not toroidal but are a
series of individual volumes, stators or reciprocators arranged in
a toroidal array. In further embodiments, the volumes or stators or
reciprocators are at least one or a series a series of individual
volumes, stators or reciprocators, arranged in any convenient way.
Structure 13 defines on each side, between plate 15 on one side and
cylinder module 1271 on the other, two cyclically variable toroidal
volumes 21 and 22, which optionally serve as any kind of pump or
compress. In alternative embodiments, there are a series of
individual volumes arranged in toroidal arrays 21 and 22.
Optionally charge air, indicated by dashed arrows, enters at 24 to
flow through the space 25 between casing 1010 and stator 14 and end
plate 15, to flow through fixed cylinder 26 to enter the volume 27
within structure 13, and from there to flow via valves or openings
(not shown) into volume 21, where it optionally pumped or
compressed. In the arrangement at "B", an intermediate optionally
toroidal second reciprocator 28, optionally provided with cooling
fins 23, comprises part of reciprocating structure 13. Reciprocator
18 is optionally provided multiple windings, one or more for
electric/magnetic generation relative to stator 14, and one or more
for electric/magnetic generation relative to intermediate
reciprocator 28. Charge air passes from volume 21 via openings or
valves (not shown) into volume housing metal springs 19, through
one or more apertures 29 in reciprocator 18, past more metal
springs and into volume 22 via openings or valves (not shown). In
volume 22 it is optionally pumped or compressed and passes via
openings or valves into volume 12, from where it passes into
combustion chambers 1002 via ports 12a, in the manner disclosed
elsewhere herein. In its passage from entry at 24, the charge air
has absorbed heat energy from stator 14, from intermediate
reciprocator 28 and from reciprocator 18, to be taken to the
combustion chambers, where some work is derived from it. This means
that the electrical device is at close to 100% efficiency, since
typical efficiency losses of 5% to 10%, nearly all in the form of
waste heat, are here saved and conserved. In the arrangement at
"A", apertures at 31 permit charge air to circulate to volumes 32
within reciprocator 16 for purposes of cooling. Charge air proceeds
from volume 27 to volume 21 via openings or valves (not shown) and
from there via passage 30 to volume 12, and to combustion chambers
1002 via ports 12a. After combustion, exhaust gas, indicated by
crossed arrows, passes through ports 12b to circumferential exhaust
gas processing volume 1008, and from there to passage 33 via
openings or valves (not shown), and on to volume 22, where it
optionally pumped or compressed, and optionally via passage 34 to a
turbine, indicated schematically by small rectangle 35. It can be
seen that stroke indicated at 20 is added to stroke indicated at
11, so the reciprocator is traveling twelve distance units during
half a cycle, while component 1102 travels five distance units
during the same period. In alternative embodiments, gas quantity is
varied or metal spring bases are moved to vary reciprocator spring
rates during different operating modes. The advantage of the stroke
magnifier is that at a given rpm, the increased speed and range of
movement enable the mass of electric components to be reduced for a
given output. The dynamics and kinematics of the stroke magnifier
are complex, and the design of its features, especially the mass of
reciprocator and characteristics of the spring rates, will effect
the speed of component 1102 in one portion of the cycle relative to
another portion. In some embodiments, the incorporation of a stroke
magnifier will tend to cause component 1102 to spend relatively
greater percentage of cycle time close to TDC/BDC (enabling
combustion in a limited time period to be more efficient), and move
faster through a major portion of its travel path (improving
electrical performance). FIG. 502 is entirely schematic, and not of
the features are shown in any particular scale relative to any
other feature. In alternative embodiments, a conventional engine
having a reciprocating member is used, with the member coupled to
the stroke magnifier of the invention. In another embodiment, one
or more computer programs loaded into one or more computers,
indicated schematically at 41, is used to regulate, control,
measure or monitor any component or parameter of the stroke
magnifier and/or the engine, in a manner similar to that described
elsewhere herein in relation to the use computers and computer
programs. In a further embodiment, both principle components of an
electric motor or generator rotate. In the case of a rotating
device, what is normally the stator rotates in a direction opposite
to that of a rotor, which optionally has combined motion and
reciprocates also, and may be considered a rotary-linear electric
motor or generator. Such rotary-linear generators and/or motors are
suitable for attachment to the engines of FIGS. 145 through 147. In
other embodiments, if only contra-rotating motion is desired in a
motor or generator connected to any engine similar to that of FIGS.
145 through 147, then one of the engine components having combined
motion can be connected to one of the principal electrical
components via a mechanism for converting combined motion into
rotary-only motion, including such mechanisms as disclosed herein.
In further embodiments, the stroke magnifiers disclosed herein are
adapted for pumps and/or compressors. For the latter, in some
embodiments, varying the speed would vary the volume worked in each
cycle, since the dimensional range of stroke magnifier generally
varies with speed. A further embodiment of a stroke magnifier is
disclosed in FIG. 512. In any of the electrical motors and or
generators described herein, the windings on one or more of stator,
rotor and/or reciprocator may be arranged in any way, including in
discrete segments, and connected or wired together in any way,
including in such manner as to cause current flow in one segment to
be of different polarity or reversed in relation to that of an
abutting or adjacent segments, in order to produce or receive
alternating current. In further embodiments, at least one of
stator, rotor and/or reciprocator shall have one or more windings
comprising conductive wire wound around any appropriate core, such
that portions of wire in close proximity to one another are spaced
from each other by air or electrical insulating material. In
further embodiments, at least one of stator, rotor and/or
reciprocator shall include one or more permanent magnets. In
further embodiments, if at least one of stator, rotor and/or
reciprocator is moving, an electric circuit between the moving
component an any fixed component shall include any kind of bridge,
including a brush and/or any device disclosed herein.
[0262] In another embodiment, the cross-section through the working
chamber has the approximate form of a parallelogram. A schematic
profile of a half cross-section of the toroidal form of a selected
working chamber is shown in FIG. 169. It is drawn with the ratio of
height H to outer radius R2 minus inner radius R1 equal to 6:5.
Here the maximum inlet port opening "I" is shown at 3137, the
maximum exhaust port opening "E" at 3138, with dimensions I and E
being 0183.times.H and 0267.times.H respectively. If the motion of
3004 relative to 3007 is represented by the sine curve, then the
port/valve openings, measured in crank angle from top dead center,
are: exhaust opens 1147.degree., inlet opens 1269.degree., inlet
closes 2331.degree., exhaust closes 2453.degree.. If the ratio of
(R2-R1) to R1 is 1:25, the ratio of maximum inlet port area to
maximum exhaust port area is 1:104. Dimension S represents the
stroke. The working surfaces A and B have angle .THETA. relative to
piston and or cylinder walls C and D as shown, and the intercepts
of the surfaces are rounded as shown, so that the gas flows across
the combustion volume are as smooth as possible, and so that
stresses are reduced and more evenly distributed in monolithic
components 3004 and 3007. An object of the smooth gas flows, in the
case of two stroke IC engines, is to optimize two-stroke scavenging
and minimize residual exhaust gas left in the charge after the
ports close. The chamber is shown at maximum volume; component 3004
will move in direction 3139 to effect maximum compression, when it
will be in position shown dashed at 3004a. In alternative
embodiments, fluid flows can be reversed.
[0263] In a further embodiment, components are of modular
construction, such that substantially identical components can be
used repeatedly to manufacture one device of a single design,
and/or be used in devices of substantially differing designs, as
will be shown in FIGS. 170 through 174, illustrating devices all
having four toroidal working chambers. Such devices include IC
engines, compressors or pumps. The features and fluid flows are
principally described as relating to combustion engines but, where
appropriate, they can be adapted to pumps, compressors and other
mechanical devices, and the volumes herein designated combustion
chambers become working chambers. The piston assemblies and the
cylinder assemblies are both made up of multiple components held
together by fasteners. If the components are integral toroids as
illustrated, the device is assembled all together, with first a
cylinder component and then a piston component and then another
cylinder component and so on threaded through or onto the
fasteners, with on completion the bolt type fasteners progressively
tightened together. In the case of FIG. 174, after each component
had been threaded into position, it would be located in position by
pins or keys. FIG. 170 shows by way of example an engine assembly
whose combustion chambers are of modular construction, wherein
details A and B are half vertical sections along the different
radii indicated in details C, D and E, which are cross sections
through the planes indicated in the vertical sections. Assembly
3004 reciprocates relative to assembly 3007 and is shown at bottom
dead center. Details C, D and E are shown with components 3004 and
3007 in different positions relative to each other, when the
appropriate detail lines shown on the vertical sections A and B are
in approximate alignment with each other. Identical ceramic
reciprocating components are shown at 3155, with identical ceramic
"cylinder" components shown at 3156. Charge circulates through
volume 3157 and enters combustion chambers 3126 via inlet ports
3158, exits via exhaust ports 3159. Exhaust gas circulates through
tubular volume 3160 and is spaced from outer enclosure 3057 by
thermal insulation 3127, which functions as structure enclosing
volume 3160. Exhaust gas circulates to some degree within spaces
3161, 3162. Since these communicate directly or indirectly with the
main exhaust gas circulation volume 3160, they serve to reduce
thermal gradients in selected portions of the combustion chamber
components 3155 and 3156. A gas bearing supplied by super-heated
liquid is shown, schematically, at 3163. Additional or alternative
depressions for labyrinth sealing are indicated at 3163a. The gas
bearings and the labyrinth sealing are each shown on only one of
the fixed or reciprocating components. Each could alternatively be
on the other, or on both. The respective components are assembled
and fastened, preferably pre-loaded in compression, by means of
tensile fasteners 3164 and 3165. Fasteners 3164 are located within
the relatively cool charge flow volume and so are of conventional
design, while fasteners 3165 are adjacent hot components 3156 and
hot exhaust volumes, and so are of tubular design. The interior of
the tube communicates with cooler volumes, say those containing
charge air, at locations such as indicated at "L", this circulation
of cooler gases through the interior of the fasteners serving to
maintain their temperatures below the temperatures of components
3156. Loads are distributed along the rims or extremities of
components 3155 and 3156 by means of load distributor elements
3166, 3167, 3168, 3169 shown dashed. In selected embodiments,
components 3166 through 3169 have additional other function(s)
including possibly guide system, bearing and/or sealing components.
They may also function as fuel delivery system or tribology system
components, and may additionally or alternatively be of thermal
insulating material. The matter of tribology and bearings as well
as sealing is described elsewhere in the disclosure. Here component
3168 closes off a portion of tubular exhaust gas volume 3160. FIG.
171 shows a cross-sectional detail of an optional alternative to
fastener 3165, wherein hollow tensile member 3170 does not fit
tightly within component(s) 3156 but is separated from them by an
insulating and/or elastomeric interlayer 3171, which could be of
any suitable material, including ceramic wool. The engine
illustrated in FIG. 170 has four identical combustion chambers. It
is obvious that other engines using components 3155 and 3156 can be
constructed, including ones having two combustion chambers and, if
volumes 3157 and 3160 are sufficiently large, engines with six or
even more combustion chambers. Alternatively, components 3155 and
3156 can be used in other engines with single or multiple pairs of
combustion chambers, for example, wherein heat exchanges are
located within volume 3160 and the enclosure 3057 is therefore of
larger diameter. When constructing different engines using standard
components 3155 and 3156, it is probable that other components such
as the fasteners, enclosures, etc will differ and be particular to
each engine design. The combustion chambers illustrated in FIG. 170
and elsewhere generally show an angle between wall and head/crown
(angle .THETA. in FIG. 169) of around 110.degree. to 120.degree..
In fact, the chambers could be designed with 0 any suitable angle,
including 90.degree.. Filamentary material to assist in the
cleaning of exhaust gases, as disclosed subsequently herein, may be
mounted in any convenient location, and is shown by way of example
at 3160a.
[0264] FIGS. 172, 173 and 174 show further examples of engines
having combustion chambers of modular construction. The method of
illustration is similar to that of FIG. 170 and, although FIGS.
172, 173 and 174 each show a different engine, both the size and
configuration of the combustion chambers and the basic
configuration of toroidal components 3155 and 3156 are similar in
all four engines. Variations occur mainly in the gas flows and the
methods by which loads to and from components 3155 and 3156 are
transmitted. Because FIGS. 172 and 173 illustrate how two
substantially different engines can be assembled using the same
combustion chamber components, the details A, B, C, D and E of each
figure are presented side by side, for purposes of comparison. The
vertical sections are together on one sheet, and the cross-sections
together on the next sheet, and therefor each Figure is sub-divided
into A and B portions, FIGS. 172A and 173A, followed by 172B and
173B. Combustion chamber components 3155 and 3156, as well as the
cross section of fasteners 3164, but not necessarily their length,
are identical in both engines. Thermal insulation 3127 is deployed
as indicated in both engines, as are load distributor elements 3166
and 3168. In the engine of FIG. 172, charge air circulates in
tubular volume 3172, enters the combustion chambers via inlet port
3173, exits via exhaust port 3174 into high temperature/pressure
exhaust gas circulation volume 3175. The exhaust gas passes to a
turbo-charger, in one embodiment as illustrated in FIG. 166, and
from there low temperature/pressure exhaust gas passes down the
central volume 3176. Optionally, filamentary material, as described
subsequently herein, can be disposed in one or both of exhaust
volumes 3175 and 3176, and is shown schematically by way of example
at 3176a. Components 3155 are separated from each other and the
load distributor elements by spacer rings 3177 and spacer plates
3178 having holes to accommodate volume 3175. Components 3156 are
separated from each other and the load distributor elements by
spacer rings 3179, each having a series of internal projections
optionally with holes to permit circulation and equalization of
gases, and by inlet port rings 3180, each ring having one or more
holes permitting the passage of charge air. The tubular charge
volume 3172 is enclosed by a casing 3181, here having within it
passages 3182 containing circulating liquid, for the purpose of
cooling the casing and therefore indirectly the charge. Casing 3181
forms part of the structure enclosing volume 3172. The engine of
FIG. 173 has the same combustion chamber components 3155 and 3156
as that of FIG. 172, and is therefore presumed to have the same
stroke and similar inlet and exhaust port openings, ports shown at
3173 and 3174, respectively. However, the gas flows are different,
charge flowing in central volume 3183 to the inlet port via
passages 3184 and transfer port 3185, thereafter leaving the
combustion chambers via exhaust port 3174 into essentially tubular
exhaust processing volume 3175. The difference from the engine of
FIG. 172 has been achieved only by substituting spacer plate(s)
3178 with a series of eight taller ring-shaped spacer plate(s)
3186, each also able to accommodate volume 3175, and by
substituting the inlet port ring(s) 3180 with taller transfer port
ring(s) 3187. Note that spacer elements 3177 and 3179 remain
unchanged. Since the gas flows are different, outer casing 3181 can
be eliminated. In both engines there are located within or adjacent
to components 3156 special volumes 3188 which communicate with
volume 3175 and will therefore also contain exhaust gas. As
previously, the objective of volumes 3188 is to reduce combustion
chamber heat loss through components 3156. Portions of components
3155 and 3186 are part of the structure enclosing volume 3155.
Optionally, insulation shown dashed at 3183a may be provided at the
perimeter of volume 3183, in the manner of the insulation shown in
FIG. 163 when volume B is used for charge air. Additional exterior
structure, optionally having thermal insulation properties, can be
provided, as shown dashed at 3127a.
[0265] In a further embodiment, the piston assembly and/or the
cylinder assembly can be held together by tubes principally loaded
in tension. Optionally, the tubes may be wholly or partly threaded.
By way of example, the engine of FIG. 174 illustrates alternate
ways of assembling/fastening/mounting modular combustion chamber
components, using tubes. Components 3189 and 3190 are similar to
those illustrated previously, as are volumes 3188 housing or
permitting the passage of exhaust gas. Here charge travels within
tubular volume 3172 via inlet port 3173 to the combustion chamber;
exhaust exits via exhaust port 3174 to central tubular exhaust gas
volume 3191. Outer casing 3181 comprises part of the structure
enclosing volume 3172. Instead of using conventional tensile
fasteners (such as 3164 in FIGS. 172 and 173), this engine is
assembled by means of pierced tubes. Inner tube 3192 is
continuously threaded on its outer surface. Load distribution
rings(s) 3193 are threaded onto the inner tube 3192, and once in
final position secured by means of locator pins or keys 3194. The
rings support components 3189, which are further restrained by
sleeves 3195 of rectangular form with rounded corners, inserted
into pre-formed holes in tube 3192, and restrained by means of pins
3196. Exhaust gas passes from port 3174 through this sleeve 3195 to
volume 3191. In a similar manner, components 3190 are supported by
means of load distribution ring(s) 3197 threaded within outer tube
3198, and when in final position secured by means of locator pins
or keys 3194. Components 3190 are further restrained by circular
sleeves 3199 threaded into pre-formed holes in outer tube 3198 and
restrained by means of pins 3196. Inlet charge passes from volume
3172 through this sleeve 3199 to inlet port 3173. Insulation 3127
within and against outer tube 3198 prevents heat loss from exhaust
gas in volumes 3188. An outer casing 3181 defines volume 3172. In
an alternative embodiment, illustrated only in details B and E, the
casing has a multiplicity of projections 3200 located in the charge
air flow, and is made of material having good thermal conductivity,
for the purpose of transferring heat from the charge to beyond the
casing 3181, optionally as a form of after-cooling. This device is
particularly useful in situations where the fluid surrounding the
casings is at low temperature, say under water in marine
applications or at high altitude in aircraft applications, and/or
where the charge is already hot, say due to prior compression. The
projections 3200 are shown schematically only; they can be of any
configuration and integral with the casing or attached to it in any
way. Alternatively, if it is desired that the heat produced by any
charge compression be retained, then casing 3181 may be constructed
to include exterior thermal insulating material, shown
schematically dashed at 3183a, and/or it may be on the inside of
component 3181, as shown schematically dashed at 3183b. Exhaust gas
reaches volumes 3188 associated with components 3189 from volume
3191 via holes 3201 in inner tube 3192, which is of varying
thickness in cross section, stiffening ribs 3202 running vertically
or longitudinally on the inside of the tube between the exhaust
sleeves 3195. Within each rib are two capillary tubes 3203 which
are part of fluid delivery systems, one to supply all the chambers
moving 3004 in one direction, the other for the chambers moving
3004 in the other direction, which communicate with the combustion
chamber via load distribution ring(s) 3193. Here, two tubes 3203
are shown in each longitudinal rib, however any twin system of
tubes and/or galleries may be used, supplying the chambers either
via ring(s) 3193 and/or directly. The fuel supply need not be
within the tube, but could be in fuel lines within volume 3191 to
pierce 3192 via connectors, couplings, etc. Fuel delivery is here
shown associated with the inner tube; it could be equally
associated with the outer tube 3198. A similar system of
tubes/passages/fuel lines could be used to provide fluid used for
lubrication or other purposes to any desired location within the
engine. In FIGS. 172 and 173, the fasteners were attached to load
distributor elements 3166 to 3169. Here, the outermost rings 3197
could be identical to an inner ring 3197, or they could be integral
with a component 3204 having another function, such as bearing,
gas-seal, guide system element, as indicated in the diagram.
[0266] To prevent differential rotation between components
3189/3190 and their respective support rings 3193/3197, the support
surfaces of the rings may have projections and/or undulations
matching indentations or undulations on the corresponding support
surfaces of the combustion chamber components. In schematic
illustration, FIG. 175 shows in elevation part of a ring having
support surface undulations, while FIG. 176 similarly shows part of
a ring having projections or nipples 3203a which also have fuel
delivery tubes 3203. As noted, the piston assembly and the cylinder
assembly are both made up of multiple components held together by
fasteners. If the components are integral toroids as illustrated,
the device is assembled all together, with first a cylinder
component and then a piston component and then another cylinder
component and so on threaded through or onto the fasteners, with
each component after being threaded into position located by pins
or keys. In the case of large devices, such as for marine engines,
the components may not easily be made in one piece if of ceramic
material. In such case, toroidal components made be made up of
multiple pieces. For example, considering a toroidal component in
plan view, it may be composed of six equal pieces or segments, each
arcing through 60 degrees, with optionally a vertical or
perpendicular thin compressible gasket and/or some kind of powder
between each piece. In the case of the devices of FIGS. 170 through
173, the piston assembly and the cylinder assembly could each have
twelve bolts, twenty-four in all, with two bolts running through
each piece. In the case of FIG. 174, the beginning and end of a 360
degree turn of each thread of the tubular fasteners would be
separated by five other threads, for a total of six parallel
threads. In that way, each of the six segments of a toroidal
components would be machined in identical manner.
[0267] As engines become larger it might be more difficult or more
expensive to make ceramic toroidal "rings", such as components 3155
and 3156 in FIGS. 170, 172 and 173 and components 3189 and 3190 in
FIG. 174, in one homogenous piece. In alternative embodiments, such
toroidal rings are made up of any number of segments assembled in
any convenient manner. In a further embodiment, hollow ceramic
spacer pieces through which fasteners can pass separate identical
ceramic components or assemblies of toroidal configuration, the
assemblies optionally being arranged in mirror image about each
other, for example as shown in FIGS. 172 and 504. By way of
example, FIG. 503 shows in plan view half of a ring component 11
similar to 3156 in FIG. 172, while FIG. 504 is a typical
cross-section through component 11. It is made up of six equal
ceramic pieces or segments 12 held together by an endless band 13
of any convenient material, including a high-temperature stainless
steel alloy, a carbon composite of some kind, etc. In the section,
dashed profile of a reciprocating component 15 is shown when
working chamber 16 having cylindrical face 16a is at maximum
expansion, with its center of reciprocation indicated by
chain-dashed line CR. Dashed profile of ring identical to component
11 but arranged in mirror image is shown at 16, while spacer piece
17 is shown in port 18, here for exhaust gas, with exhaust
processing volume 19 partly bounded by insulation piece shown
dashed at 20. Optionally charge gas is in zone 21 and communicates
with band surface at 22 before entering working chambers. Holes 23
in segments 12 accommodate fasteners 24, here sized so as to permit
charge air circulation between fasteners and faces of holes. After
firing, the faces of abutment 25 of components 12 are optionally
machined, the pieces are assembled, and the band 13 is placed about
them by any convenient means. Optionally, the band 13 is at very
high temperature as it is placed in position over the cold or
cooled assembled segments so that, when temperature revert to
ambient, the segments have expanded and the band has contracted and
is strongly loaded in tension. Optionally, after assembly, faces
16a and optionally 16b are machined. Optionally, the assembled ring
11 is heat soaked for a time sufficient to permit faces 25 to fuse
together. In another embodiment, keys are used to align faces 25
with each other, as indicated schematically at 27. Optionally, a
fine dusting of ceramic powder is placed between the faces 25 to
aid any fusing, due to band pressure and for heat soak before
incorporation in engine, and/or during initial operation/running
in. The powder may be of the same material as the segment, or it
may be of a different ceramic or other material. In another
embodiment, useful where faces 25 are fired accurately and are not
machined, a thicker coating of ceramic powder or a viscous slurry
is placed between the faces, as indicated at 26. Due to band
pressure and for heat soak before incorporation in engine and/or
during initial operation/running in, the slurry will dry out and
harden and it and/or the powder will fuse to the abutting faces and
physically join them to each other. In an alternative embodiment,
segment faces 16a and optionally 16b are machined before assembly
into ring component 11. In another embodiment, the segments are
held together by any circumferential device loaded in tension to
press the segments inwards towards each other, including a band
having ends that are progressively pulled or tightened by any
means. In a further embodiment, any circumferential device loaded
in tension is removed after the segments are fused together.
[0268] In previously illustrated embodiments, a piston/rod assembly
has been shown to have at least one end connected to a power
transfer component, such as a scotch yoke, crankshaft pin or a
tensile link to a crankshaft. Where clearances between ceramic
faces of piston/rod assembly and cylinder wall are very small and
where tolerances or wear rates at the power transfer end of the rod
might be relatively large, distortions at the power transfer end
might cause a rigid piston/rod assembly to twist or mis-align
sufficiently such that a small clearance gap between working
chamber faces is bridged. In alternative embodiments, the
piston/rod assembly is at its approximate center pivotally mounted
in any way onto a power transfer component, so as to permit a small
range of movement of piston/rod assembly relative to the power
transfer component. In alternative embodiments, piston/rod
assemblies and/or cylinder assemblies are held in assembled
condition by being sandwiched between metal plates, optionally of
toroidal form, attached to each other by fasteners, optionally
metal, passing between the plates. In a further embodiment, any
kind of a load transfer component, optionally of metal, is
sandwiched between ceramic components about the center of a
reciprocating assembly. In an additional embodiment, at least one
of the metal plates close to an extremity of a reciprocating
assembly, or the fasteners holding it there, are used to anchor any
kind of load transfer component. In a further embodiment, an air
heating device is placed close to the inlet ports of a combustion
engine, for purpose of aiding cold start. In another embodiment, an
outermost ceramic component of a cylinder assembly is fastened or
anchored to an outboard metal plate maintaining the cylinder
assembly in assembled condition. In a further embodiment, a fluid
delivery device and/or a glow-plug is so mounted, that a
substantial portion of it is exposed to charge gas before the gas
enters working chambers. In a further embodiment, a fluid delivery
device and/or glow-plug is directly or indirectly held in position
by a plate, optionally of metal, optionally one of two that is one
of two holding either a piston/rod assembly or a cylinder assembly
in assembled condition. In a further embodiment, hollow ceramic
spacer pieces through which fasteners can pass separate identical
ceramic components or assemblies of toroidal configuration, the
assemblies optionally being arranged in mirror image about each
other, as shown by way of example in FIGS. 172 and 504. In another
embodiment, fluid lines for fuel and/or lubrication, and/or wires
or other members for transmission of electric or electronic
circuits or signals such as wires, are positioned so that
circulating charge gas is in contact with a substantial portion of
their cross-section, for a substantial portion of their length. In
further embodiments, substantial portions of sensing or measuring
devices are exposed to circulating charge gas. In additional
embodiments, a thermally insulating casing of an IC engine has a
removable panel or door to provide access to any part of an engine,
including an exhaust processing volume. In further embodiments, the
ceramics or other materials used to define the working volumes are
not the materials used to define most of an exhaust processing
volume. In another embodiment, the thermally insulating casing to
an engine, considered in section, substantially has three basic
parts: 1) an exterior casing of any reasonably hard and durable
material; 2) interiorly of the exterior casing, one or more layers
or sections of thermally and/or vibrationally and/or acoustically
insulating material, or lack of material such as a partial vacuum;
and 3) interiorly of the insulating material and/or partial vacuum,
an inner structure of any suitable material but optionally of some
kind of metal such as steel, to which portions of the engine are
affixed and which serves to maintain portions of the engine in
defined and unvaried spatial relationship(s) to one another. In
another embodiment, a member broadly in the form of cone,
optionally pierced or discontinuous, is used to transfer work to or
from a piston/rod assembly. In a further embodiment, thermal
insulation is placed between a volume for charge gas flow and at
least one portion of a piston/rod assembly. In another embodiment,
a stroke magnifying device, optionally as disclosed elsewhere
herein, is placed between a piston rod assembly and a member
transferring work to or from the piston/rod assembly. In a further
embodiment, a device for converting reciprocating motion to rotary
motion is placed in the charge gas flow within an engine,
optionally partly or wholly within a piston/rod assembly.
[0269] To at least partly illustrate some of the embodiments of the
above paragraph by way of example, FIG. 505 shows a piston/rod
assembly comprising two "rings" 11 arranged in mirror image about
each other positioned at mid-point of reciprocation in direction
30, inside a "fixed" cylinder assembly shown dashed at 31 to define
two toroidal working volumes 32 and 33 having a common exhaust port
34. Components optionally of ceramic material are shown double-line
hatched, those optionally of metal are shown single-line hatched,
while those that could be of any appropriate material, including
ceramic and/or metal, are shown cross-hatched. Between the rings 11
when assembled is a ball holder 35 of any configuration and any
number of parts. It is shown schematically as one piece, but is
most obviously made of two parts abutting at line 36. Structural
load transfer member 37 enlarges to a ball 38 as its center, which
is gripped by the ball holder, to permit ends of load transfer
member relatively easy very small lateral movement, shown
exaggerated at 38. The piston/rod assembly is held in assembled
condition by fasteners 39 bearing on optionally toroidal end plates
40 clamping rings 11 and ball holder 35 all together. Only one
fastener is shown for sake of clarity, but any number of fasteners
can be used, and in the illustrated embodiment five to eight would
be a reasonable number. Optionally, the plates are separated from
the rings 11 by solid and/or compressible inter-layers or gaskets
58, which optionally have thermal insulating properties to restrict
heat flow from rings to plates. The fasteners pass through oversize
holes 41 in the rings 11 such that charge gas circulates around the
fasteners, admitted via passages 42 communicating with the interior
of the rings through which charge gas passes via holes or passages
45 in the ball holder 35 optionally in either direction 60, or from
charge air holding volumes 44 via one or more passages 43. As shown
in the lower half of the diagram, the rings 11 optionally have a
separating interlayer of any kind; if compressible it could be of
any material including ceramic mat; if rigid it could be any kind
of gasket, or it could optionally be the powders, slurries or other
material outlined above that have become fused to each other and/or
to the rings. As shown at "B", the ball holder 35 could be mounted
in a compressible material or gasket 47 of any kind, here shown on
three sides but optionally on any number of sides, and the ball is
held by an intermediate compressible material or gasket 48 of any
kind. Also shown at "B" is a glow-plug 49 held in place by plate 40
and supplied with power via elastomeric or coiled electrical wiring
50, and an air heater 51 for cold start, similarly supplied with
power wiring 50. Optionally, any kind of lubrication can be
provided between ball holder 35 and ball 38, including of such
material as graphite. Shown at "A" is an embodiment wherein
elastomeric or coiled line 52 supplies lubricating fluid to the
ball joint via passage 52; a fluid delivery device, such as an
injector, discharging into an initial combustion zone 59 and held
in place by plate 40, supplied via at least one elastomeric or
coiled fluid line 55; and a gas heating device 56 for cold start
which is mounted on a plate or other member of the cylinder
assembly, and at least partly projects into the volume inside the
rings during at least portion of an operating cycle. Electrical
power supply 57 is symbolically shown coiled, although the cylinder
assembly is "fixed", to indicate that the electrical connectors or
wires 57, and optionally also the electrical connectors or wires at
50, are at all times mounted in one or more volumes where charge
gas circulates, and never passes through hotter parts of the
engine. In a similar embodiment, fluid supply line(s) 55 and/or 52
are at all times mounted in one or more volumes where charge gas
circulates, and never passes through hotter parts of the engine. In
an alternative embodiment, the ball joint is so designed as to have
sufficient range of movement to permit at least one end of
structural member 37 to be connected to a crankshaft. In a further
embodiment, each end of structural member 37 is connected to one of
two crankshafts, optionally mechanically linked, such that the
crank pins are always substantially at 180 degrees to one another,
as measured through the center of the piston/rod assembly. In such
a configuration, the side loads on the piston/rod assembly are
approximately in balance, and there is less likelihood of a
clearance gap in an air bearing between piston/rod assembly and
cylinder assembly being breached. In a further embodiment, when
each end of member 37 communicates with one of two crankshafts
which are mechanically linked, then an elastomeric or "stretch"
bearing or other device is incorporated any where in the linkage
between the crankshafts, including at least in one of the
connections between member 37 end and any crank pin, or at a pivot
point located approximately centrally on member 37, to replace the
ball joint shown in FIG. 505. Any kind of elastomeric or "stretch
bearing or other device, including such as are disclosed herein, as
for example in FIGS. 55 through 60 and 94 through 96, can be
included or adapted to be placed where the ball joint is in the
diagram or at any other location in the complete linkage between
crank pins. In the above embodiment, cold start is achieved by
using heating coils or other devices to warm charge air before it
enters the working chambers, and additionally or alternatively by
use of glow plugs. In alternative embodiments, cold start is aided
by a period wherein at least part of the entire engine, and
optionally any other assembly, within a casing is progressively
heated by any means before the engine is started, a procedure best
described as pre-start heat soak. The heat soak is achieved in any
way, including by heating the fluids within the casing by any
means, including heating coils, and/or by heating solid "fixed" or
reciprocating components by means of heating elements installed on
them or "buried` within them, as shown schematically by heating
element 51a shown in dashed line, connected to electrical circuits
50.
[0270] FIGS. 506 and 507 illustrate schematically further examples
of the embodiments cited above; in each showing the layout on only
one side of a center of reciprocation CR. Components optionally of
ceramic material are shown double-line hatched, those optionally of
metal are shown single-line hatched, while those that could be of
any appropriate material, including ceramic and/or metal, are shown
cross-hatched. They show a piston/rod assembly positioned at
mid-point of comprising two "rings" 11 arranged in mirror image
about each other, reciprocation in direction 30 inside a "fixed"
cylinder assembly including a further two "rings" 31 arranged in
mirror image about each other to define two toroidal working
volumes 32 and 33 having a common exhaust port 34 communicating
with an exhaust processing volume 61, partially encased by thermal
insulating material 62, optionally particular to the exhaust
processing volume. Part of the engine casing is shown at the upper
portion of the diagrams, with the casing comprising an outer skin
63 of any suitable rigid material, an interior layer of thermal
insulation 64 of any suitable material and an inner structure 65 of
any suitable material but optionally of some kind of metal such as
steel or aluminum. Referring to FIG. 506, the piston rod assembly
is generally as described in FIG. 505, with like components having
the same numbers. The piston/rod assembly rings 11 are held in
assembled condition by means of fasteners (not shown) on axes 96,
plates 40, and optional inter-layers or gaskets. Between the rings
11 when assembled is a flanged perforated cone 66 terminating in
any convenient bearing 67 connected to a scotch yoke plate or
member of any kind 68, optionally having holes 68a for charge gas
circulation, which has an elongate slot 135 communicating with at
least one crank pin 69 traveling along path 70 on a crankshaft. The
cone has holes 73 permitting charge gas flow broadly in direction
60 to and from charge gas volume 42. In another embodiment, a
second cone, indicated at 68a, is linked to a second scotch yoke.
The crankshaft bearing(s) (not shown) are supported on a structure,
indicated schematically by dashed lines 72, fastened to the plate
71, optionally with inter-layers or gaskets 58, which is part of
the cylinder assembly. In other embodiments, any type of scotch
yoke is used, including as disclosed herein, and component 68 can
be any type of single, double or split plate or any structure
having an elongate slot. In a further embodiment, the bearing at 67
is omitted, and the cone component 66 is integral with plate
component 68. In another embodiment, there are two cone type
components and two scotch yoke type components, one of each linked
to a crankshaft located each side of the center of reciprocation
CR. In an alternative embodiment, component 68 is not cone shaped,
but of any convenient form, including flat, domed, pyramid-like,
etc. In a further embodiment, one or more components 68 are
replaced by one or more connecting links loaded in any manner
having "big end" and "small end" bearings. If there are two
connecting links and two crankshafts and they rotate synchronously,
at least one of the bearings is of the elastomeric or variable
type, optionally as disclosed herein. The cylinder assembly
comprises two rings 31 arranged in mirror image about each other
separated by hollow spacers 74 located one or more exhaust ports 34
common to both working chambers, with plates 71 of any material but
optionally of metal outboard of each ring, all held in assembled
condition by one or more fasteners, each comprising a partly
threaded hollow metal tube 75, washers 76 and nuts 77. The axis of
another fastener is indicated at 96. The fastener passes through
oversize holes in rings 31 and spacer 74, and holes 78 in the
faster permit charge gas from volume 44 to circulate in the space
between fastener and holes, as indicated by arrow 79. Optionally a
scoop 80 is threaded onto the end of the fastener. In other
embodiments, all or part of the fastener arrangement shown in this
Figure is adapted to fasteners in piston/rod assemblies. Insulation
62 to exhaust volume abuts plates 71 and structure 65, which is
here shown holed or discontinuous for any reason, including to save
weight. Optionally, one or more partial vacuums are provided in the
casing assembly at any suitable location, including at
discontinuities in structure 65, as shown by way of example at 81.
Plate 71 is attached to slotted brackets or flanges 91 attached to
structure 65 by means of shims 92, threaded studs 93 and nuts 94.
Optionally stiffening flanges are provided, as shown at 95. The
section through the lower portion of ring 31 is taken where there
is no fastener; the enclosure for one, indicated by chain-dashed
line 96, is shown in elevation at 82. One or more fluid delivery
assemblies 54 is held in position by plate 71, and supplied with
fluid from a gallery 83, optionally having heat transfer fins 84
and optionally toroid or ring-shaped. By varying the volume of the
gallery and the degree of finning, the temperature of the fuel
relative to that of the charge gas can be regulated. A curved
glow-plug shown dashed at 49 is inserted into a curved hole is held
in place by plate 40 and supplied with power by elastomeric or
coiled wiring 50.
[0271] FIG. 507 shows a stroke magnifier deployed in the center of
piston/rod assembly, optionally similar to others disclosed
previously. A pyramid-shaped structure of any material, optionally
metal, comprising four struts 85 attached to an annular ring 86 at
one end and to any suitable bearing 87 at the other, including any
as disclosed herein, permits charge air to circulate between the
struts 85, to and from charge gas volume 42 as indicated at 60. The
bearing is connected to any kind of structural member 89, in turn
connected to any kind of reciprocating mechanism, including any
kind of electric motor/generator. Flange 86 is mounted in
depressions or recesses in the rings 11 between sets of springs 96
of any suitable material, including metal. Optionally, the springs
96 are based on an annular plate 88. Plates 40, optionally with
inter-layers or gaskets 58, hold the piston/rod assembly together
by means of fasteners (not shown here), optionally as described
elsewhere herein. Optionally, there are no inter-layers or gaskets
at any particular junction in either cylinder or piston/rod
assemblies, as for example in manner shown here for the cylinder
assembly, where plate 71 is in direct contact with ring 31. A
curved fluid delivery assembly 54 in mounted in an equally curved
hole 54 in ring 11 and secured in place by plate 40 and supplied
with fluid via elastomeric or coiled fluid line 50. The arrangement
at 97 shows schematically how a curved injector or glow-plug 98 is
mounted in an over size hole 99 by means of a press fit at bottom
and a recess in plate 40 precisely locating the head. Optionally
charge gas is encouraged to circulate in the space between injector
or glow-plug and the walls of the hole by any convenient means,
including one or more holes in plate 40 and/or the provision of one
or more funnels or scoops 80, optionally similar to that of FIG.
506. In this embodiment rings 31 are not attached to each other,
providing opportunity for an unobstructed circumferential exhaust
port 34. Instead, each ring is attached to plate 71 by means of one
or more crooked fasteners 100, each mounted in specially shape
recesses 105 in ring 31. Plate 71 is turn fastened to structure or
frame 65 by any convenient means, optionally welding, as shown at
101. Optionally, stiffening flanges 95 are provided. The exhaust
processing volume 61 has a hatch or door 103, of material similar
to outer skin 63 of casing, attached by fasteners having axes 102,
for removal or replacement or refurbishment of filamentary or any
other material 104, and/or for replacement of exhaust volume
insulation 62. In alternative embodiments, plates 40 and 71 are not
single complete annular plates, but are a series of plates and/or
other pieces.
[0272] FIGS. 508 and 509 illustrate schematically further examples
of the embodiments cited above; in each showing the layout on only
one side of the center of reciprocation CR. Components optionally
of ceramic material are shown double-line hatched, those optionally
of metal are shown single-line hatched, while those that could be
of any appropriate material, including ceramic and/or metal, are
shown cross-hatched. FIG. 508 shows a piston/rod assembly
positioned at mid-point of reciprocation comprising two "rings" 11
arranged in mirror image about each other, reciprocation in
direction 30, inside a "fixed" cylinder assembly which includes a
further two "rings" 31 arranged in mirror image about each other to
define two toroidal working volumes 32 and 33, having a common
exhaust port 34 communicating with an exhaust processing volume 61,
at least partly lined with thermal insulation material 62. The
cylinder assembly is held together by two plates 71 and fasteners
on axes 96, each comprising a threaded bolt 108, washers 76 and
nuts 77, the bolt located in oversize holes 109 in rings 31 and
spacer piece 74, in an arrangement indicated at "A". Optionally, a
passage 110 is provided in ring 31 which communicates with the
volume 109 between bolt 108 and hole 109 wall and with an
attachment cylinder 111 mounted on plate 71. A hose or line 110a
supplies any fluid, including charge gas and/or liquid coolant, to
circulate in volume 109. Optionally there is a similar passage,
attachment cylinder and hose or line towards the other end of the
hole, so that fluid can be directed to mostly flow in one direction
through the hole. In alternative embodiment, there is only one
passage communicating with the hole, and the fluid is optionally
pulsed to create negative and positive pressure waves, causing the
fluid to move in the hole. In another embodiment, a second passage
112 is provided from the other end of hole 109 to run through the
entire assembly back through head 71 to terminate in a second
attachment cylinder 111 and fluid return line or hose 112a, so
permitting a broadly uni-flow of fluid through hole 109. Such fluid
flow is here provided for cooling of the fastener, but is
optionally provided for any other reason.
[0273] In alternative embodiments, the piston/rod and cylinder
assemblies disclosed here do not have as principal components the
pairs of rings arranged in mirror image about each other as
generally disclosed herein, but have any number of principal
components of any configuration, arranged in any manner. In further
embodiments of all the engines disclosed herein, all the portion of
a piston/rod assembly in contact with one or more working volumes
is of one piece. In other embodiments, the broad principles
disclosed above in the description of arrangement `A" are applied
to provide circulating fluid flow to any component of any engine
described in this entire disclosure, for any reason including
cooling and/or lubrication. For example, in FIG. 508 a pressure
measuring device 113 is shown attached to a holed tube 114, with
both mounted in an oversize hole 115 in ring 31. The volume within
hole and tube communicates via aperture in plate 71 with attachment
ring 111 and fluid supply line or hose 110a, which provides pulsed
fluid as described above. The piston/rod assembly including rings
11 is held in assembled condition by a series of straps 116
terminating at each end in a head holding a bolt 118 which is
tightened onto an annular load distribution plate 119. Optionally
an inter-layer or gasket is provided between plate 119 and ring 11,
as shown previously. The straps are passed through oversized holes
120 in a load transfer plate 121 clamped or sandwiched between
recesses in rings 11, the holes permitting charge gas circulation
to and from charge gas volume 42 as indicated by arrows 60. Load
transfer plate has stiffening structure 129 on which are mounted
any kind of device(s), here indicated by crosses 124, for forming a
clamped attachment to tensile link 123, here a cable which passes
over one or more rollers 124 then through a crank pin bearing 125
describing path 70, through a spring 126 and collar 127 to
terminate in any kind of enlargement, here a knot 128, unable to
pass through collar, spring or bearing. The crank pin is mounted on
a crankshaft (not shown), in turn mounted in or on a support
structure, indicated dashed at 72, which is rigidly attached by any
means to plate 71. The straps 116 are so spaced as to not form
support structure 72. In another embodiment, the tensile link 123
passes through the entire piston/rod assembly, as indicated dashed
at 130, to connect to second crankshaft. In a further embodiment,
any kind of off-set drive shaft, shown chain dashed at 131 is
passed through the piston/rod assembly for any purpose, including
to drive another mechanism or to mechanically link two crankshafts.
FIG. 509 shows a piston/rod assembly positioned at mid-point of
reciprocation comprising a single "ring" 106 (approximately of the
forms of the combination of the two "rings" 11 arranged in mirror
image about each other in the earlier Figures), reciprocating in
direction 30 inside a "fixed" cylinder assembly including a further
two "rings" 31 arranged in mirror image about each other to define
two toroidal working volumes 32 and 33, having a common exhaust
port 34 communicating with an exhaust processing volume 61. In an
alternative embodiment, ring 106 is divided into any number of
components of any configuration. The cylinder assembly comprises
two "rings" 31 arranged in mirror image about each, and held in
assembled condition by means of fasteners, axes shown at 96, and
plates 71 bearing on inter-layers or gaskets 58. Two load transfer
bowls 132, of any suitable material including metal, are placed
over inter-layers or gaskets 58 of any suitable material which are
placed on the faces of rings 11, and are coupled by any type of
fastening, including bolts 108, washers 76 and nuts 77, in such a
manner as to clear thermal insulation 107 mounted to interior
surfaces of rings 11. Holes 120 are provided in the bottom of the
bowls 132 to permit circulation of charge gas to and from charge
gas volume 42, as indicated by arrows 60. At least one bowl has a
load transfer structure of any kind, including the plate 133 shown
here, optionally holed as at 134, which includes a scotch yoke
having an elongate slot 135 which drives a crank pin 69 having path
70 mounted on a crankshaft (not shown), which is in turn mounted in
or on a structure, indicated dashed at 72, which is fixedly
attached to plate 71. Optionally, any kind of scotch yoke is used,
including as disclosed herein. In another embodiment, the other
bowl 132 also has a similar structure comprising a scotch yoke to
drive a second crank shaft. In a further embodiment, any kind of
drive shaft, shown chain dashed at 131 is passed through the
piston/rod assembly for any purpose, including to drive another
mechanism or to mechanically link two crankshafts. Such a drive
shaft is in any convenient position, including in the center of the
piston/rod assembly if at least portions of the load transfer
structure 133 are off-set. Elestomeric or coiled or folded electric
and/or electronic circuits 50 communicate with a charge gas
temperature and pressure measuring instrument, indicated
schematically at 136, and with a heating coil 137 for purpose of
heating charge gas just prior to entry into inlet port when open,
both mounted on bowl 132. Optionally, the heating coil is switched
on just prior to inlet port opening and switched off just before
inlet port closing. In alternative embodiments, a crankshaft
supporting structure is not fixedly attached directly to the
cylinder assembly as shown above, but is instead attached to a
structural portion of the engine casing.
[0274] In an important embodiment, a piston/assembly reciprocates
in a cylinder assembly and a passage for charge gas situated within
the piston/rod assembly is large enough to accommodate a
substantial portion of a mechanism of any kind, including an
electric motor and/or generator, a crankshaft, a scotch yoke
assembly, a connecting link to a crankshaft or scotch yoke
assembly, gearing or transmission of any kind, a pump, a
compressor, an exhaust gas treatment volume, a Stirling engine, a
steam engine, and/or any kind of turbine. As noted earlier, with
the toroidal working chamber, it is possible to substantially
increase swept volume with increasing stroke or other wise changing
the cross-section of the chamber through the toroid, simply by
increasing inner and outer radii by the same amount. This will
almost certainly involve the provision of multiple fluid delivery
devices at spaced intervals around the toroid, but this is less
complicated and cheaper than increasing the number of cylinders to
achieve the desired capacity. Fluid delivery does not present much
of a problem, since a it is possible to use toroidal fluid delivery
galleries, similar to the one indicated at 63 in FIG. 506, from
which multiple branches go to multiple fluid delivery devices.
There seems little theoretical limit to how far radii can be
increased in relation to a pre-determined stroke. If the ratios get
very large, difficulties may arise in transferring great amounts of
power through linkages of very short stroke. The ratio of
reciprocating mass per unit of power should gradually decrease as
diameters are increased, so that for a given stroke, large toroidal
engines should reciprocate at least as fast as smaller toroidal
engines. If desired, large engines can be built in single
cylinder/twin working chamber form, capable of running much faster
than today's conventional large engines, for example as those used
in marine propulsion. One might consider these large single
cylinder toroidal engines as "pancake" engines. By way of example,
FIG. 510 shows very schematically the overall layout of one
embodiment of a "pancake" engine, wherein "fixed" portions are
shown parallel-line hatched, and reciprocating portions single-line
hatched. A piston/rod assembly 2 shown at center of reciprocation
CR moves in direction 11, with extremes of reciprocation shown
dashed at 10, inside a cylinder assembly 1. Twin toroidal
combustion chambers 6 occupy band "A", twin toroidal charge gas
compression chambers 7 occupy band "B", twin toroidal exhaust gas
compression chambers 8 occupy band "C", with a circumferential
exhaust processing volume shown at 9. Charge gas circulates as
indicated by arrows 12 through the interior of the piston/rod
assembly 2, in which is housed any kind of machinery or apparatus,
indicated by diagonally crossed rectangle 5, which is attached to
structure, indicated by dashed lines 4, mounted onto the cylinder
assembly, optionally along the lines shown in FIGS. 506 and 508. In
another embodiment, FIG. 511 shows very schematically the overall
layout of another "pancake" engine, wherein "fixed" portions are
shown parallel-line hatched, and reciprocating portions single-line
hatched. A piston/rod assembly 2 shown at center of reciprocation
of the engine CRE moves in direction 11, with extremes of
reciprocation shown dashed at 10, inside a cylinder assembly 1.
Twin toroidal combustion chambers 6 occupy band "A", with a
circumferential exhaust processing volume shown at 9. Charge gas
circulates as indicated by arrows 12 through the interior of the
piston/rod assembly 2. Two rotating electric motor/generators are
shown schematically by solid rectangles at 13, anchored to support
structure 4. If one had been used, as indicated schematically by
chained dashed lines at 14, if its axis had been parallel to axis
of reciprocation 11, its diameter would have been so large that its
speed would have been limited by the centripetal force induced in
its rotating components, so instead two faster smaller
motor/generators are used, rotating on axes parallel to 11. Here
the engine has its longest dimension parallel to the horizon. The
total mass of the reciprocating components, especially if
piston/rod assembly is mechanically linked to linear
motor/generator reciprocating in direction 11, is so large that
more work is required in one working chamber than in the other,
because of gravitational attraction, indicated at "G". Elsewhere
herein, it is disclosed how the force of gravitational attraction
is balanced by having the swept volume of one chamber larger than
the other. In alternative embodiments of any of the engines
disclosed herein, any kind of springing, including gas springing
and mechanical springing, is used between a reciprocating component
and a "fixed" component to counter balance the force of
gravitational attraction, optionally to bias the reciprocating
component to the center of reciprocation CR when the engine is
inoperative and at rest. In FIG. 511, arrows 15 indicate two of
multiple mechanical springs linking the center of the
piston/assembly to support structure 4. In a further embodiment,
the machines 13 have axes of reciprocation and/or rotation oriented
at any angle and/or in any convenient direction, including parallel
and/or perpendicular to CRE. For example, CR1 shows an axes
parallel to the left machine 13, and CR2 shows an axis parallel to
that of the right machine 13, going "into the page".
[0275] In a further embodiment, one principal component of a linear
or reciprocating electrical motor and/or generator is supported by
any kind of springing from a piston/rod assembly in such a manner
that its stroke is magnified. In another embodiment, the windings
of a principle moving component of an electric motor and/or
generator cause work to be transferred between two or more stators.
In a further embodiments at least one of the multiple stators also
moves, for example along the lines disclosed in FIG. 502. In
another embodiment, the moving component of the two principal
components of an electrical motor and/or generator is supported by
any kind of springing, including gas springing and mechanical
springing, in such a way that the force of gravitational attraction
on the moving component is effectively reduced and/or at least
partly counter-balanced. By way of example, FIG. 512 shows
schematically the overall layout of part of another "pancake"
engine, wherein "fixed" portions are shown parallel-line hatched,
and reciprocating portions single-line hatched. A piston/rod
assembly 2 shown at center of reciprocation CR moves in direction
11 a total of five dimensional units, with extremes of
reciprocation shown dashed at 10, inside a cylinder assembly 1, to
define twin toroidal combustion chambers 6 having a common exhaust
port 16. Charge gas circulates as indicated by arrows 12 through
the interior of the piston/rod assembly 2. Structures 4, fixed to
cylinder assembly 1, support stator portion 17, optionally with
cooling fins 18, of a linear electric motor/generator, on which
reciprocator portion 19, optionally with cooling fins 18, is
movable fifteen dimensional units in direction 23. The reciprocator
19 is supported by central springs indicated by arrows 20, and by
side springs indicated by arrows 21 and 22, with anchorage points
indicated by small circles. The springs are so balanced in relation
to the work produced by chambers 6, that the reciprocator travels
to an extreme position indicated at 24. As indicated in the upper
half of the diagram, optionally gas of any kind including charge
gas is supplied under pressure via supply line(s) 25 to passages 26
in either reciprocator 19 and/or stator 17, to provide a gas
bearing and/or to function as coolant. As indicated in the lower
half of the diagram, optionally fluids of any kind including
liquids or charge gas is supplied under pressure via supply line(s)
27 and return line(s) 28 to passages 29 in either reciprocator 19
and for stator 17, to function as coolant. The springs can be
further adjusted or tuned to compensate for gravitational
attractive force indicated by arrow G on the moving components. For
example, if G is the direction indicated at "GA", then springs in
the upper half of the diagram would be stronger than those in the
lower half of the diagram. If the engine were turned through 90
degrees and G is the direction shown at GB, then springs 21 would
be stronger than springs 22, with springs 20 probably omitted. In
further embodiments, in any engine, including those in this
disclosure, the gravitational force on a reciprocating or rotating
component is compensated or balanced by springing of any kind,
including gas springing and mechanical springing. For example,
springs indicated by arrows 30 are positioned as shown, with those
in the upper half being stronger if G is in direction GA. In an
further embodiment, in an engine where stroke magnification is
achieved by any kind springing, any moving components have their
gravitational attraction at least partly compensated by springing.
The springs indicated in FIG. 512 by the arrows are of any kind,
optionally coiled metal springs.
[0276] In further embodiments, where appropriate in any engine,
including those disclosed herein, a substantial portion of the
interior of a piston/rod assembly is used to convert reciprocating
motion into rotary motion, by any convenient means, including the
use of crankshafts and connecting links, the connecting links
including such as scotch yokes. In additional embodiments, a
mechanism converting reciprocating motion to rotary motion is
directly or indirectly coupled to a rotating machine of any kind
located substantially within a piston/rod assembly, such machine
including a transmission, a differential, an electric motor and/or
generator, a compressor, a pump, a turbine or any other device. By
way of example, FIG. 513 shows schematically the overall layout of
part of a further "pancake" engine, wherein "fixed" portions are
shown parallel-line hatched, and reciprocating portions single-line
hatched. A piston/rod assembly 2 having thermal insulation at 31
shown at center of reciprocation CR moves in direction 11, with
extremes of reciprocation shown dashed at 10, inside a cylinder
assembly 1, to define twin toroidal combustion chambers 6 having
common exhaust port 16. Charge gas circulates as indicated by
arrows 12 through the interior of the piston/rod assembly 2. Two
structural frames 4, one behind the other, are fixed to cylinder
assembly 1 and support toothed contra-rotating crankshafts 32 on
axis 33 having crank pins 69 communication with an elongate slot
135, in an arrangement similar to that of FIGS. 119 and 120. In
practice the frames are likely to comprise members which are
connected to each other after the engine itself is assembled, and
frame members can be passed through the interior of the piston,
before final frame assembly. Slot 69 is in a plate 34 centered in a
bowl 35 that is attached to the piston/rod assembly via load
bearing annular plate 36 and fasteners on axes 37. On the right
side, bevel gear 38 on shaft 39 drives any rotary machine,
including an electric motor and/or generator, indicated by crossed
rectangle 40. On the left side, bevel gear 38 drives shaft 41 which
engages with any other machinery (not shown). In a further
embodiments the features of FIGS. 119 and 120 are adapted to cause
shafts 39 and 41 to turn at different rotational speeds. In another
embodiment, there is no crankshaft and instead plate 34 is directly
connected to shaft 39 which is part of a reciprocating machine,
such as a pump or compressor. In other embodiments, the engine is a
module of compound machine such as an electrical motor
and/generator set or such as a pump set, and the engine is adapted
to have fitted approximately in the space indicated at 40
alternative secondary mechanical devices such as generators or
pumps or compressors, and optionally adapted to have fitted
interchangeable frames of differing configuration. Under such
circumstances, an engine, and optionally also its casing, can be
manufactured to be substantially usable in a multiplicity of
compound machines.
[0277] In another embodiment, fluid cooling is supplied separately
to an individual fuel delivery device, such as an injector, or
heating device, such as a glow plug. By way of example, FIG. 522
shows schematically part of an engine 51 held in place by plate 53
and gasket 54, defining a working chamber 51, in which a fluid
delivery device 55 is mounted with its own gasket 58, along lines
described previously, and to which a fluid supply line 56 is
attached. Fluid delivery is shown at 57. The device is surrounded
by an integral housing 59 defining a space divided into linked
concentric internal 61 and external 62 volumes by partition 60
extending from the top of housing 61 to close to the bottom. Tubes
62 connected to top of housing 61 penetrate the plate 53 and are
connected to cooling fluid line in 63 and cooling fluid line out 64
in such a way that lower temperature cooling fluid, indicated by
dashed arrows, can pass down the inner portion of the volume 61,
down to the bottom of partition 60 and, now warmer, up through the
outer portion of the volume 62. During at least some engine
operating modes, cooling fluid is pumped through the volume in the
flow described. Optionally, cooling fins 65 are provided anywhere
within the housing 59 or on the device 55, and/or compressible
material 66, optionally providing thermal insulation, sound
deadening and/or vibrational damping, is provided between housing
59 and engine portion 51. Optionally the cooling fluid is charge
air, so that heat energy given up to it is not wasted but used by
the engine. In a further embodiment, a casing housing the engine of
the invention consists of at least two basic elements, comprising
an outer portion separated from an inner portion which contains the
engine, such that the inner portion is capable of significant
independent movement relative to the outer portion, so that this
configuration of multiple-part casing functions as vibration
damper. By way of example, FIG. 523 shows schematically two
versions of such a casing, one on each side of a centerline CL.
Both versions have an exterior skin 71 of more or less rigid
material, elastomeric and/or flexible bridges for liquid fluid
lines 76, gas fluids 78, electric circuits 79, and a frame or
structure 75 which supports the engine of the invention together
with any secondary machines, all together indicated figuratively by
diagonal line 80. Range of movement of structure 75 relative to
skin 71 is shown schematically by dashed lines 81. On the left, the
skin is optionally not integral, but has a removable portion or lid
72, attached to skin 71 by fasteners, axes shown at 73. Between
skin/lid and structure is any compressible material, optionally of
fibrous or wool-like configuration, which optionally also functions
as thermal insulator and/or acoustic damper. Optionally the
structure has holes 77 to save weight. On the right, optional
thermal and/or acoustic insulation 85 is applied to the inside of
the skin 71, and the space between it and structure 75 is a partial
vacuum, with any kind spring, optionally the metal coil springs 84
shown here, serving to attach structure 75 to skin 71. Optionally,
load distributer or anchorage plates are placed at the ends of the
springs, as shown dashed at 86. In another embodiment, the engine
of the invention is a sealed disposable unit, which is not serviced
or repaired but discarded when its useful life to the operator is
over, and/or it is returned to the manufacturer for recycling
and/or refurbishing. None of the features of the above two Figures
are shown at any particular scale relative to one another. In other
embodiments, the engine is a module of compound machine such as an
electrical motor and/generator set or such as a pump set, and the
engine is adapted to have fitted approximately in the space
indicated at 40 in FIG. 511 alternative secondary mechanical
devices such as generators or pumps or compressors, and optionally
adapted to have fitted interchangeable frames of differing
configuration. Under such circumstances, an engine, and optionally
also its casing, can be manufactured to be substantially usable in
a multiplicity of compound machines, each having interchangeable
secondary machines within them. In another embodiment, a casing
including thermally insulating material has enclosed within it the
engine of the invention and additionally any one or more other
reciprocating and/or rotating machines, as disclosed herein. In a
further embodiment, the axis or axes of the secondary machine(s)
are at any convenient angle, and/or have any convenient
orientation, relative to the engine of the invention and/or the
casing, as shown for example in FIG. 511.
[0278] In further embodiments, where fasteners have been shown in
any of the embodiments of this disclosure as traditional threaded
bolts or studs with washers and nuts, etc, any other appropriate
fastening method of any kind is used. In this disclosure, working
volumes have been indicated as having circular, cylindrical or
toroidal form. In alternative embodiments, working volumes are of
any form, including of oval, oval toroidal, rectangular or
irregular. In this entire disclosure, where there has been
reference to identical components arranged mirror image about each
other, what is meant is substantially identical, without
consideration of small differences such as passages for fluid,
minor dimensional differences, inserts or holes to be used for
attachment purposes, etc. In further embodiments, any of the
engines disclosed herein are adapted in any manner for reversed
fluid flows, such that charge gas enters via a volume in the
cylinder assembly and exhaust gas leaves via the interior of the
piston/rod assembly. In further embodiments, any of the engine
arrangements disclosed herein, including in FIGS. 503 to 513 and
FIGS. 522 through 537, are adapted to the engines, and craft or
vehicles having engines, of FIGS. 1 through 425, FIGS. 462 through
501, and FIGS. 514 through 521.
[0279] The engines of FIGS. 172, 173 and 174 all show tensile
fasteners of circular cross-section arranged parallel to the axis
of reciprocation. The fasteners could have any appropriate
cross-section, including that of straps or thin strips of sheet,
arranged at any angle to the axis of reciprocation. FIG. 177 shows
very schematically a system of strap-like fasteners 3209 arranged
at angle to and constant radius from the axis of reciprocation. In
most applications there would have to be a second and corresponding
system of fasteners angled either in the opposite direction or
parallel to the axis of rotation (not shown). In the case of a
housing or casing of cylindrical shape having internal passages
3210, say for cooling fluid, these passages could also run mainly
diagonally, as shown very schematically in FIG. 178, and implied by
the details and sections of 3182 in 3181 in FIG. 172. Similarly,
where tubes are used structurally, as in 3192, 3198 in FIG. 174,
any apertures or passages in such tubes could be of any shape
and/or direction, including diagonally. In the case of straps
running on a curve, as illustrated in FIG. 177, or in the case of
either thin-wall tubes, or tubes with cut-outs whose primary
dimension is not parallel to the axis of reciprocation, then such
straps and/or tubes will probably have to be restrained. Usually
the most practical form of restraint will be the toroidal
combustion chamber components likely to be within them. In acting
as such restraint, the combustion chamber components would be
loaded in compression radially inwardly toward and more or less
perpendicularly to the axis of reciprocation. Therefore, the
provision of the straps or the thin-wall or other tubes mentioned
immediately above could be used as a design tool to distribute or
create desired loadings in the combustion chamber components. Fluid
delivery passages have been generally shown equal to each other and
travailing in a series of straight lines. They need not be equal
nor be linear. In the case of several fluid delivery points being
supplied from a common fluid delivery reservoir or gallery, it may
be desirable to have equal delivery path lengths although the
delivery points are unequally spaced from the reservoir or gallery.
In such case the arrangement of FIG. 179 can be considered, wherein
3205 are fluid delivery points, 3206 equal length passages, 3207 a
gallery all arranged within a tube 3208. The modular working or
combustion chamber layouts of FIGS. 163 through 174 have been
designed to be used for engines wherein component assembly 3004
only reciprocates, or it both reciprocates and rotates. According
to which, the function of the components such as 3166 to 3169, 3204
attached to the structural elements (such as fasteners, tubes) may
vary, either being linked to guide systems or some kind of
crankshaft. The combustion chambers are assumed to be of regular
toroidal configuration, but the concepts and sections could be
applied equally to sinusoidal toroidal combustion chambers (as are
disclosed in FIGS. 138 through 144), should compound motion of 3004
be desired. Equally, the roles of components 3004 and 3007 could be
reversed, in that 3004 is fixed and 3007 reciprocates or
reciprocates and rotates relative to 3004. In all appropriate
circumstances, component 3007 may be mounted to rotate in any
housing or casing. All the components shown in FIGS. 170 through
174 can be constructed of any suitable material. Generally it will
be preferred that the combustion chamber components 3155, 3156,
3189, 3190 be of ceramic material, while the fastening or
structural components 3164, 3165, 3192, 3198 be of metallic
material. Components 3180 (inlet port ring) and 3187 (transfer port
ring) could be suitably constructed of ceramic or metal (as well as
other material). Other spacer components to be of any suitable
material. For the sake of simplification, the components have been
shown abutting each other. In fact, any kind of suitable
inter-layers or materials could be used, including gaskets, ceramic
wool, etc. Because the scale would be too small, inter-layers are
generally not illustrated in FIGS. 170 to 174, but a double gasket
3155a is shown by way of example between the upper pair of
components 3155 in FIG. 170. In a selected embodiment, components
are coated with a powder, say by electrostatic deposition, prior to
assembly, which remains as a very thin spacer between components
after final assembly. The composition of the powder may be such as
to cause it to slowly bond to one or another of the components with
increased engine use, and exposure to heat and cooling.
Alternatively, after assembly and prior to use, the entire IC
engine, compressor or pump can be heat soaked for a period to allow
the powder to bind to adjacent surfaces. In further embodiments,
all or part of the fuel supply system and the at least partial
electronic control of engine operating parameters disclosed
schematically in FIGS. 1, 13, 16 and 20 is adapted any of the
engines of FIGS. 163 through 166 and 170 through 174.
[0280] So far in this disclosure, exhaust gas processing volumes of
various forms have been shown inside an engine or engine casing.
Included are the cylindrical volumes B in FIG. 163 and volume C in
FIG. 166--basic form summarized in FIG. 180, the tubular volumes B
in FIGS. 164 and 166 as well as volumes 1008 in FIGS. 20 and 1290
in FIG. 21--basic form summarized in FIG. 181, and the
semi-rectangular volumes similar to 1310 in FIG. 97--basic form
summarized in FIG. 182. These semi-rectangular forms are usually
associated with an engine with a rectangular casing or housing,
which defines part of the exhaust processing volume. In some
applications, the exhaust gas processing volumes, also known as
reactors, can be outside the engine or engine casing, in much the
same manner as exhaust manifolds are presently attached to engine
blocks or cylinder heads. In the disclosure of exhaust gas
treatments that follows, the many examples illustrated will show
externally applied reactors, but the features and principles
disclosed may also be applied to reactors or volumes within an
engine.
[0281] It is well known that the art of cleaning exhaust gases (as
opposed to the art of minimizing the formation of pollutants at the
point of combustion) is centered around the technique of speeding
up chemical reactions normally tending to continue in the exhaust
gases at a slow rate, and that this speeding of chemical reaction
is achieved by some combination of two basic means, namely (1) the
provision of catalytic agents and (2) the encouragement of
reactions under conditions of heat and/or pressure. An internal
combustion engine generates great heat which is substantially
contained in the exhaust gases leaving the combustion chamber. The
best way to use this heat to clean the exhaust gases is to either
place the exhaust gas treatment volumes or reactors in the engine
or as close to it as possible. Generally, the hotter the operating
temperature of engine exhaust gas processing and cleansing volumes,
the quicker the desired chemical reaction will take place. In the
case of such volumes being outside the engine itself, the closer to
the exhaust port they are, the hotter they will be. The larger the
volume, the longer the gases will reside in it, the more completely
the desired chemical reactions will take place. In many engine
designs, the volume closest to the port is the exhaust manifold,
which in the invention is adapted to work as an exhaust emissions
reactor. Such adaption may include enlarging its volume and/or
incorporating special materials, products or devices within the
manifold expressly to hasten chemical reactions. The manifold may
be adapted by enlarging the volume and perhaps changing the
cross-sectional form of the typical common tube, and retaining the
stub manifolds attached to it and which bolt onto the typical
engine block. To ensure compliance with today's strict exhaust
emission control laws, the exit to the reactor is optionally wholly
or partly closed during at least a portion of the cold start
period. In the disclosure of exhaust gas treatments that follows,
many of the examples and features illustrated will be relevant to
externally applied reactors, but the features and principles
disclosed may also be applied to reactors or exhaust handling
volumes within an engine. The exhaust processing volumes or
reactors of the invention are shown in this disclosure by way of
example in a variety of configurations, assembled and mounted in
different manners. These volumes or reactors may have any
appropriate configuration, method of assembly and method of
mounting, including those not shown or described in this
disclosure.
[0282] Today, much space around an IC engine exhaust manifold and
between it and the engine block remains unused. To obtain the
maximum reaction volume within a given space for an engine
assembly, and to make the reaction volume as hot as possible, an
exhaust emissions reactor may be mounted hard up against the
engine, with the exhaust ports discharging directly into the
reaction volume. An embodiment is shown by way of example in FIGS.
183 to 185, where the reactor assembly comprises an outer casing 10
made of any convenient material including metal, an inner chamber
11 of solid ceramic material optionally having significant thermal
insulation properties which substantially conforms in shape to the
inner surface of the outer casing 10, and a layer of to a degree
compressible material 12 interposed between the inner chamber 11
and outer casing 10. The compressible and/or fibrous material
optionally has thermal insulation properties. In an alternative
embodiment, optionally where the material for the inner ceramic
chamber has been selected for structural strength and is not an
especially good insulator, the compressible or fibrous material has
substantial thermally insulating effect. The periphery of both the
outer casing 10 and layer of fibrous material 12 are provided,
respectively, with flanges 13 and 14, having a plurality of aligned
apertures through which bolts 15 pass to mount the reactor assembly
on an engine 16 so that all the exhaust openings 17 of the engine
communicate with the interior of the inner ceramic chamber 11.
Filamentary material such as nickel chrome alloy is accommodated in
the inner chamber 11 in two forms, first randomly disposed wire 18,
and second a spiral coil 19 of thicker wire mounted adjacent each
exhaust opening 17, in order to reduce the velocity of the exhaust
gases beyond the opening. The interlayer 12 is compressible partly
to compensate for differing coefficients of thermal expansion of
the casing 10 and the chamber 11. The compressible material 12 may
be of any form including foamed of fibrous, and be of any type,
including ceramics or plastics and, in a selected embodiment,
comprises ceramic mat or fibre. In operation, due to the
positioning of the reactor in relation to the engine and the
insulation of the reactor's inner surface, the contents of the
chamber, ie gases and filamentary material, are maintained at a
high temperature, so that the exhaust gases discharged from the
engine cylinders continue to react as quickly as possible after
entering the ceramic chamber. In addition, the filamentary material
18 acts as a filter to trap any solid particles in the exhaust gas,
where they can slowly decompose over time, and induces localized
turbulence which pushes the maximum quantity of gas into contact
with the hot surfaces of the filamentary material in the shortest
possible time. In another embodiment, if the ceramic material
selected for the chamber 11 has only modest thermal insulating
properties, then the compressible interlayer has significant
thermal insulating properties. It can made thicker than shown in
the schematic FIGS. 184 and 185. In a further embodiment, there is
no material interlayer 12; instead the ceramic chamber 11 is placed
in the casing, either in direct contact with it, or separated from
it by a volume of air and optionally by spacers. The spacers may
comprise separate components, or they may comprise projections on
either casing or chamber. FIG. 187 shows by way of example a volume
of air 12a between casing 10 and chamber 11, which has spacer
projections 12b at intervals. In a selected embodiment, in order to
ensure rapid warm-up of the filamentary material 18 and 19 during
cold starting, a valve member 20 is pivotally mounted on a spindle
21 adjacent the discharge end of the reactor assembly. The metal
casing 10 and layer of compressible material 12 are provided,
respectively, with flanges 22 and 23 which, as shown in FIG. 185,
are connected by bolts 24 and retaining nuts 25 to the flange 26 of
an exhaust pipe 27 forming part of the exhaust system, say of a
vehicle. Under cold starting conditions, the valve 20 is closed
either manually or automatically, generally a few cycles after
firing commences, by linkage 28, so that the newly fired exhaust
gases are retained in the chamber 11 to ensure a rapid temperature
rise therein, until a predetermined pressure is reached, whereupon
the valve member 20 is opened, at least partially. Conveniently,
this may be effected by having the valve 20 biased to a closed
position by a torsion spring (not shown), operative only during the
cold start procedure, and mounted on a spindle 21 which is placed
so that the increased pressure in the reactor assembly applies a
turning moment to the valve member 20, which commences to open when
the moment exceeds the closing force exerted by the spring. A
pressure relief valve 40 and passage 41, shown diagrammatically in
FIG. 183, may be provided in the chamber anterior to the valve
member 20. The valve at the discharge end of the reactor retains
the hot exhaust gases in the chamber with a consequent rapid rise
in the temperature of the filamentary material, which in turn
assists in the continued reaction of the trapped gases. A similar,
although less intensive, effect is achieved by the partial closure
of the valve member, which by the build up of pressure delays the
normal passage of the exhaust gases, which thereby remain longer in
contact with the filamentary material and heated surfaces and react
more completely. Alternatively, any convenient means may be used to
restrict cold start during initial engine and reactor warm up.
[0283] In alternative embodiments, the reactor housing is of
monolithic ceramic material, and/or part of the filamentary
material is mounted in the exhaust port, as shown by way example in
FIG. 186. Here, one end of the spiral coil 29 which has a thickened
externally threaded base is screwed directly into the exhaust
processing volume opening(s) at the exhaust port 17. The reactor
housing shown partly in section at 42 is held in position by "L"
clamps 43 and bolts 15. In the modified arrangement shown in FIG.
187, if it is necessary to reduce heat transfer from the outgoing
exhaust gases to the surrounding engine 16, each opening 17 is
provided with a sleeve 30 of ceramic material which has a layer of
compressible and/or fibrous material 31 interposed between its
outer surface and engine 16. A skin 32 of metal or other material,
optionally having catalytic effect, is shown placed within the
insulation of the reactor in order to assist in the reaction
process. In FIG. 187 it is shown diagrammatically, but in a
selected embodiment, this skin of metal or other material is of no
significant thickness and constitutes a film which has been applied
by a deposition process, or a leaf (say of similar configuration to
gold leaf) applied by pressure and/or adhesive. The film may
further be applied to a say ceramic structure by means of
depositing the material in powder form on the surface of a mold
during the process of manufacturing such ceramic structure. Where
this process entails forming under heat and/or pressure, the
foreign material will be bonded to the ceramic to substantially
form a film. Skin 32 may be continuous, or may be discontinuous and
applied only in selected portions of the reactor. The reactor may
be constructed as already described, ie either from solid ceramic
or a multiple layered construction comprising an internal skin of
ceramic, an interlayer of compressible material such as fibrous
ceramic wool, and an external structural casing of metal or of any
other appropriate material. Alternatively, any other suitable may
be used for any portion of the reactor assembly. The housing may be
of composite construction, eg with one layer manufactured inside or
outside of another already manufactured layer. In this way, a layer
of high temperature resin, having very good insulation qualities
but not very resistant to abrasion or corrosion, may be formed
outside of a ceramic shell which, because of its hardness and
greater temperature tolerance, will be less resistant to attack by
the exhaust gases, as more fully described subsequently.
[0284] In operation, the device described above will act as a
thermal/catalytic exhaust gas reactor, that is to say, it is
capable of achieving its objective of hastening the process of
reaction by the provision of both a high temperature environment
and a catalytic action in the same reactor assembly. For reasons
which will be more fully explained later, it is the temperature
aspect which is in general more important, ie more effective, and
the catalytic action can be said to be, in some applications, an
assistance to the temperature-oriented process. It is possible,
with basically very clean engines, to envisage de-polluting the
exhaust gases to the highest standards with negligible or
coincident catalytic action. By coincidental is meant that
materials having some catalytic effect may be present in contact
with the gases for reasons unconnected with catalytic action, that
is, they may be the most suitable materials to meet certain design
parameters, such as high temperature resistance, etc. In a selected
embodiment, catalysts are positioned within the reactor assembly to
assist in the removal or transformation of the undesirable
constituents in the exhaust gases. The embodiment of FIG. 187
relating to metal or other films described above shows how a
catalyst may be associated with the internal surface of the
reactor, but to be properly effective the catalyst should be
present throughout the chamber, so that all the gases may be
exposed to catalytic action. Catalysts may be incorporated in or
with the filamentary material disposed within the chamber. By
catalyst is often meant materials with very strong catalytic action
such as noble metals like platinum, palladium, etc. However, in
this disclosure catalyst is meant to be any material having a
significant, measurable catalytic effect and thereby is certainly
included materials having only moderate catalytic effect, such as
nickel, chrome, nickel/chrome alloys, certain ceramics such as
alumina, etc. Nickel/chrome alloy is an especially suitable
material, since it is not too expensive and is relatively resistant
to corrosion, abrasion and high temperatures, having a moderate to
good catalytic rating. However, at high ambient temperature,
nickel/chrome tends to form surface films of nickel chrome oxide,
which has a catalytic rating considerably better than that of its
base. The conventional approach to the provision of catalytic
action within exhaust reactor systems involves the placing of
strong catalysts such as noble metals in small quantities on a
supportive material, such as a ceramic substrate. In a similar
manner, the filamentary material may have deposited on it small
quantities of another material having catalytic properties.
Alternatively, the filamentary material may be constructed of a
material which itself has a moderate to good catalytic effect, such
as nickel/chrome alloy, or alumina. The filamentary material may
consist of any metal including high temperature metal alloy, such
as stainless steel, Iconel, or ceramic material, or polymers,
hydrocarbons, resins, silicons, including any of the materials'
oxides, etc. By the term "filamentary material" is meant portions
of interconnected material which allow the passage of the gases
therethrough and induce turbulence and mixing by changing the
directions of travel of portions of the gas relative to each other.
Such material conveniently takes the form of random or regularly
disposed fibers, strands or wires, but may also take the form of
multi-apertured sheet or slab, cast, pressed or stamped three
dimensional members having extended surfaces.
[0285] Especially in the case of un-cooled engines, with exhaust
gas temperatures in the region of 700 to 1,000 degrees C. or
higher, the invention will constitute a very effective thermal
reactor. High working temperatures will be attained because of the
reactor's close proximity to the exhaust openings, which discharge
directly into the reaction volume, and its shape which entails a
small external surface in relation to volume, so keeping heat loss
to a minimum. In the case of reactor applied externally to present
engines, the shape of the housing, which in the embodiment of FIGS.
183 to 185, can broadly be described as a form of inverted
megaphone, and the presence of filamentary material (perhaps of a
wool-like configuration) internally, it will act to a significant
degree as a muffler. It is known that a muffling effect involves
dissipation of sound waves, whose energy is converted to heat,
which remains residual in the muffling agent. In this manner, a
significant additional build up of heat will occur in the
filamentary material and on the walls of the chamber, due to the
dissipation of sound waves and also of physical vibration. The main
chemical processes involve oxidation in part of the reactions, and
these overall exothermic reactions generally produce further
considerable heat. It is estimated that because of a combination of
all or some of the above factors, ambient temperatures in the
reactor of the invention can be higher than at the exhaust port. In
today's engines, temperatures drop during idle or low-load
conditions, and here the invention will be at an advantage over
some other systems, in that a relatively thick ceramic shell can
act as a heat sink (as do ceramic linings in many industrial
processes) and cause some heat to be radiated inward if the exhaust
temperature drops below that of the inside of the housing. This
radiation will be directed to maximum advantage in housings having
rounded or radial cross-sectional form, similar to the embodiment
of FIGS. 183 through 186. The insulation, the close proximity to
exhaust ports, gives the present reactors much higher operating
temperatures than are general in today's emissions systems. Because
catalytic effect tends to increase markedly with rise in
temperature, the present reactors will either require less
catalysts for a given degree of exhaust cleansing, reducing system
cost, or the same amount of catalysts will provide greater
cleansing. Most of the benefits described herein, especially those
relating to temperature, will be greater if the reactor is all or
part of an exhaust processing volume contained within an engine.
The beneficial effects of the high ambient temperature are most
efficiently exploited in the present invention principally through
the provision of filamentary material, which exposes the exhaust
gas to a multiplicity of hot surfaces. It is known that for some
reason, apparently still not fully understood by thermodynamicists,
chemical action more readily takes place in the presence of a
heated surface. This phenomenon is distinct from catalytic action,
which relates to the nature of materials. Therefore the provision
of multiple, closely spaced heated surfaces in the form of
filamentary material ensures that every portion of the continuously
reacting exhaust gases is in close proximity to a heated surface.
Further, the exhaust gases are immediately exposed to such surfaces
on leaving the port, when they are at their hottest and most ready
to react. The filamentary material has the additional advantage of
inducing minor turbulence, causing the various portions of the
gases to mix properly with each other, thus helping the reaction
process and also causing some heat to be generated by the kinetic
energy of gas movement. This turbulence is important for another
reason, in that it allows the composition of the gases more readily
to "average out." During the process of combustion, different
products are formed in the various portions of the cylinder, due to
differences in temperature, the variable nature of flame spread,
locality of fuel entry and of any spark plug, presence of fuel or
carbon on the cylinder walls, etc. Usually these differing products
of combustion are mixed to some degree in their passage through the
port, but nevertheless pockets of a particular "non-average" gas
may persist, and these will not have the proper composition to
interact in the desired way. This can occasionally present
difficulties, for instance in the long unconnected capillary
passages of the honeycomb structures often currently used in
catalytic converters, especially if these are mounted too far from
the exhaust ports. The nature of the filamentary material of the
invention ensures that this proper "averaging out" or intermixing
of gas composition takes place. The filamentary material, together
with the high ambient temperatures, will ensure that the invention
will be exceptionally tolerant of particulate matter and impurities
or trace materials. The filamentary material, especially if at
least partly of fibrous or wool-like configuration, will to a great
extent act as a trap for particulate matter, without the lodging of
such matter in the reactor significantly affecting the latter's
performance. Certain other systems, such as catalytic honeycomb
structures are sensitive to particulate clogging, damage by
impurities originating in the fuel or by operator misuse. The vast
majority of any particulate matter lodged in the present reactor
system, with its exceptionally high ambient temperatures, would
decompose, oxidize or otherwise react, especially if deposited on
surfaces having catalytic characteristics. Both in its thermal and
catalytic operating modes--which in practice merge to form a
homogenous encouragement for matter to combine--the reactor is
intended to function in the tri-component or three constituent
mode, that is the principal pollutants are all reduced during their
passage through the single device. A broad description of the
chemical processes can be found in my U.S. Pat. No. 5,031,401.
[0286] The first attempts to solve the emission problems used a
thermal approach, because of its many inherent advantages. Work was
gradually abandoned because of the great difficulties of the
cold-start situation. To be effective the reactors had to be hot;
warm up took a considerable time, during which an unacceptable
level of pollutants were emitted. It was to overcome this
traditional problem that the cold-start procedure of this
disclosure was evolved. A reactor inevitably has a considerable
mass, so efforts were made by the applicant to devise a system
whereby at least the effective working parts of the reactor
attained the desired temperature, rather than the whole assembly,
including parts not affected in the reaction process. The surfaces
of the present invention are its effective working parts, and
almost wholly comprise the internal lining of the reactor assembly,
which includes thermal insulating material, and the internally
disposed filamentary matter. The insulating material, such as
ceramic, may have a low conductivity and therefore will not
significantly transmit heat from the interior of the chamber, nor
will it need much heat input to heat the surface molecules to the
internal ambient temperature. It is for this important reason that
the invention has its reaction volume directly enclosed by
insulating material. The interior filamentary material essentially
has low mass and extended surface area, unlike the heavier baffles
or internal chambers of some other reactors. It is in order to use
heat already available from the process of combustion, rather than
purposely provided from another source for initial cold start, that
the gas exit from the chamber is at least in part closed after
firing commences. Calculations have shown that, provided all the
newly fired gases can be retained by the chamber, its working
surfaces will attain temperatures of roughly 700 C within between
about five and fifty cycles after firing commences, depending on
engine type, degree of conductivity of the filamentary material,
whether exhaust port insulation is fitted, etc. It has been assumed
that the total reaction volume is approximately double the engine
capacity and that roughly 500 grams of filamentary material are
employed for every two liters engine capacity. At idling speeds of
1 200 rpm, a four-stroke engine would have, according to the above,
a warm up period between half a second and five seconds. A
contributing factor to the temperature rise is the fact that the
gases are maintained under pressure, this pressure soon
contributing some load to the pistons, and thereby enabling the
engine and especially the combustion volumes to warm up more
rapidly. In a selected embodiment, the reactor gas exit is closed
in cold start by mechanical or automatic means after firing has
commenced and just prior to the newly fired exhaust gases reaching
the closure means, which in the case of four-stroke engines will be
somewhere between two and five cycles after firing commences,
depending on reactor volume, etc. This allows the residual gases to
be expelled, and ensures that all the thermal energy produced by
the combustion process and contained in the exhaust gases at the
ports is entirely used to heat the working surfaces of the
invention, and accounts for its rapid warm up. The newly fired
trapped gases are reacting in the desired fashion, but more slowly
than they would at normal working temperatures. The fact that they
remain much longer in contact with reactor surfaces than they do
under normal running high temperature situations compensates for
their slow reaction rate and ensures that the first gases are
largely pollutant free when they leave the reactor, an important
advantage when having to comply with cold-start emissions
regulations.
[0287] The present invention has the unique advantage of producing
zero emissions, in fact no exhaust gas whatever, during cold start.
The minimum number of cycles (ie firings) needed to reach reactor
operating temperature, and the maximum number of cycles which may
elapse before the exit need be closed, are sufficiently near
overlap to ensure that the newly fired exhaust gases can be totally
contained (ie the closure member be totally closed) for at least a
substantial, very possibly the whole part of the cold start
procedure, depending on such parameters as engine and reactor
construction, volume relationships, etc. In a selected embodiment,
the closure member remains wholly closed until a pressure is
reached inside the reactor, which is just below that which would
cause the engine, which is pumping against reactor pressure, to
stall on idling. In use, it is preferred that an engine be not
usable during the few seconds of the cold start procedure, since
pressure below optimum for warm-up procedure must be adopted if
allowance is to be made for possible engine engagement. The reactor
pressure limit may be increased by the provision of either manual
or automatic special engine setting, such as altered ignition or
valve timing, special fuel mixtures, alteration of compression
ratio, etc., during the cold start procedure. Once the maximum
allowable pressure in the reactor has been reached, the gas exit
closure member may either (a) wholly open to release pressure and
bring the system to normal running, (b) part open to maintain the
pressure, allowing gases to leave the reactor at approximately the
same rate as on entry, (c) remain closed while a second closure
member wholly or partly opens to relieve or maintain pressure and
conduct exhaust gases through a passage other than the normal
exhaust system. This alternative is discussed more fully later.
Alternative (b) allows the cold start procedure effectively to
continue, since the maintenance of reactor volume pressure ensures
that the gases spend longer in their passage through the chamber
than under normal running conditions, this lengthening of passage
time enabling the gases better to transfer heat to the colder
reactor surfaces, and to remain in a reacting environment for a
more extended period to compensate for colder temperatures, so
enabling the anti-pollution reactions substantially to take place.
In a similar manner, alternative (c) also allows the cold start
procedure to be maintained. In the selected embodiment, the first
closure member is fully opened when the desired operational
temperature is reached. The resultant pressure drop as normal gas
flow rates commence will normally cause an initial surge in engine
idling revolutions, giving the operator an audible indication that
the engine is ready for work. In vehicles, a temperature-activated
switch may be incorporated making the vehicle only driveable after
the reaction volume has warmed up and the reactor valve has
opened.
[0288] The arrangement of the reactor assembly in the manner
described affects an art not strictly the subject of the present
invention, namely that of exhaust gas flow. This art has for long
been associated almost exclusively with the movement of columns or
pistons of gas, and in particular with the kinetic energy and
pulsing effects which are built up in the regular dimensioned
columns of gas. Most of the embodiments disclosed here dispense
entirely with regular tubular configurations in the exhaust
system's initial and most important section, with the result that
the exhaust gases will flow in a manner previously little explored.
Initial research has indicated that the gas flows of the invention
present possible benefits. Firstly, the relatively great increase
in cross-sectional area of the reaction volume over the total
cross-sectional area of the exhaust openings ensures a considerable
decrease in the velocity of the gases. The reduced velocity will
greatly lengthen the durability of at least parts of the reactor
assembly, since much wear is caused by the abrasive effect of the
fast moving gases and their particulate content. Secondly, the
gases from each cylinder or opening meet and merge in the reactor
volume, eliminating exhaust pipe branching. Branching is one of the
problem areas of conventional exhaust flow art, since it is here
that considerable power losses often occur. It is possible by
careful design of branches to eliminate much power loss, but
usually only within an optimum flow range. When engine speed varies
above or below this, power losses increase. Thirdly, the reaction
volume will, to a valuable degree, absorb vibration and, as has
been mentioned earlier, also sound. Conventional exhaust pipes,
with their regular, tubular configuration and metallic
construction, may transmit and be the cause of, usually thorough
magnification, of much vibration and noise in their own right. The
vibrations originating with engine combustion and carried by the
exhaust gases will tend to become dissipated by the large volume of
gas and filamentary material in the reactor. Although it is useful
to place the reactor over a conventional exhaust port opening
having a cylindrical shape, it is felt that the sudden
transformation of the gas from a columnar configuration to the
amorphous flows of the reactor volume, plus the sharp edge of the
junction between opening and engine face, will together contribute
to an unnecessarily inefficient gas flow and consequent power loss.
For this reason, in a selected embodiment the neck of the exhaust
opening bells out, that is progressively increases its diameter or
cross-section in some manner, and has been so shown in the sections
of FIGS. 185 and 187. This has the beneficial effect of
decelerating the rate of gas flow progressively. A basic embodiment
involves the placing of an open-sided chamber against the engine
block or casing, so eliminating the conventional exhaust manifold.
The block therewith forms part of the reactor housing, and as such
may play as important a role in the reduction of pollutants as the
portions of the reactor assembly so far described, namely the
applied housing and the filamentary material. It has been shown how
the housing fits directly onto the engine, whether or not this has
other features, such as port liners or filamentary spirals. In
alternative embodiments, an inter-member may be applied between
engine and reactor housing proper, this inter-member either wholly
or partly completing the definition of reactor volume. Where a
section ceases to be an inter-member and becomes an appendage to
the engine is not strictly definable, but in general an
inter-member is considered making contact with the periphery of the
housing. The various features described, whether in relation to
inter-members or attachments to the engine, are intended to be
applicable to both, and also where suitable to the periphery of the
housing.
[0289] Examples are illustrated schematically in FIGS. 188 through
196. FIG. 188 shows an integral chamber or housing 51 enclosing a
reaction volume 52, both having interposed between them and engine
53 with exhaust opening 54, an inter-member 55 of substantially
flat configuration. FIG. 189 shows a similar arrangement, but with
the inter-member 55 in association on one side with both engine 53
and an exhaust opening liner 56, which in the embodiment
illustrated is restrained in position by the inter-member 55. FIG.
190 shows a similar arrangement to that of FIG. 188 but with the
substantially flat inter-member 55 recessed into a corresponding
depression 59 in the engine 53, being restrained against the block
in the embodiment shown by the enclosed housing 51. In FIG. 191 is
shown an arrangement similar to that of FIG. 188 but where the
inter-member 58 is of enclosing configuration, that is when viewed
in elevation from the reaction volume side it is seen to have a
depression 59 defined by a peripheral lip 60, the outline of which
corresponds with that of the lip 61 of the enclosed housing 51. A
notional plane drawn across the lips will define two sections of
the working volume of the reactor, one within the housing at 62,
the other within the depression 59, of the inter-member. FIG. 192
shows a broadly similar arrangement, but where the mounting between
housing and inter-member is used to support filamentary material
63, which is also shown at 63 in FIG. 189. FIG. 193 shows an
arrangement similar to that of FIG. 191, but where the enclosing
inter-member 64 has at least one integral projection 65 on its
engine side to fit into a corresponding depression in the engine
block, in this embodiment of approximately ring or hollow cone like
configuration, to act as exhaust opening lining. FIG. 194
illustrates the fixing detail at (A) in FIG. 188, where an L clamp
66 and bolt 67 press the housing 51 to inter-member 55 and thence
to engine 53. Optional compressible heat resistant material 68 is
interposed between the joints to allow for proper sealing, possible
differential expansion of the various components, and more even
load distribution between possibly marginally mismatched surfaces.
FIG. 195 is a detail at (B) of FIG. 190 showing a similar fixing
technique, and an alternative embodiment where the inter-member 55
retains in position an exhaust opening liner 56. FIG. 196 shows a
fixing detail suitable for use at (C) in FIG. 192, but retaining a
different type of inter-member 69, one which does not substantially
mask the engine, but which is part of an effective division of the
enclosing housing, the advantages of which are explained below.
Here the two portions are shown separately fixed to the block,
although in some embodiments only the outer housing need be fixed,
depending on detail design. For example, the housing 51 is retained
against the inter-member 69, by means of strapping band 70
pivotally attached to winged extensions 71 of a collar 72 mounted
on un-threaded portion 73 of a stepped diameter stud 74, by means
of nut 75 and washer 76 shown dotted. The inter-member 69 is fixed
to the engine 53 by means of the same stud 74, an L clamp 66 and a
washer 77 and nut 78 of larger internal diameter than the set 75,
76. The strapping band 70 would wrap around housing 51 and be
anchored in similar manner at "D", in FIG. 192. Optional
compressible heat resistant sealing material 68 is disposed within
the joints between mating surfaces. The provision of an
inter-member may have at least three principal advantages. Most
importantly, it offers an opportunity to prevent heat transfer
between the reaction volume to the engine, since the inter-member
can be made of insulating materials such as ceramic, similar to
those of the main housing. Secondly, the additional and more
conveniently disposed joints between various pieces may be used
also to act as supports for additional matter, such as the
filamentary material 63 between inter-member and housing in FIG.
192 and between inter-member 55 and liner 56 in FIG. 189. Thirdly,
the inter-member offers the opportunity of splitting a reaction
volume housing whose internal (or external) surface describes a
curve of more than 180 degrees in cross-section, so that the
portions may be manufactured on a male (or female) mold, a possibly
cheap and structurally desirable way of producing the housings. It
can be seen, for example that the reactor assembly of FIG. 192
might not be manufactured by molding if it were of integral
construction in cross-section. Although in each case only one
inter-member has been illustrated, a plurality of inter-members may
be used in association with one enclosing housing, or multiple
inter-members may be combined to form such a housing.
[0290] In a selected embodiment, depressions formed in the engine
block become part of the exhaust reaction volume. FIGS. 197 and 198
show schematically by way of examples sectional plan views of
reactor housings 79 mounted over the exhaust openings 54 of an
engine 53, where depressions 80 have been formed in volume usually
occupied by the engine assembly, the space gained by the depression
becoming an integral part of the reaction volume 52. In FIG. 197
there is a continuous depression, and in FIG. 198 a series of
depressions 80 have been formed about provisions for other features
at 81, such features possibly including liquid cooling passages.
Apart from the two above examples, space normally occupied by
engine may be given over to the reaction volume in any
configuration. It is generally desirable to have reaction volumes
as large as possible for purposes of exhaust emission treatment,
the limiting factors often being lack of under-hood space in
vehicles and the cost of providing greater and stronger reactor
housings. In the case of the present invention, reaction volumes
may be increased without any sacrifice of under-hood space or
increase of housing size and cost, by the procedure of "hollowing"
into the engine. The degree to which this will be possible will
depend on such factors as whether an engine is especially designed
to accommodate the invention or not. Hollowing into the engine is
also a means to allow more progressively shaped reaction volumes
and more efficient and smooth gas flows to be achieved. In a
further embodiment, the axes of any exhaust ports are not parallel
and are individually angled to provide optimum direction of gas
flow into the reaction volume. FIG. 199 shows by way of example a
schematic sectional plan view of a reactor housing 79 mounted on an
engine 53, having exhaust openings 54 whose axes 82 are not
parallel to one another and/or not perpendicular to the engine
face, while FIG. 200 shows a similar arrangement in vertical
cross-section. It is important that the exhaust gases distribute
themselves as evenly as possible within the chamber, so that the
factor of time multiplied by the area of surface exposed is as
equal as possible for the gases from differing openings, and that
such wear and/or loading caused by abrasion, corrosion and gas
velocity is as evenly distributed within the reactor as possible.
This optimum equaling out effect may be achieved, among other
means, by angling the flow from each opening in the most suitable
directions, which will often involve exhaust opening or port axis
layouts along the lines of the examples described by FIGS. 199 and
200. In a selected embodiment, the end opening axes are furthest
angled from the perpendicular to engine axis in plan view and the
central opening axes furthest from the perpendicular in vertical
cross-sectional view, which will enable the gases to more readily
travel the same distance to the reactor gas exit. Below is
mentioned an alternative or complimentary means of better
distributing gas flow.
[0291] It has been seen in some of the embodiments described above,
that filamentary material may be introduced in the exhaust opening
area, both to assist in the process of reaction and/or to properly
direct the flow of exhaust gases. The control of gas flow may be
achieved by providing members of substantially vaned, honeycombed
or flanged configuration within the opening, such members being
manufactured of any suitable material such as metal or ceramic. In
a selected embodiment, any of the filamentary material or members
in the reaction volume is made of material having catalytic effect,
such as nickel/chrome alloy or alumina, if the gas flow directors
are desired to significantly assist in the reaction process. The
particular embodiments of filamentary material suitable for exhaust
opening areas, with their relatively restricted cross-sectional
areas and high gas flow rates (compared to those of the reaction
chamber itself), are those where the material does not have
significantly great cross-sectional area, which would cause
obstruction to the gas flow past the material. However, any
configuration of filamentary material may be employed in the
opening area, including the various embodiments described
subsequently, especially if it is intended to utilize the material
to assist in the reaction process. By way of example, there is
shown in FIG. 201 in cross-sectional view and in FIG. 202, which is
a front elevational view as seen from E, an exhaust opening liner
combined with honeycomb configuration gas flow director 83 held in
position against engine 53 by inter-member 55. There is a heat
resistant compressible material 68 between the joints. Inside the
opening 54, the greater mass of gas will be concentrated toward the
outside of the curve at 84, and therefore the honeycomb structure
has at the end facing the gases a diagonal face 84a across the
opening as shown, so that whatever frontal area the honeycomb vanes
85 have will cause the gases by deflection to pass through the
structure more evenly distributed. With progression of gas flow the
vanes become more mutually further spaced, so reducing gas
velocity, and curve away from each other, so that the mouths 86 of
the structure will direct the gases in a multiplicity of
directions. The honeycomb structure may be of any suitable
cross-sectional configuration, including by way of example, that of
FIG. 203, where the passages have six faces, or that of FIG. 204,
where the passages are formed by the intersection of radial and
coaxial membranes. In an alternative embodiment, gas flow is
directed by flanged members running part of the length of the
exhaust opening, as shown by way of example in an embodiment
illustrated in sectional plan view FIG. 205 and in partial
cross-section in FIG. 206. The flanged members are alternatively
"Y" shaped configuration at 87 and of roughly cruciform
configuration at 88, and are spaced and held from each other by
spacer rings 89 disposed at intervals along the length of the
assembly. The flanged assembly of the illustrated embodiment is
retained by fitment into grooves 90 in the opening surround 91,
such grooves optionally containing a compressible bed 92 at F in
FIG. 205 and are held against 53 by inter-member 55 sandwiching the
bent extension of flanges as at 93 through compressible material
68. It may be desired to impart a rotating motion or swirl to the
exhaust gases during their passage through the openings, so as to
assist in the proper mixing of gases within the reactor volume. To
this end, successive openings may have alternating directions of
swirl, as indicated diagrammatically in FIG. 207. The swirl may be
imparted by vaned members disposed diagonally across the axis of
gas flow. The vanes may be placed anywhere within the opening area
but in a selected embodiment illustrated diagrammatically in FIG.
208, the vanes 94 project from and are integral with the exhaust
opening wall or lining 95. If it is desired to introduce some
turbulence as well as swirl to the gases, the individual vanes may
be of wave-like configuration, as shown by way of example in
elevation in FIG. 209, and in FIG. 210 in a sectional plan view
through G of FIG. 209. All the features described herein may be
combined in any convenient or desired way. By way of example, FIG.
211 shows a selected embodiment in cross-section. The reaction
volume is enclosed by an inter-member 55 of ceramic material having
projections comprising exhaust opening liners 56 and spaced from
engine by compressible heat resistant material 68 such as ceramic
wool, together with an enclosing housing 51 of integral ceramic
construction. The joint between the two principal enclosing members
supports a filamentary space frame 96 that is a construction of
short straight metal rods connected to each other at different
angles, which substantially fills the foremost part of the reaction
volume, the rearmost portion of which is occupied by filamentary
material 18 of wool-like configuration, of say a ceramic based
compound. Within the exhaust port area are two metal cone shaped
spirals 97 mounted back to back with projecting bayonet fixings
shown dotted at 98, which locate in grooves 99 running from initial
entry away from the direction of the exhaust valve, so that the
pressure of gas flow will cause the spring projections or bayonets
to seat at the end of the grooves.
[0292] Filamentary material where disposed in a housing or
container of some kind is defined as portions of interconnected or
abutting or closely spaced material which allow the passage of
fluid therethrough and induce turbulence and mixing by changing the
directions of travel of portions of fluid relative to each other.
By interconnected or abutting or closely spaced is meant not only
integral or continuous, but also intermittent, intermeshing or
inter-fitting, while not necessarily touching. The above definition
is applied both to material within a housing or container as a
whole, and also to the individual portions of that material in any
fluid processing volume, or portions of such volume. In this
disclosure filamentary material is mostly described positioned in
an exhaust gas processing volume, such as a reactor, but the
filamentary material of the invention may be disposed in any volume
containing any fluid, and may serve to assist mixing of the
components of any fluid, or to hasten chemical or other reactions
in any fluid. It is envisaged that in its most effective form the
filamentary material in one exhaust gas reactor will consist of
sections of varying composition. The three main classes of
filamentary material may be said to comprise slab or sheet
material, wire, and wool, listed in order of progressively less
resistance to abrasion and shock, provided of the same material.
Therefore it is logical to place the more robust forms nearer the
exhaust openings, with the more fragile embodiments toward the rear
of the reactor. If catalytic effect is desired, then the most
suitable materials may be best incorporated in a particular form,
this form being such that it is most suited to be placed in a
particular portion of the reactor. It is possible that more than
one catalyst is desired and these may be incorporated in positions
most suitable to their differing forms. The main chemical reactions
tend to take place in a certain sequence and, if special catalytic
assistance is desired for a particular reaction, that catalyst in
combination with the most suited form of filamentary material may
be placed in that area of the chamber where the reaction is most
likely to occur. For example, if the reaction in question is
expected to be the last to take place, then the appropriate
catalyst/filamentary matter will be disposed in the rear half of
the reactor, furthest from the exhaust openings. The definition of
filamentary material is meant to apply to that within the reactor
as a whole, and also to each of the possibly many varied components
that may make up one reactor assembly. The various embodiments of
filamentary material described may be combined in any convenient
manner within a single reactor assembly.
[0293] By way of example, an embodiment is shown cross-sectionally
in FIG. 212 and in part sectional plan view in FIG. 213 taken at
"A", wherein alternate slabs of honeycomb structure 101 and
wool-like layers 102 make up at least the rear portion of a reactor
100. The path of a certain pocket of gas through the system is
indicated in each view by the arrows 103. It will be noted that the
honeycomb is not of conventional form, since it consists of
passages with each stack or row of passages running in a different
direction from the adjacent row. In the first honeycomb slab 104,
the passages shown in section 106 run "downwards" while the passage
immediately behind, shown dotted at 107, are running "upwards,"
with the separation of direction and therefore of gas flow taking
place substantially in the vertical plane. The next honeycomb slab,
105 is of the same construction but placed turned through ninety
degrees, so that the separation of gas flow is substantially in the
horizontal plane. In this way the different portions of gas are
properly intermixed, as can be shown by the path 103a, shown by
dotted arrows, of a gas pocket starting adjacent to the first
pocket and, in its path through the assembly, becoming widely
separated from it. Although an individual honeycomb passage does
not induce turbulence, the disposition of passages relative to each
other can do so within one honeycomb structure, as may the
provision of a succession of honeycomb configurations placed one
behind the other. A form of filamentary material, not strictly wire
or slab, which may be successfully employed in the invention is
expanded metal or metal mesh. By way of example FIG. 214 shows in
diagrammatic sectional view how sheets of metal mesh formed into
wavelike configuration are placed one behind another inside a
reactor 100, while FIG. 215 is a detail enlargement at H showing
construction of the mesh. Mesh is usually formed by a combination
of pressing and tearing sheet, processes which tend to leave sharp
edges. Because materials are less resistant to heat, abrasion and
corrosion when they are not smooth and rounded, the mesh used
should preferably be subjected to sandblasting or other smoothing
process after forming. Metal mesh is a known product and could
readily be manufactured of catalytically active metals. The
particular forms described may also, because of their inherent
suitability to the invention, be manufactured of non-metallic
materials such as ceramic, possibly by alternative forming means.
Filamentary material in wool-like or fibrous configuration is
especially advantageous, because of its ratio of high surface area
to mass and because it will more readily act as a particulate trap.
It should in the interest of durability be as smooth and rounded as
possible, the wool preferably consisting of multiple fine
regulation wire, woven, knitted, layered or randomly disposed. If
the wool is composed of say fibers or strands of such materials as
ceramic glass, this will be more temperature, abrasion and
corrosion resistant than metals, but could be more susceptible to
"flaking," that is particles or whiskers becoming detached from the
general mass by the force of the gas flow, to perhaps lodge in a
sensitive area downstream, such as a valve. For this reason it is
preferred that wools are placed in the sections of the reactor most
suitable to them, in the case of metals rearward away from the full
heat and force of the gases, and in the case of ceramic fibers
distanced from the exhaust port. Alternatively and preferably,
wools should be sandwiched or contained by other forms of
filamentary material, for example as in FIG. 212.
[0294] Another appropriate form of filamentary material is wire,
especially since in the case of metals it is almost always readily
available in that form and need only be bent or otherwise formed to
any desired shape. For reasons of durability, the wire deployed
generally needs to be thicker nearer the exhaust gas source than
elsewhere in the reactor. The wire may be woven 108 or knitted 109
into a mesh as illustrated diagrammatically in elevational section
in FIG. 216. It is preferable to devise a deployment of wire which
avoids normal contact between strands, because the vibration of
some internal combustion engines will tend to cause attrition at
the point of connection, perhaps resulting in premature failure.
Therefore the wire should preferably be arranged in forms to enable
a relatively great length (ie surface area which is assisting
reaction) to be incorporated in the overall restricted area of the
housing, with the various portions of wire having minimum contact.
It is expected that some contact will take place between wires
spaced close together but not touching, but this contact should
preferably not be regular, although its occurrence during freak
vibration period or operating modes should not materially affect
durability. An obviously suitable way of deploying the wire is in
the form of spirals or coils, shown diagrammatically in elevation
with axis disposed perpendicular to the flow of gas in FIG. 217,
and disposed coaxially with the flow of gas in FIG. 218. By way of
example, spirals having regular coils of equal diameter are shown
at 110, while those having regular coils of progressively varying
diameter are shown at 111, and spirals having irregular coils, that
is of non-circular configuration and/or random diameter at 112. The
three configurations comprise spirals having axes of substantially
straight line configuration. FIG. 219 shows in diagrammatic
cross-section spirals 113 having curved axes, here arched to better
withstand force of gas flow from direction 114. Any of the spiral
types mentioned previously may have curved axes. The wire may also
be disposed in two or three dimensional snake-like configuration.
Such a two dimensional form is shown by way of example
diagrammatically in elevation in FIG. 220, while a three
dimensional form is similarly shown in elevation in FIG. 221 and
plan view in FIG. 222. Such forms may be disposed within a reactor
in any number of ways, as for example shown in diagrammatic
sectional plan view in FIG. 223, where flat "snakes" 115 and curved
"snakes" 116 (each snake comprising wire looped in the plane
indicated) are stacked next to each other and behind each other,
either spaced as at 117 or intermeshing as at 118. These stacks of
loops or curves may also be randomly placed (not illustrated). FIG.
224 shows diagrammatically how the plane of curves 119 may be
straight, or as in FIG. 225, curved as at 120, to withstand gas
flow from 114, or as in FIG. 226 curved as at 121 to provide a more
ready and natural path for the gas flow. FIG. 227 shows in similar
view how the planes of snake-like loops or curves, whether curved
as shown or straight, may themselves intermesh past each other in
any one or more dimensions, where the planes in solid line 122 are
in the foreground and planes shown in dotted line 123 in the
background. FIG. 228 shows in diagrammatic sectional elevation how
the planes of curves, as viewed head on, may intermesh in other
ways, where 124 are planes shown solid in end elevation (here
curved in a third dimension, although they may be straight)
slanting across the path of planes behind shown dotted 125 running
in other directions. Alternatively, their curvature in the third
dimension may be non-coincidental, as shown at 126, while at 127 is
shown how the curves in the third dimension allow for the close
stacking of these planes. Conveniently, the planes span the shorter
dimensions as shown, but they may also span the longer dimension.
In an alternative embodiment, wire is disposed in strands across
the reactor, as shown by way of example in schematic elevation in
FIG. 229, where wires in the foreground are shown solid 128 and
those behind dotted at 129. To assist in the elimination of
sympathetic vibration, the various strands may be not quite
parallel, that is they could be at a slight angle to one another
(not illustrated). Generally, because the strands of the latter
configurations may be arranged to be in tension, they need be of
thinner configuration than the largely self-supporting structures
such as spirals or snake-like loops. Wherever wire is herein
described it is meant to comprise either a single strand, or
multiple strands, as for example in diagrammatic section FIG. 230.
Because the material preferably exposes the maximum surface to the
flowing gases, it may be desired to separate the individual strands
of the wires to allow gas to flow through and past each strand, but
to simultaneously still allow the separate strands to a degree
support each other. Conventional separators may be employed, eg of
ceramic, but in another embodiment the individual wire is crimped,
that is minutely and closely bent in all directions, as shown
elevationally in FIG. 231. As can be seen in cross-section FIG.
232, the wire effectively occupies a greater diameter, shown
dotted, than its real thickness, resulting in the composite wire of
FIG. 233. Fixing of wire and other filamentary material to reactor
housing will be described later.
[0295] In a further embodiment, the filamentary material comprises
sheet or slab. In a simple form sheet or slab can be described as a
plane having some thickness, in the same way as did the series of
snaked wire loops. These planes may be disposed within the reactor
in much the same way as were those of the wire loops as described
above. For example, the planes may comprise long sheets, straight
or curved and be disposed as illustrated schematically in FIGS. 223
through 228. Other examples are illustrated schematically in FIGS.
234 through 247. Slabs or sheets may further have a form of simple
alternate waves as shown in diagrammatic cross-section in FIG. 234,
or a more complex waved or dimpled form as in FIG. 235.
Alternatively, the sheet may have a sharply curved or crooked
cross-section, as in FIG. 236, to present a greater frontal area to
gas flow from direction 114. The sheet may further be in the form
of holed fins or vanes as in cross-sectional FIG. 237, preferably
having a thicker, more rounded section toward the side facing the
gas flow 114. The holes in the sheet may have pressed or otherwise
formed projecting lip or lips, as shown in FIGS. 238 and 239, or
the holes may comprise apertures formed by punching, pressing
and/or tearing, without significant removal of material, as shown
for instance in cross-sectional view in FIGS. 240 and 241. FIG.
242, showing a part elevation of such a sheet, illustrates
diagrammatically examples of forms of holes or pressed/torn
apertures. Again, preferably sharp edges are removed after forming
by blasting or other means. The sheet or slab may be formed into
three dimensional interlocking or intermeshing forms, as shown by
way of example in sectional elevation FIG. 243, where 130 describes
a series of interlocking rings and 131 a series of interlocking
hexagons. FIG. 244 is a diagrammatic cross-section showing by way
of example a pattern of interlocking, here using conical rings 132.
FIG. 245 similarly shows interlocking means, but here the overall
form is curved rather than linear. FIG. 246 shows in diagrammatic
cross-section how individual sheets 133 interlock to make up a
three dimensional form, while FIG. 247 similarly shows individual
sheets, optionally curved as at 134, can be assembled into complex
three-dimensional forms. In a further embodiment, the filamentary
material includes pellets, of any convenient size or form,
including approximately spherical. When not spherical, they may
optionally occupy and approximately spherical space. Pellets are
known in the art, comprising small regularly surfaced globes. In
alternative embodiments the pellets may be of irregular and/or
semi-oval like form as in FIG. 248, or of roughly kidney or
bean-like configuration as in FIG. 249. However, it is preferred,
so that most advantageous ratio of surface area to mass may be
obtained, that the pellet comprises a form consisting of a series
of projections and depressions, this form most conveniently having
an overall spherical aspect, and configured so that preferably the
projection of one pellet may not too easily fit into the depression
of another pellet. If such inter-fitment is kept to minimum, it
will ensure that the pellets are not tightly against one another,
and so ensure a proper easy gas flow about and between the pellets.
FIG. 250 shows in sectional elevation by way of example such a
form, having four equally spaced projections 390, radiating from a
central core, of roughly mushroom or bulb-like configuration.
(Forms similar to this are used in concrete blocks for breakwater
construction.) The same principles might be applied to a pellet
having a greater number of projections as shown diagrammatically in
FIG. 251, or having a multiplicity of projecting vanes, preferably
disposed at angles to one another to better space adjacent pellets
from one another, as shown in FIG. 252. In FIG. 253, the pellet may
consist in a sphere having substantial snake-like depressions of
rounded cross-section disposed in its surface. An embodiment
similar to that of FIG. 250 is shown in FIG. 254, where the
projections 391 are of more pronounced mushroom-like shape. Such
pellet-like material will assume its most possibly compacted form
under vibration, rather than when being fitted. To ensure that the
pellets remain, after initial settlement, in a basically constant
physical relationship to each other (rather than excessively move
about and so wear more rapidly) the pellets are best subjected to
some continuous pressure. This can, for example, be achieved by
mounting pellets between filamentary material of wool and/or wire
configuration. For example in cross-section FIG. 255, a housing 392
encloses pellets 393 adjacent to wool 394, in turn adjacent to wire
395. In a selected embodiment, the filamentary material in an
exhaust emissions reactor further has an ablative effect, that is
its decomposition may be desired and controlled, in this case to
contribute therewith to the desired reaction processes. A material
may be used which progressively decomposes, resulting in the
filamentary matter having a deliberately limited life span and
optionally providing within the reactor a compound which will react
with the pollutants and/or gases under certain conditions.
[0296] The filamentary material may be fitted to the housing in any
convenient manner. For example, both sheet or slab 139 and wire
136, whether part of looped or spiral forms, or as in FIG. 218,
wires 135 acting as structure supports, may lodge in recesses 137
in the housing 138 as in detail section FIG. 256, or may be gripped
by protrusions 140 as shown in detail section FIG. 257 and plan
FIG. 258. Compressible material 141 may be interposed between
filamentary matter and housing to prevent attrition through
vibration. Alternatively, sectional plan FIG. 259 and elevation
FIG. 260 shows how sheet 139 may be connected by linking members
142 which in turn affix to housing 138 between projections 140
along the lines illustrated in FIGS. 256 and 257. However, if the
sheet is of suitable material such as ceramic, it may be
incorporated into the housing during the manufacturing process of
the latter. By way of example, sectional plan FIG. 261 and
elevation FIG. 262 show how slab 139 having appropriate, preferably
holed, linking members 142 is integrated with housing 138, by means
of the shrinking during formation of the housing in still malleable
form upon the pre-formed prior-positioned interlinked slab
assembly. Such a technique is considered viable where both
filamentary material and housing are of ceramic material. Generally
in the previous embodiments, the internal face of the reactor
housing exposed to the exhaust gases has been regular. This may
have the disadvantage, according to the nature of filamentary
material deployed within the reactor, of tending to define a path
of lesser resistance to the gas flow 300, as shown diagrammatically
in FIG. 263, where 301 is the housing, 302 the engine, 303 say
filamentary wool and 304 the less obstructive section between wool
and housing. This will result in too great a proportion of the
gases traveling this path of lesser resistance, rather than passing
as intended properly through the filamentary material, with a
result that some of the gases will not as fully inter-react as the
system allows for. In order to mitigate this usually undesirable
effect, the interior face of the housing may incorporate a series
of depressions and/or projections, designed to break up gas flow
adjacent to housing face and to direct as much of the gas inward
towards the core of filamentary material proper. FIG. 264 shows in
diagrammatic elevation part of the inside face of a reactor
housing, having a series of possibly alternative projections, with
FIG. 265 a corresponding section. By way of example, at 305 are
shown a series of spaced straight ridges, while at 306 are curved
intermeshing ridges and at 308 interconnecting ridges. At 309 are
shown dimples or nipples, while at 310 are irregular projections of
star-like or cruciform configurations. FIG. 266 shows examples of
how filamentary material fastening means may break up gas flow,
with 311 a trench-like depression, 312 a projecting collar and 313
the ridges and troughs of earlier description, with 136 the
portions of filamentary material being supported. The internal face
of the housing may further be waved, as shown in diagrammatic part
elevation in FIG. 267 and in part section in FIG. 268, showing a
similar configuration where the waves are not continuous but form a
succession of dune-like shapes. Both waves and dunes may be of
regular cross-sectional configuration as at 314, or may have a
shallow slope facing the oncoming exhaust gases 300, and a sharp
slope on the leeward side of the gas as at 315, or vice versa. In
FIG. 269 is shown how an interior ridge 316, optionally acting as
filamentary retaining means, directs the flow of gas indirection
300 away from the junction between housing 301 and filamentary core
317, say of honeycomb configuration. Since the housing at least
partly comprises insulating material, there will be a large
temperature drop between the inside face of the housing assembly
and its outside face 300a. Because of the high internal temperature
of the reactor, perhaps in the 1100 to 1200 C. range, the
temperature drop may not be sufficient to result in a surface
temperature sufficiently low to prevent accidental burning by
operating or service personnel. Largely to obviate this danger, the
surface of the housing may be provided with protective ridges as at
318 in FIG. 268 or nipples as at 319 in FIG. 269. There will be
further temperature drop between surface proper and extremity of
projection, but a much smaller hot surface is presented to
accidental contact, thereby limiting heat absorption and degree of
possibly burning.
[0297] In important embodiments of the fluid delivery systems,
exhaust emission systems, reciprocating or rotary engines, pumps,
compressors and the vehicles, aircraft and marine craft disclosed
herein, at least any of the following variable parameters may be
determined by manual action, and/or by a computer program, or by a
combination of both, the latter either on separate occasions or
simultaneously: speed of the engine; speed of any system such as
vehicle or craft in which an engine is mounted; quantity and/or
timing of fuel supplied; quantity and/or timing of any secondary or
tertiary fluids supplied; quantity and/or timing of any substances
added the exhaust gas; temperature and/or pressure of fuel
supplied; temperature and/or pressure of any substances added the
exhaust gas; temperature and/or pressure of charge gas admitted;
timing and/or degree of the opening and closing of any valves; rate
and degree of fuel and/or charge gas heating during cold start
operation; timing and degree of variation of exhaust gas
re-circulation (EGR); degree of restriction of exhaust gas flow
during cold start; temperature and/or pressure of any lubricating
fluids; temperature and/or condition of air in any enclosure for an
operator and/or in any other enclosed space. Any computer program
is loaded into one or more computers which provide and optionally
receive varied electrical circuits to directly or indirectly vary
determine control and/or the parameters, by any appropriate means.
Such determination, control and/or variation is by any means,
including the use of such as solenoids, servo motors and/or
hydraulic fluids with hydraulic motors or pumps in one or more
actuation mechanisms. The computers are mounted in any convenient
location on or in or anywhere outboard of the engine. The computer
optionally receives electric or electronic signal(s) from, and the
computer program is designed to process data from, one or more
sensors or measuring devices determining at least one or more of
the following: speed of travel, if any; temperature and/or pressure
of ambient air; temperature and/or condition of air in any
enclosure for an operator; temperature and/or pressure of fuel
supply; engine speed and/or load; temperatures and/or pressures in
one or more portions of any engine; pressures and/or temperatures
in any lubricating fluid; the composition of portion of the exhaust
gas; temperature and/or pressure of charge gas at any point in its
travel path; temperature and/or pressure of the exhaust gas;
temperature and/or pressure of any substance to be added to the
exhaust gas; variation of engine angle from the horizontal; the
rate of fuel being used; the quantity of fuel used and/or
remaining; distance and/speed of surrounding, approaching or
adjacent object(s); temperature and/or condition of air in any
enclosure for an operator and/or any other enclosed space;
[0298] It has been seen earlier that, for the cold start operation
to be effective, the gas exit valve must be closed for as long a
period as practical, the so far limiting factor being the amount of
pressure attainable in the reactor without stalling the engine. In
some cases, when the reactor has exceptionally rapid warm up
characteristics, it will not be difficult to keep the valve closed
until the threshold of operating temperature is reached. With other
systems it will be more difficult, if not impossible. In such
cases, it may not be advantageous to partly open the gas exit
thereby maintaining the pressure, since the gases emerging will
only be partly de-polluted. As an optional alternative, it is
proposed that there be fitted to the reactor a passage
communicating with an exhaust gas reservoir, and that there,
optionally, be a second independent closure means between reactor
and reservoir, preferably near the junction of passage and reactor.
In operation, when the acceptable level of pressure in the reactor
is reached, including a pressure no greater than atmospheric, the
gases pass through the passage, either because there is no
obstruction or because the obstruction to the reservoir has been
removed. Once reactor warm up temperature is attained the flow of
exhaust gas to reservoir would substantially cease. The gases are
then expelled from the reservoir by any means, but preferably
during the operation of the engine while warm, either to the engine
intake system and be re-circulated through the combustion process,
or to the reactor which, being warm, would satisfactorily process
them. Because the gases are always continually reacting, however
slowly, it is likely that they would become significantly more
pollutant-free during their sojourn in passages and reservoir. The
period of this sojourn is likely to be many times greater, perhaps
more than a hundredfold, than the duration of gas passage through
the reactor during normal operation. By way of example, FIG. 270
shows in diagrammatic sectional elevation, the engine compartment
152 of the front section of a motor vehicle 153 fitted with an
engine 16 having the reactor 151 of the invention, to which is
coupled an expansible exhaust gas reservoir 150. FIG. 271 comprises
a frontal sectional elevation, wherein the left half shows the
reservoir expanded and filled with exhaust gas, and the right half
the reservoir reduced and relatively empty. Above the reactor 151
is an inlet manifold 154, optionally integral with the upper
portion of the reactor housing. The reservoir 150 comprises a
folding bellows member 158 mounted on a base 159, the bellows
having at the end opposite the base (here the lower end) an
integral T-shaped stiffening member 160, which communicates at each
end rigidly by means of triangulation members 161 to a slidable
guide 162 mounted on a vertical rail 163. The bottom of each guide
communicates with a compression spring 164, in turn communicating
with the lower part of the vehicle structure 165. From a junction
167 upstream of the main reactor gas exit valve 166, a passage 168
communicates with the reservoir base 159, and optionally from base
159 a second passage 169 communicates with the inlet manifold 154.
The reservoir is in the position shown so that in normal use, that
is when retracted and empty, it occupies a relatively protected
position, as shown in the right half of FIG. 271. The reservoir may
be mounted turned through 180 degrees, so that member 161 rises as
the reservoir is filled.
[0299] In operation, after the main valve 166 has closed and
junction valve 167 has opened, exhaust gas will travel down the
passage 168 to fill the reservoir 150. A build up of pressure will
be caused because the reservoir can only expand against the force
of springs 164. The communication between the reservoir and inlet
manifold being unobstructed, the gas will escape into the manifold
at a rate in proportion to the size of opening and pressure in the
reservoir. When the reservoir reaches a point near the limit of its
downward expansion (allowance being made for safety margins) the
main valve 166 opens, either partly, to maintain pressure if full
operating temperature has not been reached, or fully. In the
embodiment the aperture between passage 169 and inlet manifold is
made small so that, even under the maximum designed pressure of the
exhaust reservoir system the rate of gas flow into the manifold is
very low in proportion to flow produced through the exhaust ports,
thereby giving a very reduced rate of exhaust gas re-circulation.
After the reservoir has been filled and gases diverted down the
normal exhaust system, the loading of the springs 164 will ensure
the slow collapse of the bellows 158 and the continuing bleeding of
gas into the inlet system until the reservoir has been emptied. The
provision of a second valve at 167 communicating with passage 168
may in some configurations be omitted by the provision of a
relatively small opening between reactor and passage at junction
167, the opening being of many times smaller cross-sectional area
than the main exhaust pipe 170. The smallness of opening will
restrict gas flow from reactor during the initial stages of warm-up
and main valve 166 closure, until the higher pressure in the
reactor accelerates the rate of gas flow along passage 168 to more
rapidly fill up the reservoir. The non-closure of the small opening
at 167 will ensure that the exhaust gases will effectively be
re-circulated to some degree to the reactor once normal warm
operation commences, provided the reservoir has a minimum volume
when collapsed. Depending on the strength of reservoir springs 164,
the gas flow rates back through the opening will be lower than
those into the reservoir, since the pumping action of the engine
will usually have considerably greater force than spring action. If
it is considered that the gases diverted to the reservoir system
have not sufficiently reacted by the time they re-enter the
reactor, then catalytic material may be associated with the
reservoir, or its internally faced components and/or those of
passages 168, 169, or they may be fabricated of a material having
catalytic action, such as copper or nickel. Alternatively or
additionally, junction 167 may be placed as closely as possible to
the exhaust openings, so that the returning gases travel through a
substantial portion of the now warm and fully operative reactor. In
an alternative embodiment, there are at least two passages between
reactor and reservoir. The reservoir assembly may be made of any
suitable materials, which to a degree will need to be heat
tolerant. If the chosen materials have low heat tolerance, then
optional heat dispersal means may be affixed to passage or pipe
168, as shown diagrammatically at 171. If materials are heat
resistant, as for example would be a bellows assembly made in metal
or silicone rubber, then thermal insulating means may be
incorporated on the passages, as shown diagrammatically at 172,
with the advantage that the gases may be maintained in the
reservoir at warmer temperatures, thereby speeding up reaction
processes. The warmth of the gases may be used to advantage where
the gases are re-circulated to the intake system. The provisions of
this flow of warm gas during cold start--as has been shown above,
the reactor may be operative to a degree already from a few cycles
after firing commences--will assist in vaporization of fuel during
engine warm up. In normal usage, the gases will not at inlet entry
point be hot enough to present risk of premature fuel combustion.
Optionally, a valve 155 may be provided between reservoir and inlet
system to regulate re-circulation. In an alternative embodiment,
the reservoir may consist of a series of slidably-mounted housings
capable of collapsing into one another, for example as shown in
diagrammatic perspective in FIG. 272, wherein 600 is the base
housing having sides and bottom, 601 an intermediate housing having
sides only, 602 top housing having sides and top, with 603 pressed
projections acting as guides. The spring loading arrangements and
guides disclosed previously may be associated with this reservoir.
The embodiments of reservoir are shown by way of example; any
appropriate reservoir may be used, constructed and operative in any
manner. The base may be in any convenient location, and the
expansion and contraction of the reservoir may be guided by any
means and be in any direction.
[0300] The valve construction presents possible problems, since it
needs to be tolerant of the very high temperatures and abrasive
qualities of exhaust gas, preferably for the full life of the
engine. A range of suitable high temperature materials, including
ceramics or nickel alloys, are described in more detail
subsequently. Described here, by way, of example, are certain
methods of valve construction which entail easy service in the
event of need for replacement or maintenance, and which are capable
of providing proper sealing, optional diversion of gases to storage
or re-circulation, and some tolerance of particles or whiskers from
any filamentary material. A feature of the major embodiments
described, is that the joint or flange between two principal
components coincides with the valve axis, enabling valve and
spindle to be manufactured as an integral unit and fitted when the
two components are mated up, this configuration being particularly
suited to butterfly valves. FIG. 273 shows by way of example in
schematic plan view an engine 16 having a reactor 180 having at its
junction with exhaust pipe 181 the main gas exit valve 182, while
FIG. 274 similarly shows an engine 16 having a reactor 180 having
between it and exhaust pipe 181 an intermediate section 183
including a primary valve 187 and a junction with branch 184a
communicating with re-circulation passage 184, and an optional
secondary valve 185 at passage 184. FIGS. 275 to 279 show details
of the valve 182 of FIG. 273, where FIG. 276 is a sectional view
along "K" in FIG. 275 which is an enlarged plan view, FIG. 277 an
elevation at "L" shown in both FIGS. 273 and 275, with FIGS. 278
and 279 details at the joint between sections. Manufactured
integrally with spindle 186 and actuating lever 187a is a butterfly
diaphragm 187 of biased circular or oval configuration, having one
section 188 of greater surface area than the other 189, so that the
valve will tend to fail-safe in the open position. The cross
section of the exhaust pipe 181 and reactor component near the
joint is substantially of similar circular or oval configuration to
the valve. Both major sections have their jointing at integral
flanges 190, which are linked with coincident hollow load
distributor ridges 191, through which pass the bolts 192, washers
193 and nuts 194 holding the two components together under
compression, separated by compressible material 195 preferably in
two separate layers passing each side of the spindle 186. This is
shown in detail cross-section FIG. 279 through spindle at its
passage between the two major components 180 and 181. Preferably
the components and spindle should have mating curves of
non-coincident centers when assembled, so as to provide a stronger
pinching effect in the area of joint 196 where the seal can be
expected to be weakest. The slight internal projection of the twin
layered compressible material 195, as shown in part section FIG.
278, will assist in the proper location and sealing effect of the
diaphragm 187 when in the closed position.
[0301] FIG. 280 shows by way of example a schematic sectional plan
of the embodiment of FIG. 274 with a primary valve 187, where the
optional secondary valve is in the form of a pressure sensitive
plug 197 and compression spring 198 assembly, and where a honeycomb
structure 199 is located by the junction of intermediate section
183 to reactor 180, in order to act substantially as a fiber or
strand trap. FIG. 281 shows a similar detail elevational plan view,
wherein the passage 184 is joined to intermediate member 183 by at
least two assemblies comprising two coincident hollow
load-distributor ridges 191 and bolts 192, washers 193 and nuts
194, while the exhaust pipe 181 is connected to reactor 180 through
the intermediate section 183 by means of assemblies 200 comprising
multiple coincident load distributor ridges 191 and associated
fasteners 192. FIG. 282 shows diagrammatically in longitudinal
cross-section a hollow ball valve in the open position fitted in
the joint between two components, where 201 comprises the "ball"
with its integral spindle 202 and actuating lever 203, with 204 the
main exhaust passage, 205 the seals, 206 an optional secondary
passage allowing exhaust re-circulation means during cold start,
180 the reactor housing and 181 the exhaust pipe, with the joint
between the two shown dotted at 207. FIG. 283 shows, in a similar
sectional view rotated 90 degrees about passage 204 axis, the valve
in the closed position, allowing the secondary passage 206 to
communicate into the main passage 204, which in turn communicates
with an aperture 208 leading to exhaust gas re-circulation means.
It is desirable to make the valve actuating means as simple and as
fail-safe as possible. To this end, the valve should be spring
loaded (not locked by mechanical action) in the closed position in
such a way that reactor pressure over the designed limit will
overcome the force of the spring sufficiently to allow some gas to
escape, thereby again lowering pressure to below that required to
actuate the spring and maintaining a balance of loading to keep the
valve slightly open, to sustain constant pressure in the reactor.
The spring loading is such to also bias the valve to the fully open
position. Such an arrangement is illustrated by example
schematically in FIG. 284, where 210 shows a valve actuating lever
in heavy line, butterfly valve 211 and internal face of passage 212
in light line, spring 213, spring axis 214 and spring anchorage 215
on housing and anchorage 216 on lever, with pivotal valve axis at
217. The valve assembly is shown in slightly open position in
dotted line and fully open in chain dotted line, with dashed line
211a indicating the arc of valve edge travel. The same system of
loadings may be employed and the valve actuated by making the
previously fixed spring anchorage point 215 movable as in the path
indicated by dashed line 218 between extremities 219 and 220,
dashed line 214 indicating spring axes at each extremity. This
movement of spring anchorage may be actuated in any way, and in a
selected embodiment is moved by a member driven by the expansion of
heat sensitive material, such as a trapped pocket of gas or as is
shown in FIG. 285, where a piston 221 communicates with a container
of high conductivity 222 exposed to the passage of hot exhaust gas
223 through a volume 224 of trapped readily expansible material
such as gas or wax. The piston 221 is connected to rod 225 and
linkage 226. FIG. 286 shows schematically how the piston rod 225
actuates the operation of the valve by means of its actuating lever
210, spring 213, and an intermediate arm-shaped lever 227, mounted
on pivot 228. The actuation of the valve indirectly, by means of a
spring, ensures that fail-safe characteristics are embodied. If
this is not considered necessary, then the heat actuated piston 221
may by direct linkage open and close the valve, as for instance if
the end 229 of the intermediate lever 227 were connected directly
to the valve actuating arm (embodiment not illustrated). In both
cases, but especially in the latter, it will be possible to closely
relate valve opening to exhaust temperature, and therefore reactor
pressure in relation to temperature.
[0302] The above features may be used in any suitable combination
with each other and also, where appropriate to fulfill functions
not related to cold start. Gas circulation to inlet system may be
associated with a gas reservoir, or alternatively it may be direct,
that is eliminating the reservoir. Further, the exhaust gas
re-circulation (ERG) system described previously could for example
be used after warm up had been achieved to provide EGR to the
engine under normal running conditions, either continuously or
under certain operating modes. To facilitate the use of EGR, and so
thereby possibly to eliminate the use of pumps, a scoop may be
placed in the reactor about the junction with re-circulation
passage, as illustrated diagrammatically in FIG. 287, where the
scoop 230 projects into the exhaust gas flow 231, so creating a
higher pressure area at 232, which assists the flow of gas along
the EGR system 233. Preferably, the scoop is placed in a "weak"
area of the reactor, that is where the reactions are taking place
at below average rates, so that the least pollutant free gases are
re-circulated, permitting the reactions partly to continue during
their second passage through the reactor. The scoop arrangement
would entail that EGR employed continuously is in roughly constant
proportion, after a build up of proportion between very low and
medium speeds, since gas circulated depends on speed and therefore
volume of gas issuing from the engine. An optional valve at
junction of EGR system to intake manifold could, as shown by way of
example in diagrammatic section FIG. 288, be intake vacuum
dependent, where 234 is the exhaust supply passage, 233 the EGR
system, 235 the manifold, 236 a plug shown in open position against
pressure provided by curved leaf spring 237, but which when closed
seals passage 238 provided with progressively sized vent 239,
operative when plug is wholly or partly in open position. The plug
cap when closed seals against seats 240, where internal volume at
241 is pressure balanced with EGR system by weep passage shown
dashed at 242. The degree of EGR in proportion to inlet vacuum will
be regulated by the sizing of vent 239, which may be of linear,
logarithmic or other progressively increasing dimension. The
adoption of an operating mode may involve the need for a sudden
supply of re-circulated gas. With a direct system, once the initial
demand has been met, a partial vacuum will be created in the EGR
system, thereby slowing down rate of gas supply to below that
ideally required. This may largely be obviated by incorporating an
exhaust gas reservoir into the system, which may or may not be
expansible. If an expansible reservoir, such as may be used in the
cold start procedure is incorporated, then its expansible action
may be progressively spring loaded. During normal running,
re-circulation pressures, say assisted by damming, are in the low
range causing the first soft section of the springing to allow the
reservoir to expand and contract within a range of say one quarter
of its full expansion, this reservoir movement ensuring more
consistent EGR rates at the sudden introduction of certain
operating modes. During cold start the greater pressures will
overcome the resistance of the second stronger section of the
springing (as well as the first stage) allowing the reservoir to
expand to its maximum capacity.
[0303] In situations where EGR may desirable at moderate to higher
engine speed, an inlet gas velocity actuated valve, as shown in
section plan FIG. 289 and elevation FIG. 290, may be incorporated
at the junction of EGR system to inlet manifold. The valve, shown
open in FIG. 289, comprises a shaft 243 slidable in a passage 244
communicating with EGR system, exposing a progressively sized vent
245, said shaft terminating in a head 246 having attached to it
scoops or vanes 247 projecting into the gas stream 248 against the
action of looped leaf spring 249. FIG. 290 shows the same
arrangements with the valve, which is accommodated in a housing 250
projecting clear of inlet manifold wall 251, in the closed
position. Preferably a properly balanced EGR system will comprise a
series of valves, say actuated by vacuum and/or velocity or other
means, disposed in different parts of the inlet system and all
communicating with the EGR system, preferably having a gas
reservoir. By careful positioning of these valves, regulation of
their spring bias and selection of passage diameter, the right
amount of EGR could be provided for the various driving modes. It
has been shown that the warm up of the assembly has been hastened
by the whole or partial closing of the exhaust gas exit by valves,
in effect damming the gases inside the reactor. Such damming may be
achieved by any suitable means including, in a preferred
embodiment, the provision of a fan or turbine in the exhaust system
adjacent to the reactor gas exit. Because the fan is inert on cold
start and constitutes a barrier or dam in the system, pressure
would build up behind it during the early cycles of engine
operation. The fan preferably would not constitute a total barrier,
some air passing either between the blades or their junction with
housing, enabling the engine to be turned over on the starter motor
with relative ease. Once firing commences, the rapid increase in
engine speed and gas flow would ensure a considerable damming
effect, which would only be relieved when the reactor pressure
against fan blades overcomes the fan's inertia. Optionally the fan
spindle and its bearing may have differential coefficients of
expansion, so that when cold a tighter bearing fit would ensure
greater resistance to rotation than when warm. By way of example, a
fan is indicated schematically at 471 in FIG. 14, which could
alternative be a turbine wheel. The above system of valving and
supply, described in connection with the supply of EGR, may also be
employed to provide extra air to the inlet system, so as to assist
in the provision of a precisely controlled air/fuel mixture ratio.
The air may be supplied from a reservoir and then be fed through an
air cleaner assembly, either before or after the filter, as shown
diagrammatically in FIG. 291, where a coaxial chamber 252 surrounds
the main inlet pipe and is adjacent the air cleaner 253, the
chamber 252 being supplied with air through opening 254, with
optional dams or scoops 255 provided to maintain air in the
reservoir under low pressure. The same system of valves actuated by
engine modes (and therefore charge air pressure) could be used to
supply re-circulated exhaust gas or air to the reactor, by means of
a passage leading from source to reactor via valve positioned say
in air inlet system. The operation of such a valve is shown
schematically in FIG. 292, where a shaft 256 and head 257 in the
inlet system 258 open against spring 259 loading to free passage
260. It is preferred that there is incorporated in any EGR system a
filter to trap particulate matter in the exhaust, this matter
having been known to lead to increased engine wear and likelihood
of mechanical failure in many previous improperly filtered systems.
It is felt that with the invention, substantial air supply to the
reactor will not be necessary. However, it may be desirable to
supply small quantities of air, preferably by means described
above, only under certain running conditions to assist in the
accurate balancing out of any exhaust gas component reaction
process. An air reservoir may be expansible, say by the provision
of elastomeric sides, to provide air under more constant pressure
with sudden change of operating mode. Alternatively, the reservoir
may consist of a series of slidably-mounted housings capable of
collapsing into one another, for example as shown in diagrammatic
perspective in FIG. 272.
[0304] The forms, contents and constructions of housing and
filamentary material described in relation to exhaust gas flow may
all be employed in any combination and embodiment to provide a
means to treat, control or process in any manner incoming engine
charge. Previously, most internal combustion engines have had
charge supplied in the form of tubular columns passing through
tubular manifold pipes. By passing charge through the housings of
the invention, much of the pulsing effect and critical tuning
associated with conventional manifolds will be eliminated,
providing a smoother charge flow, especially during changes of
operating mode. The provision of filamentary material inside a
charge housing can assist in improving turbulence, heat exchange,
elimination of condensations, etc. The charge housing may be formed
similarly to the reactor housing disclosed earlier, with portion of
charge treatment volume intruding into area normally taken up by
engine. Inlet ports may be formed of progressively varying
cross-section to ensure smooth fluid flow between volume and main
portion of port. Filamentary material may be provided anywhere in
the charge treatment volume, but in selected embodiments is in or
adjacent to inlet opening. The inlet opening area, including
adjacent to and projecting into charge treatment volume, may have
fluid distribution or flow controlling members such as or similar
to those described in FIGS. 201 to 210. The fluid may proceed from
charge treatment volume by non-parallel paths, for example
similarly to the disclosure of FIGS. 199 and 200. Inter-members may
be provided between charge treatment housing and engine body, along
lines disclosed in FIGS. 188 and 196, these being optionally of
insulating material to maintain charge at ambient temperature. In
the case of combustion engines, the housings, constructions, port
arrangements, and contents of the invention may be applied only to
process charge, or to process exhaust, or to both. In the latter
case, charge housing may be opposite exhaust housing (as for
example in "cross-flow" engines), or both housings may be mounted
adjacently on the same engine side, either separately or in
combination, or the housings may be integral. In selected
embodiments, the housing will communicate with a plurality of inlet
openings. A further advantage of the invention is that it will
provide improved inlet silencing. The valves and fluid control
systems described earlier in association with exhaust gas flows may
be employed to regulate engine charge fluid flow.
[0305] In an important embodiment, all the fluid delivery devices
in the this disclosure can be adapted, where appropriate, to
deliver solids, including fine powders. In a further embodiment,
two separate fluids are delivered to one working chamber.
Optionally, they are delivered by a single device, independently of
one another. In the case of IC engines, the first substance is the
fuel, while the second substance may be a second fuel, a
non-combustible agent or the latter mixed with fuel, such as an
alcohol/water mixture. The introduction of a second substance,
continuously or under selected operating conditions, could
measurably contribute toward engine power and/or improved exhaust
emission and/or fuel economy. The second substance may be
introduced under, and assist in the effectiveness of, certain
operating conditions such as sharp acceleration, high load or
maximum power output. At such operating modes fuel consumption is
greatly increased, but if the main fuel could be maintained at
normal flow and the increased needs met by a second substance,
preferably obtainable from non-fossil fuel sources, then a
considerable saving of the main fuel is likely. The second
substance employed may be another fuel, such as alcohol or methanol
which may be manufactured from such substances as waste paper,
biological products, etc. It may alternatively be water in the form
of liquid, vapor or gas, known since the beginning of the 20.sup.th
century to give improved performance under certain conditions and
tending to have an anti-knock effect. In a selected embodiment it
consists of a mixture of water and a fuel, such as methanol. In a
further embodiment, water introduced as a liquid into the cylinder,
which subsequently is converted to steam by the heat of combustion,
and/or steam is introduced under pressure, to improve the
volumetric efficiency of an engine. Water introduced as a liquid
may have a cooling effect in a combustion volume, due to the energy
absorbed in converting water to steam. In addition to methanol, any
other suitable hydrocarbon, for example ethanol, may be mixed with
water. The introduction of water may be related to atmospheric
humidity and regulated by a sensor.
[0306] Described below are devices for introducing substances to an
intake charge which do not involve the vaporization of fuel by gas
velocity to deliver the fuel. Any of the fluid delivery devices
disclosed herein may be employed for the introduction of both the
secondary substance and/or the main fuel to the charge. In the case
of compression ignition engines or other engines having cylinder
primary fuel injection, the other substances may be supplied by
means of additional injectors, or they may be introduced by
compound injectors, that is by different passage systems in the
same injector. The injection may be linked, that is injection of
one substance will automatically cause the introduction of another,
or the systems may operate independently of one another. The
disclosures herein relating to delivery of fluids to working
chambers apply wherever suited to compressors, pumps and IC
engines, with most of the examples cited applying to the latter.
Fuel delivery devices are generally shown mounted in the head and
communicating with a working chamber which is a combustion chamber,
but in the case of IC engines or any other mechanism the devices
can be mounted in any suitable location in any combustion or
working chamber, at any angle, including in or near the intake
port. In an embodiment, FIG. 293 shows by way of example a
schematic section of the lower portion of a compound injector where
fuel in gallery 272 is supplied via passage 272a and is injected in
the normal way at 273 by a pressure wave lifting nozzle 274 in
direction of arrow, with the nozzle reciprocally mounted in
injector body 274a. The nozzle has a hollow central passage 275
linking with a secondary fluid gallery at 276 (supplied via passage
276a) only when nozzle lift and consequently fuel injection is
taking place. The secondary fluid is under continuous pressure and
will therefore inject at 277 only when nozzle lift occurs. The
proportion of fuel to secondary fluid is determined by their
respective pressures and the duration of degree of overlap between
gallery and hollow passage. In another embodiment, FIG. 294 shows
schematically a compound injector having an inner nozzle 278
coaxial and within an outer nozzle 279, the latter mounted in
injector body 274a, both operating in the conventional mode with
independent lift and injection capacity, to inject two different
fluids at 273 and 277. Outer nozzle effects fluid delivery at 273
only during lift in direction 279a caused by pressure wave in
gallery 272, supplied by passage 272a, while inner nozzle
independently effects fluid delivery at 277 by lift of
pintle/nozzle 278 in direction 277a caused by pressure wave in
volume 277b, fed by delivery passage 275. In the descriptions
herein of fluid delivery devices capable of transmitting at least
two different fluids, reference is generally made for use with
combustion chambers, and one of the fluids is a fuel. The devices
may be used in any IC engine, compressor or pump, and may deliver
any combination of any different fluids. In additional embodiments,
the principles of FIGS. 293 and 294 can be adapted to having a
single fluid delivery device capable of delivering three or more
different fluids.
[0307] In a further embodiment, a portion of a fluid delivery
device communicating with the working chamber moves during fluid
delivery otherwise than in the linear reciprocal motion of the
nozzles or pintles of FIGS. 293 and 294. By way of example, a
device delivering two separate fluids is shown schematically in
cross-section in FIG. 295 and in plan viewed from below in FIG.
296, where the nozzle assembly is viewed from the working volume.
The central nozzle 280 operates in the conventional manner and is
lifted off its seat in direction of arrow by a pressure wave to
inject fluid as shown schematically at 277, while the outer nozzle
281 housed in injector body 247a moves coaxially on the first and
in its seating in a rotational mode during the release of fluid,
shown at 284. Such rotation may be controlled by bearings, or
against the resistance of friction seals, indicated schematically
at 282. The rotational movement is imparted by means of fluid
delivery tubes 283 terminating tangentially to diameter of nozzle,
so imparting to it a twisting motion according to the force of, and
for the duration of, fluid injection. Alternatively, the rotational
movement may be electrically actuated, say by a solenoid. This
movement will result in a slinging of fluid across the combustion
volume in the manner indicated at 284, in a similar manner to the
action of some garden hoses. The injection of the outer nozzle may
be effected by means of a pressure wave in the coaxial and
surrounding fluid gallery 285, supplied via passage 285a, to effect
injection via passage 285b to tube 283, as shown on the right side
of the diagram. In an alternative embodiment, shown on the left
side, the pressure wave may optionally depress one or more plungers
286 against spring 287 loading, and so by inward movement of the
plunger mate up the fluid gallery with the passage 285b to tube, to
effect injection at 284. This slinging action imparted by
rotational nozzle movement, the latter in turn imparted either by
kinematic reaction to the approximately tangential delivery of
fluid spray or by mechanical or electro-magnetic actuation, has
considerable benefits over conventional injection systems. The
latter operate in straight line distribution of fuel, while the
snakelike shape formed by the spray of invention is of greater
length, thereby lessening the chance of liquid deposition or
combustion in chamber walls before atomization has taken place. The
slinging action also tends to distribute the droplets of fuel
through a greater volume of charge than the conventional
uni-directional injection. The rotary injector portion has been
described mainly in a composite embodiment, wherein two substance
are deliverable by one assembly. In alternative embodiments, the
rotary principle may be embodied in an injector handling a single
substance. The rotatable member projecting into the working or
combustion volume may be of any configuration, and head
configurations suited to rotatable injectors may also be embodied
in fixed or non-rotatable head injectors. Rotation may be achieved
by fuel injection velocity only, or by electrical actuation by such
as solenoid or electric motor or magnet, or by flexible or fixed
mechanical drive to injector. Rotation may be intermittent,
continuous, or returnable, for example as when the head rotates
during injection and is wholly or partly returned to its former
position by spring or other action. Rotation may be achieved by any
combination of the above means, as for example in an injector where
a small electrical motor imparts rotational impetus insufficient
normally to rotate head against bearing/seal friction loading,
rotation only being achievable during substantially tangential
injection, which provides additional rotational movement to
overcome bearing friction. Mechanical or electrical rotation may be
transmitted by means of a solid or hollow needle or tube or
injector nozzle seal, which may be integral with rotating head or
communicating with and/or driving it by means of splines, teeth,
friction surfaces, etc. The needle/shaft/tube may simultaneously
function as rotational drive and fuel release means by lift-off
seat. In such case vertical movement may be actuated by
conventional fluid pressure valve or by solenoid.
[0308] If rotary motion is solenoid actuated, one solenoid assembly
may be employed to effect both vertical and rotational motions
simultaneously by means of suitable angling of solenoid action, as
shown schematically in FIG. 297. Activation of electrical circuit
causes shaft 800 to be pulled through one compound motion having
components of both rotation and reciprocation, extent and direction
indicated by arrow 801, against a spring or other resistance. Here,
cessation of electrical circuit causes shaft to travel extent and
direction shown by dashed arrow 802, returning shaft to its
original position. The resistance may be in one dimension only, say
reciprocation, to provide return travel indicated at 802, so that
with each actuation the shaft rotates through an arc.
Reciprocal-type motion and rotational-type motion may be imparted
to all of or any portion of a fluid delivery device by any means,
including by mechanical drive, and the movements may be independent
or linked. Movement during electro-magnetic actuation may be in any
direction or line. For example, as illustrated schematically in
FIG. 298 member 803 communicating with injector head may be
rotatably mounted on fixed sleeve or cam 804 of "hill and valley"
profile, to impart the combined motion referred to. Reciprocating
and/or projecting/retracting motions may be imparted to injector
head by injection pressure effecting an extension or projection of
head portion against say spring loading. Other embodiments of
devices that rotate during fluid delivery are illustrated
schematically in FIGS. 299 through 303. FIG. 299 shows in
elevational plan view an injector head 813 capable of rotation,
having three cranked hollow tubes 811 permitting fluid issue at 810
through end hole 812a. FIG. 300 shows a similar arrangement,
wherein multiple straight hollow tubes 812 each have multiple holes
812a to permit fluid issue at 810. FIG. 301 shows in elevational
plan view an injector head in the form of a hollow disc 813 capable
of rotation, having one internal volume communicating with
circumferential holes 814 permitting fluid 810 issue, the
arrangement of holes being shown in detail in part end elevation
FIG. 302. The disc has, coaxial with rotational axis, another
internal volume 815 capable of admitting passage of second fluid to
inject at 277 through aperture 816, and which is closable after
lift and return of central nozzle 816, along the lines disclosed in
FIG. 295. FIG. 303 shows in elevational plan a view of an injector
head 813 having a looped hollow tube 826 of semi-spiral
configuration, optionally with a closed end, suitable for
rotational and non-rotational application, with fluid issue 810
shown opposite a series of injection holes 812a in the side wall of
the tube. Although reciprocating, rotatable or otherwise movable
members have been described in association with injector head
assembly, the entire body portion of the injector including head
may be so movable. The axis of rotation of injector head may be
aligned in any relationship with the volume to which injection is
provided. In a further embodiment, in nearly all varieties of
construction, the fluid to be injected can be partly used as
lubricant. By way of example, there is shown in schematic
cross-section FIG. 304 a rotatable head 827, screw fixed to
rotatable drive member 828, both being located by fixed injector
body 829, with bearing surfaces 830 being lubricated by seepage
from injection fluid gallery 831 supplied from passage 831a, via a
ring 832 of wick-like or porous or permeable material. Injection by
fluid pressure wave through ring and passages 832a is shown at 810.
In the above or other embodiments herein, all or part of the
injector body may be integral with a portion of the working
chamber, such as the cylinder head.
[0309] The invention further comprises reciprocating, retractable
and projectable and/or telescopic action injection heads. The
reciprocating injection heads may move to and fro in fixed
relationships to engine cycle or portion of it, such as compression
and/or expansion stroke. These entail the slidable mounting of a
hollow member inside or outside of a hollow guide member of similar
configuration, or of a multiplicity of such slidable members
mounted about one another in nesting fashion, and may be fixed or
movable (eg rotatable) in other planes. The slidable members may be
straight or curved in elevational profile, and be of any convenient
cross-section including circular, blade-like, cruciform,
star-shaped, etc. The extendable/retractable action may be
incorporated in an injector for one or both of two significant
reasons; to provide controlled fluid supply to working area far
removed from injector base when cyclical motion of engine body
portion permits (eg when piston is before say nine-tenths of way up
compression stroke), or to provide better fluid mixing or
atomization generally. This would especially useful in large
combustion chambers served by a single injector, as for example in
marine engines. Fluid may be delivered through holes in end and/or
other portion of slidable members communicating with interior
hollow portion, and/or delivery may be effected by disposing holes
of differing cross-sectional area, location, quantity, and/or
alignment in adjacent members slidable about each other, so that in
operation a controlled sequence of multiple fluid delivery is
effected by progressive alignment of holes in different components
moving relative to each other. In selected embodiments, a
pre-injection pressure build-up will cause injector head portion to
extend with some issue of fluid through injection apertures, with
major injection taking place at considerably higher pressures once
extension had been initiated, then reduction of pressure causing
cessation of injection and retraction of head portion.
Alternatively, extension of head portion, say against spring
loading, may be achieved by the combustion process itself, for
example where portion of injector head defines a pre-combustion
area or chamber of combustion engine. In such configurations the
pressure of gases expanding in the pre-combustion zone when firing
commences causes the injector head portion to be "blown" or forced
to a different portion, say against spring action, and to return at
any later period, including when pressures in main and
pre-combustion zones equalize. The art of mounting rotatable,
reciprocal or slidable members is well known, these known
techniques being readily employable in the construction and
embodiments of the invention. By way of example, FIG. 305 shows
elevationally and FIG. 306 shows in sectional plan view, a
telescopic reciprocal or "lizard-tongue" type action, comprising a
three-part injector head assembly, of blade-like cross-section. In
FIG. 305 it is shown solid in non-injecting position and dotted in
fully extended position. The majority of holes 810a for fluid issue
810 are in the long ends or sides of the blade-like sections 835,
the latter extending against the tension of wish-bone configuration
leaf springs 833, biased to return injector portions to a recessed
position. Further holes 836 are provided to align with each other
at certain stages during extension of the assembly. The projecting
elements are shown curved in FIG. 305, but they may be straight.
The injector heads of any of the embodiments of the disclosure,
including those of FIGS. 293 through 313, are generally shown by
way of example to be aligned perpendicular to or approximately
parallel to an upper plane of the working volume 1002.
Alternatively, they may be aligned at any angle relative to the
cylinder head or working volume, whether portions of the injector
rotate or not.
[0310] In further embodiments, for use in combustion engines, the
fluid delivery device includes either ignition means and/or
includes or defines a pre-combustion zone, and/or the fluid
delivery device is rotationally or reciprocally movable for any
reason, including to vary the compression ratio in the working
chamber. The pre-combustion zone may only be properly defined by
fitment of the device to the combustion chamber head or other part,
portions of the device and head together forming part of
pre-combustion zone wall or boundary. A wall or shrouding assembly
or a depression may be positioned on or in the cylinder head next
to or at the fluid delivery device, both together partly enclosing
the pre-combustion zone. Additionally or alternatively, spark or
arc ignition may be instigated by an electrical bridge across
terminals on the device, or between one terminal mounted on the
device and another terminal mounted on or formed by any other
engine component, including chamber or pre-combustion zone wall, or
valve, piston or rotor head, etc. In an alternative embodiment, one
terminal of an electrical bridge may be on the device, with the
other elsewhere in the working chamber. The terminal(s) on a
combined device unit may be of any configuration, including dome,
L-shaped member, ring, including ring coaxial with unit axis, and
be of any convenient electrically conductive material, including
metal and carbon. Ignition may be along current "cold" spark
principles or along principles recently under development which
involve using a "hot" arc, including those systems referred to as
plasma ignition, wherein the arc causes a jet of super-heated gas
to be expelled rapidly through an aperture or restriction to ignite
a combustible mixture. In the case of the latter ignition system
being incorporated in a combined ignition and fuel delivery unit,
the ignition means, whether in singular or plural form may be
mounted adjacent to fuel orifices, or the ignition means could be
mounted coaxially with at least portion of the device, such as
nozzle. In a selected embodiment, the small area in which the
arcing and super-heating of gas occurs to provide plasma ignition
is additionally provided with fuel supply means, so that the same
area acts as source of plasma ignition and pre-combustion zone. In
another selected embodiment, portion of an injection system such as
a nozzle acts as one terminal of an ignition system, including arc
of plasma ignition system. By way of example, FIG. 307 shows lower
portion of an injector fitted to engine head or block 840 formed in
such a way that a pre-combustion zone 841 is created to give access
to main combustion chamber 842. Injector 843a with injector head
843 is optionally movable rotationally and/or reciprocally, say by
means of the device of FIG. 298, from the position shown solid at
860 to that shown dotted at 844 and/or any position in between, for
any purpose including to vary compression ratio. Optional sealing
rings are provided at 861. Injector 843a is made of non-conductive
material such as ceramic. Conventional type spark terminals are
shown at 845, with an alternative single terminal shown at 846 for
providing spark to engine wall portion 847 made of conductive
material, or locally containing conductive material that is part of
or linked to and electrical circuit. Alternatively, the spark can
be to a metallic injector head 843. Another example is given in
FIG. 308, described below.
[0311] It is a further aspect of the invention that an injector
portion be capable of reciprocal movement, to effectively provide a
variable compression ratio combustion chamber or a variable
capacity pre-combustion zone volume. An example was illustrated
schematically in FIG. 307, where 860 and show two of many
alternative positions of injector assembly 843a. Because the
pre-combustion zone volume is integral with the combustion chamber
volume as whole, varying the former volume will change the
effective compression ratio. Optionally, the movement of injector
head and therefore variation of pre-combustion zone size may be
variable while the engine is in operation, either manually or
automatically, and be dependent on such factors as temperature,
starting condition, engine speed and/or load, intake charge
pressure, atmospheric pressure, charge composition, fuel employed,
etc. Such variable position piston or head assembly constructions
are known in association with other devices and may be embodied in
any appropriate manner. One way of carrying the invention into
effect would be to bias, by spring loading, the injector portion
toward its most retracted position against a rotatable cam
operative against injector assembly base. Injector movement may be
directed by any system of guides, channels, grooves, projections,
depressions, ledges, cams, etc. Injector components may be of any
suitable material, including ceramics, ceramic glasses, etc. Any
injector head assembly of the invention may have reciprocal and/or
rotational motion during each injection (to effect a slewing of
injected fluid), and the degree of this reciprocation and for
rotation be made variable according to engine operation mode, say
by means of cams capable of rotational and/or axial movement. By
way of example, FIG. 308 shows schematically a combined
injector/ignitor mounted in a head 1004 and having ceramic body
portion 843a forming a shroud or wall 848 defining pre-combustion
zone 850, containing extensible needle 849 mounted reciprocatable
in direction 1802, having central end hole 849b and multiple angled
side holes 849a. Needle 849 is in mounted in component 854
reciprocatable or adjustable in direction 1802. Component 854 is
shown in a retracted position, but can be moved to any number of
extended positions, as indicated by its lower end shown dashed at
"A" and "B". Weep holes 849a and linking passages 845a optionally
provide lubrication to inner and outer bearing faces of movable
component 854. Plasma or spark ignition 852 is provided between
terminals 852a and 852b, connected to electrical circuits 851. When
the needle is in its most retracted position as shown, the side
holes are masked, and may optionally provide slow weeping to
lubricate bearing between needle and body 843a. The end hole is
unmasked, and during the operating cycle a small amount of fuel
will leak out, shown at 1818, sufficient to create a combustible
mixture in zone 850. In an alternative embodiment, the pressure in
the working chamber is such that too little fuel leeks out prior to
a pressure wave for ignition in zone 850 to be initiated. Instead,
fuel for ignition at 1818 is delivered by a deliberate pressure
wave, either an initially distinct "pre-wave", or the early part of
a principle pressure wave. Around the time the mixture in zone 850
is ignited, a pressure wave in the fuel supply is sufficient to
cause needle 849 to extend and fuel to spray from all the holes as
at 810, into both into pre-combustion zone and the main portion of
the combustion chamber 842. When the pressure wave recedes, the
needle returns to its retracted position. In an alternative
embodiment, an initial small pressure, insufficient to move the
needle, delivers a small amount of fuel 1818 to chamber 850, and a
subsequent increase in pressure or separate larger pressure wave
extends the needle and supplied fuel to the main chamber 842. The
effect of varying the extension of cylinder 854 is two-fold. It
will vary the overall compression-ratio in the combustion chamber,
a desirable feature, and it will vary the mixture in the zone 850,
assuming no adjustment is made to fuel pressure during
non-injecting portions of the cycle. As noted, the varying of the
position of cylinder 854 may be during operation of the engine. It
may alternatively be between operations of the engine to adjust for
particular conditions, eg altitude or fuel quality, or during
assembly of the engine, to provide engines of different
specifications for different applications. In another example, FIG.
309 shows schematically a similar arrangement to that of FIG. 308,
where like features generally have the same numbers. The difference
from the previous Figure is that there is no component 854 and
needle 853 has holes 849a mostly configured to provide fluid to
working chamber 842 when at maximum extension. During part of the
cycle fuel 1818 has wept out of the end hole. After the mixture in
zone 850 has ignited, a pressure wave injects the major portion of
fuel at 810 into the combustion chamber 842.
[0312] In an alternative embodiment, the lower portion of the
injector is the form of a disc, of any form but optionally
approximately circular, the disk having peripheral fluid delivery
apertures. In a further embodiment, the disc rotates within the
working chamber and/or reciprocates into the working chamber at
least partly during fluid delivery. By way of example, FIG. 310
shows schematically two embodiments of a disc configuration
injector mounted to reciprocate in direction 1802 in head 1004, in
the retracted position shown partly masking pre-combustion zone 850
from main combustion chamber 842. Like features are numbered
similarly to those in FIGS. 308 and 309. Here the needle 855 is
mounted directly in the cylinder head 1004, and has an integral
disc-shaped head 856, and an interior fluid carrying volume 855a.
In this embodiment, the head is of metal and is part of electrical
circuit 851 for creating spark 852, via an electrical connection
outboard of the head (not shown). Weep holes for lubrication of the
bearing interface between needle and head are provided at 849a. In
the embodiment of the left side, where the pressure in zone 850
always matches that of the main combustion chamber, passage 858
links volume 855a to the periphery of the disk. Small fluid
passages in the needle 855 are indicated by dashed lines at 856a.
During portion of the cycle, fuel will have leaked out of the end
of the bearing interface at 859b and from passages 856a, and
optionally a lesser amount from passage 858. The mixture in volume
850 is ignited by spark 852 and the resultant expansion blows
needle/head assembly 855/856 into the combustion chamber 842 to
position shown dashed at 856b, optionally against return spring
loading (not shown), and a pressure wave delivers fuel in the
normal way at 810 via passage 858. In the embodiment of the right
side, the needle head seats tightly in the cylinder head to mask
large fuel delivery orifices 859. If the seating or seal is
continuous around the circumference of the head, the pressure in
zone 850 will be that of the combustion chamber when the head
returned to its seat and will always be less than that at maximum
compression ratio when combustion is ideally initiated. It is often
desirable to initiate combustion at a pressure less than that
possible during continuing combustion. If the head returns to its
seat too early and the pressure in zone 850 is to low, a fine
passage can be provided at 857 in the disc head 856, to slowly
increase pressure in zone 850. Optionally, passage 857 is too small
to permit the pressure in zone 850 to ever equalize the maximum
pressure in chamber 842, within the designed cycle time. Combustion
is initiated as described for the left side of the diagram. A
sufficiently large orifice at 859 will reduce or eliminate the
requirement for a pressure wave during ful delivery, saving the
power drain, cost, mass and bulk of a high-pressure fuel pump. The
normal low pressure maintained in the fuel system, including to
provide lubrication via passages 849a, can be sufficient for a
sufficiently large amount of fuel to be pushed out of orifice 859
while head is clear of its seat. It is unlikely to form much of a
spray and will tend to remain close to the orifice. If the
temperature in the combustion chamber is sufficiently high, portion
of the fuel will start combusting immediately, and the kinetics of
expansion will quick distribute the remaining fuel through the
chamber. This low pressure and low velocity delivery is in some
ways similar to the methods of carrying fluids into a working
chamber that are disclosed subsequently herein.
[0313] In another example, FIG. 311 shows the bottom part of an
injector capable of delivering two separate fluids independently,
wherein a first fluid travels from "A" and a second fluid from "B".
Injector body 1801 is mounted to reciprocate in direction of arrow
1802 in cylinder head 1004, and is shown in a fully extended
position, with its outline when retracted and seated at 1803. Main
fluid "A" moves down passage 1804 to an optionally annular fluid
gallery 1805 and, optionally after a pressure wave is induced, is
injected in a spray 1807 via passages 1806 when component 1801 is
towards the apex of its extension. Optionally, the piston head is
then in the region indicated by dashed line 1001 and the decent of
component 1801 has caused charge gas to be compressed in the narrow
gap between piston head and bottom of component 1801, causing an
accelerated gas flow in direction 1806 across and past spray 1807,
increasing the speed an efficiency of fluid/charge mixing. When the
injector body returns to its normal seated position at 1803, the
fuel delivery passages are masked by the head, and therefore only
marginally affected by the pressures in the working/combustion
chamber. Second fluid "B" enters a fluid supply chamber 1809, and
when a pressure wave is induced in fluid "B", plunger 1810 lifts
off its seat causing fluid to be expelled at 1811. It is intended
that fluid "B" is deliverable at any time, including when component
1801 is retracted or seated. In another embodiment of the
disc-shaped injector, which may either be fixed or extendable and
retractable like that of FIG. 311, a fluid gallery has a
spring-loaded flexible wall which bulges out when a pressure wave
is induced in the fluid, and when the pressure wave recedes, the
energy given up by the wall returning to its original position
induces a smaller secondary pressure wave in reverse direction to
the first. This second wave may serve either to balance the fluid
delivery system, or to cause addition fluid to enter the working
volume, or both. By way of example, FIG. 312 shows the lower
portion of such an injector body 1801, here reciprocating in
direction 1802 and shown at the lower limit of travel, with fluid
entering from "A" to flow down passage 1804 into gallery 1805, from
where passages 1806 communicate with the periphery of the disc
portion of body 1801. When a pressure wave in the fluid is induced,
spring loaded gallery wall 1812 bulges out to position shown dashed
at 1813 and fluid is injected at 1807 into the working chamber
1002. When the main pressure wave stops, the return of wall 1812
causes the extra fluid in gallery 1805 to also be injected, thus
extending the injection period somewhat, and simultaneously causes
a secondary smaller reverse pressure wave in passage 1804. Again,
when the injector body returns to its normal seated position at
1803, the fuel delivery passages are masked by the head. In an
alternative embodiment, component 1801 is already partly retracting
as the main pressure wave recedes, and the spring action of wall
1812 serves mainly to create a reverse pressure wave in passage
1804. In FIGS. 310 through 320, a certain number of fluid passages
are shown to illustrate the principles of the invention. In
alternative embodiments, any other number of passages may be
provided.
[0314] In a further embodiment, the fluid delivery device has
little or no injection action, and instead carries fluid into the
working chamber at an appropriate time in chamber operating cycle.
In some IC engines operating at very high temperature, it may not
be necessary to expend energy to inject or force fuel into the
combustion chamber at high pressure to ensure wide distribution of
the fuel. A pocket of fuel when carried into or exposed to the
combustion chamber in some manner will start to combust virtually
instantaneously, especially if the fuel is to some degree
pre-heated. The combustion of the first of the fuel at the point of
delivery is likely to cause a sufficiently rapid expansion of the
first products of combustion, so that the kinetic energy of
expansion will ensure the effectively immediate distribution of the
remaining fuel through the combustion volume. Another version of
the disc injector disclosed earlier can serve to carry fluid into
the working volume, as opposed to injecting it. By way of example,
FIG. 313 shows two embodiments in parallel, wherein part of a
reciprocating fuel delivery device 1801 is mounted in head 1004,
and is shown in its extreme extended position, when fluid delivery
is taking place. When it is not, the device returns to its seat and
its lower face is approximately flush with head working chamber
surface. Circumferential depression(s), which may be discrete or
continuous and/or annular 1813, are mounted in the perimeter of the
disc, which is here shown centered on tensile member 1814, with
both injector body 1801 and tensile member 1814 capable of
independent reciprocation in direction 1802. Two alternative
methods of low-pressure or "no-pressure" fluid delivery are shown.
On the right side, fluid "A" flows down passage 1804 to pool in
depression(s) 1813 when component 1801 is retracted or seated as
shown dashed at 1803. On the left the procedure is similar, except
that fluid "B" has also pooled in some kind of depression 1816
formed in the head. In both cases, when component 1801 extends, the
fluids sitting in the depressions 1813 will inter act with the
fluid in the working volume 1002. In the case of "A" or "B" being a
fuel, local vaporization or boiling is likely to take place in the
region of 1818. On the left side, while 1801 is extended volume
1817 has wholly or partly filled with fluid. As 1801 returns to its
seated position it can force fluid back up passage 1815, creating a
significant reverse pressure wave. Additionally or alternatively,
the fluid in volume 1817 can wholly or partly be forced or injected
into the working chamber 1002 via passage(s) 1819, angled in any
convenient direction. In an alternative of the embodiment shown in
the left side of FIG. 313, only a small quantity of fluid is
delivered via depression 1813, which initiates combustion in
chamber 1002, which is then fed a major portion of fuel via
passages 1819 as component 1801 returns to its seat. In other
embodiments, the fuel delivery device may rotate instead of
reciprocate. By way of example, FIG. 314 shows in partial section
and FIG. 315 in plan view from the combustion chamber two
alternative embodiments in parallel. A rotating fuel delivery
device 1801 is mounted on a tensile crank link or rod portion of a
piston/rod assembly 1814, which both reciprocates and rotates once
in every four reciprocations, and is hollow to permit gas flow to
or from the combustion chamber(s). Device 1801 is keyed at 1824 to
hollow rod 1804 so that it only rotates with the rod but does not
reciprocate, being restrained from doing so by any convenient means
(not shown) within or above the head 1004. On the right side, fuel
passage 1804 within the device fills volume 1813; on the left side,
fuel passage 1815 in the head fills volume 1813. There are four
volumes 1813, spaced 90 degrees apart. In the head are four
depressions 1821 also mounted 90 degrees apart, each effectively a
type of pre-combustion zone. FIG. 315 shows volumes 1813 aligned
with and exposed to depressions 1821, permitting the fuel carried
in the volumes to combust, as indicated schematically at 1826. In
the embodiment shown on the left side, as the device rotates
through approximately 45 degrees, the volumes are aligned with fuel
delivery passage 1815, allowing the volumes to be refilled with
fuel. On the right side, the volumes are refilled from passage 1804
during their approximately 90 degree travel to the next depression
1821. In the case of either embodiment, the device 1801 may also
deliver at least one other fluid, indicated schematically on the
left side by passage 1822, small aperture 1825 and spray 1823 into
combustion chamber 1002. Here fluid delivery is by pressure wave
down passage 1822, but any convenient method of delivering a fluid
may be used, including the methods disclosed herein. In another
embodiment, rod 1814 does not rotate and there are no keys 1824.
Instead, the rotation of device 1801 is effected by any convenient
means, including mechanical or electric drives mounted in or above
the head. If either the fuel and/or the secondary fluid have
lubricating properties, secondary passages as indicated on each
side at 1827 can be provided to the bearing surfaces.
[0315] In other embodiments, the fluid delivery devices do not
surround a tensile crank link or piston/rod assembly, but are stand
alone devices mounted at any convenient location in the cylinder
head or other portions of the structure enclosing the working
chamber. By way of example, FIGS. 316 and 317 show stand-alone
equivalents of the twin embodiments of FIG. 313 and the twin
embodiments of FIGS. 314 and 315, respectively. A plan view from
inside the working chamber of the embodiments of FIG. 317 would be
as FIG. 315, but with central member 1814 removed. Like features
are similarly numbered. Secondary passages 1827 provide fluid for
lubrication to bearing surfaces. In further embodiments,
stand-alone devices are small and light and have an almost
needle-like configuration, especially if reciprocating. One
embodiment is shown by way of example in FIG. 318, wherein
needle-like fluid delivery device 1831 mounted in head 1004 and
reciprocating in direction 1802 is shown in fully extended
position, with combustion in chamber 1002 taking place at 1818.
What was previously volume 1813 is now an annular circumferential
depression 1832, which is shown dashed at 1833 when the device is
in retracted position and sitting on its seat 1834. In that
position, depression 1832 is filled with fluid from one or more
depressions in the head 1835, which may be annular, supplied with
fluid via passage 1836. Optional secondary passage at 1827 supplies
fluid to bearing surface. In another embodiment, the needle-like
fluid delivery device has an internal passage supplying fluid, as
shown schematically in FIG. 319, wherein like features are numbered
as in FIG. 318. Fluid from central passage 1837 fills annular
depression 1832, shown dashed at 1833 when device 1831 is on its
seat 1834. The device 1831 may be constructed along the lines of a
poppet valve, with a spring above the head returning it to its
seat, and be actuated by any convenient means, including electric
solenoid or rocker arm. In a further embodiment, the fluid delivery
device is inserted from above the head, which incorporates by any
convenient means a stop to insure that, in the retracted position,
the tip of the device is more or less flush with the head surface
to the working chamber. Such an inserted-from-above device may
carry a plurality of separate fluids to the working chamber, and
the devices of FIGS. 318 and 319 can be adapted to do so. By way of
example, portion of an inserted-from-above device is shown
schematically in FIG. 320, in which similar features are as
numbered in preceding Figures. Device 1831, reciprocating in
direction 1802 and shown in retracted position, has a passage 1804
for lower pressure fluid flow to annular or otherwise shaped
depression(s) 1833, and a separate passage 1822 supplying the same
or another fluid to working chamber 1002. Fluid delivery via
passage 1822 and aperture 1825 may be by any convenient means,
including by pressure wave to cause spray at 1823. When device 1831
is extended to position shown dotted at 1840, any fuel carried in
volumes 1833 will be exposed to the working chamber and combust, as
indicated at 1818. The piston, shown dashed in the TDC position at
1838, may optionally have a depression 1839 to accommodate the
device when extended and, in the case of IC engines, depression
1839 may effectively comprise a pre-combustion zone.
[0316] In a selected embodiment, fluid delivery actuation and/or
valve actuation is directly effected by reciprocal motion of the
piston/rod assembly, by any convenient means. Such means include a
rocker device, one end of which actuates a fluid delivery device or
activates a valve, the other end of which communicates with a
projection or depression in or other part of a portion of the
piston rod assembly, optionally that portion which penetrates the
head and which is located in a volume above the head. The number of
ways mechanical linkages can be employed to effect actuation is
virtually limitless; here two examples are illustrated
schematically. Vertical section FIG. 321 and plan section FIG. 323
show a fluid delivery device 861 having a crescent-shaped head 862,
while vertical section FIG. 322 and plan section FIG. 324 show a
poppet type valve 863 having a crescent-shaped head 864, with views
arranged about a common center-line. (Because a crescent shape is
approximately equivalent to a segment of a ring, valve 863 is in
some way similar to the ring valves disclosed in FIGS. 70 through
73.) In each example, the hollow piston/rod assemblies 1206
reciprocating in direction 1802 are virtually identical, and the
Figures show the fluid delivery device and the valve at maximum
projection from the head 1004 into the working chamber 1002, whose
cylindrical face is indicated at 865. Both fuel delivery device and
valve have a collar 866 and coil spring 867 to return them to a
retracted position on a seat in the head. Considering FIGS. 321 and
322, the fluid delivery device is somewhat similar to that of FIG.
316, having a central passage 1831 to fill multiple depressions
1813 located in the vertical face of the crescent shaped head, with
fluid supplied to the top of the device via flexible and optionally
coiled fluid line 868 and olive 869 and collar 870. The piston
portion of the piston/rod assembly 1206 is shown at or close to top
dead center as fluid is delivered. A split or "Y" shaped rocker 884
is pivoted about axis 871 on two widely spaced brackets 872 mounted
on the head by means of fasteners 883, with the two arms 873 rising
and converging to hold a roller 874, with the two forks of the "Y"
converging at lower level in a bowl shaped surface 875, with a hole
for the device 861 to pass through, which depresses the spring
collar 866 during actuation. Actuation is effected by the roller
passing over a cam 876 in the form of a ring screwed to the top of
the rod portion of the piston rod assembly, optionally using a
thread of sinusoidal cross-section 877, and located by keys 878.
Screwing the cam up and down on the rod will permit variation of
timing and degree of extension of device 861. Considering FIGS. 322
and 324, the arrangement shown is suited to piston rod assemblies
which only reciprocate, or simultaneously reciprocate and rotate
(as is the arrangement of FIGS. 322 and 324, if there is
lubrication and/or allowance for lateral movement of roller 874
relative to cam 876). The piston is towards bottom dead center as
the valve is open, optionally to admit charge air from
above-the-head volume 879 via port 880. A different "Y" shaped
rocker is pivotally mounted about axis 881 on two brackets 882
attached to the head by fasteners 883 and separated from it by
variably installable and removable shims 884. The two arms of the
rocker 885 converge in a plate 886 having a depression to receive
the top of the valve stern and which terminates in an axle 887 on
which a wheel 888 is rotatably mounted. The wheel engages with a
different cam 876 screwed to the top of the piston rod, optionally
using threads of sinusoidal cross-section 877, and located by means
of key 878. In embodiments where the piston also rotates, the cam
face will optionally have segments of approximately sinusoidal
configuration, as indicated schematically at 889. The embodiments
of FIGS. 321 through 324 are by way of example; any mechanical
system can be used to cause the reciprocal and/or rotational
movement of the piston and/or piston rod assembly to directly
actuate the delivery of fluid to the working chamber and/or to open
and close a valve communicating with a working chamber. The
principles of fluid delivery disclosed herein can be embodied in
any kind of reciprocating or rotating device. Any of the features
relating to fluid delivery in this disclosure may be combined in
any way with each other and with other features and devices, to
form embodiments not specifically described herein. For example,
the injectors of FIGS. 308 through 310 may be rotatably mounted in
the heads. In the description and illustration of fluid delivery
devices, including those shown in FIGS. 293 through 324, they
generally show embodiments more suited to liquids, whether fuel or
other substances. Where applicable, the principles disclosed may
also be employed to deliver gases, or mixtures of gases and
liquids, or solids in powder form, whether fuels or other
substances. In further embodiments, any of the fluid delivery
devices disclosed herein has a curved body, on installation to be
fitted into a hole or aperture in any engine component adapted to
that curvature, as shown for example in FIGS. 508 and 509.
[0317] It was earlier disclosed how a rotating and reciprocating
piston/rod assembly is mounted in a cylinder assembly that is
rotating (but not reciprocating) in a housing or casing in a
direction opposite to that of the piston/rod assembly. In
embodiments such as for combustion engines, fluid or fuel has to
transferred at least to the rotating cylinder assembly from a fixed
supply point in or on the housing or casing. This can be done by
any convenient method, including as disclosed below. In an
embodiment for an engine having a close to vertical axis of
rotation, an annular well for fluid is provided in a rotating body,
a fixed supply for the well, and optionally a sensing device to
determine the level in the well. By way of example, FIG. 538 shows
schematically such an arrangement on one side of a centerline CL of
a piston/rod assembly 2 shown at center of reciprocation CR in
direction 3, roughly corresponding to the direction of
gravitational attraction, to define two working chambers 8 inside a
cylinder assembly 1 rotatably mounted in a casing or housing 5 by
means of bearings, schematically indicated at 6, with extremes of
reciprocation shown dashed at 4. An annular gallery 7 is maintained
filled to a pre-determined level by a supply line 9 incorporating a
level sensor. Injectors 10 are gravity fed via internal passages
11, with fluid delivery initiated by means of electrical signal via
built-in circuits 12, brush 14, contact 13 and electrical wiring
15. The combined supply line and fluid level sensor 9 is so
configured as to properly function when the angle of fluid surface
in gallery 7 changes due to strong centrifugal forces, indicated
schematically dashed at 16. In a further embodiment, suited to any
alignment of the rotating body, a fixed fluid delivery component of
any form, optionally ring-shaped, is positioned against any
appropriate portion of the rotating body, fluid delivery passages
in the ring aligning with fluid reception passages in the rotating
body at selected locations and/or times during the rotational
cycle. By way of example, FIG. 539 shows schematically in partial
section a portion of a rotating body 1, containing a reciprocating
component shown dashed at 4, mounted in a casing or housing 5 by
any means including roller bearings 6. Rotating surface 19
communicates with ring 17 having compound flanges 18, partly used
for fixing to casing or housing 5 as indicated at 20. The ring has
an internal fluid gallery 21 supplied by fluid delivery line 22,
the gallery having one or more apertures 23 which align with one or
more passages 24 leading to one or more fluid delivery devices (not
shown) at selected times during rotation. Optionally the fluid is
at low or no pressure other that when passages are 23 and 24 are
aligned, and when they are aligned there is an increase in
pressure, including to the fluid delivery device. Optionally,
passage 23 is elongate, so that variation of timing of any pressure
wave in 22 will cause variation of timing of fluid delivery in the
fluid delivery device(s), as indicated schematically in FIG. 540,
where portion of the ring 17 is shown dashed superimposed over
portion of surface 19 shown in solid line. There is likely to be
some seepage of fluid, which in many applications will act as a
lubricant at surface 19. Optionally, seals are provided under the
flanges at 25, and optionally these seal may be hollow and supplied
with another or the same fluid via supply line 26 shown dashed,
with optionally some slight pressure wave induced in the hollow of
the seals at a timing relate to or to match the pressure wave
induced through line 22.
[0318] In a further embodiment, any engine having contra-rotating
cylinder and piston/rod assemblies drives or is driven by another
mechanical device having principle contra-rotating assemblies, such
as a turbine or an electric generator and/or motor. In a further
embodiment, the piston/rod assembly is attached to one of the
rotating assemblies of the other device by connectors of
effectively variable length. Such variable length connection serves
to partially de-couple the piston/rod assembly from the device
rotating assembly, and thereby enable the two components to some
degree move independently of each other, useful when permissible
tolerances, wear rates and/or clearances are different. By way of
example, FIGS. 541 and 542 show schematically, in half section and
quarter section taken at "A" respectively, such an arrangement.
Working chambers 8 are defined by piston/rod assembly 2
reciprocating in direction 3 and rotating clockwise is mounted in
cylinder assembly rotating anti-clockwise on bearings 6 mounted in
housing or casing 5. One portion 28 of the device is attached to
the cylinder assembly by means of fasteners having axes 32, the
other portion 27 is suspended from an tubular extension 29,
optionally with holes 30, of one end of the piston/rod assembly 2.
The suspension is by any kind of elestomeric or
extendable/retractable connector 31 attached to anchorages
indicated by circles, such as any kind of mechanical or gas spring,
including as disclosed herein. For example, it might be a rod with
an elestomeric or variable length attachment at one or both ends,
similar to the link and attachment shown at 124, 125, 126, 127 and
135 in FIG. 508. Component 27 is laterally fixed by means arm 34
attached to casing 5 by fasteners having axes 20, the arm
terminating in a pivotally mounted wheel 32 situated between two
guides 33 mounted on rotating component 27. At extremes of
reciprocation, the connectors are in positions 31a. Because the
connectors are of variable length, and because the masses of
components 2 and 27 are not fixedly linked, it will be easier to
initiate the acceleration and deceleration of one of the
components, during which the connectors will be in the position
shown at 31b in FIG. 542. In an alternative embodiment, if
component is not laterally restrained by such as arm 34, wheel 32
and guides 33, and is free to reciprocate as well as rotate, then
the connectors are optionally part of a stroke magnifier, including
as disclosed elsewhere herein, to permit component 27 to move
between extremes of reciprocation as shown at 35. In the above
examples, the device's two principle components are shown as of
substantially cylindrical configuration. In alternative
embodiments, the devices' principle components are substantially of
the form of two contra-rotating discs. In another embodiment, an
electrical generator and/or motor has two principle components
substantially of the form of two contra-rotating discs, one of
which is the rotor and the other a moving "stator". In a further
embodiment, one of the discs is a fixed stator and the other is a
rotor. By way of example, FIG. 543 shows a layout similar to FIG.
541, with like components similarly numbered. The difference is
that a disc 36 is attached via spacers 34 to cylinder assembly 1 by
means of fasteners having axes 32, and the reciprocating and
rotating assembly comprises a flanged cylinder 39 attached to the
piston/rod 2 by means of end plate 38 and fasteners having axes 33.
A second disc 37, rotatable in direction opposite to that of disc
36, is fixed laterally relative to casing 5 by means of angled
thrust bearings 35, with the connector 31 between cylinder 39 and
disc 37 as described above for FIG. 541. In alternative
embodiments, cylinder assembly 1 and disc 36 are not rotatable but
are fixedly mounted directly or indirectly to casing 5. In a
further embodiment an electrical circuit between a fixed point and
a moving object is maintained by a metal wheel rotatably mounted to
a fixed axle, with optionally an electrically conductive lubricant
and/or paste positioned between axle and wheel. By way of example,
FIG. 544 shows schematically part of a cylinder assembly 1 rotating
about axis CL to which a metal plate 38 is attached by means of
fasteners having axes 32. Maintained in contact with plate 38 is a
metal roller bearing 44, comprising fixed metal axle 39, metal
rollers 40 and rotating metal outer shell 41, with electrical
circuits 45 connected to axle and rotating plate. In operation,
electricity flows through the metal axle, through the rollers,
through the outer to the plate, or in reverse direction. Optionally
seals are provided at 43 and the rollers are mounted in and/or
surrounded by an electrically conductive paste or fluid 43. In this
version, there is some differential slippage or friction in the
contact area between outer shell and plate, since a particle at the
outer edge of the plate is traveling faster than one at the inner
edge. In an alternative embodiment, the arrangement is turned
through 90 degrees relative to axis CL, and the bearing is in
contact with a circumferential metal band, including such as is
disclosed in FIGS. 503 and 504. In or on either or both of the
discs or cylinders or other forms of the principle components of
electric motors and/or generators referred to herein, the windings
are comprised of any convenient segments arranged in any sequence
and/or orientation, wired together in any manner
[0319] In many engines having fluid delivery under high pressure,
the method(s) of generating high pressure waves in the fluid entail
the use of heavy, bulky, expensive and power-sapping equipment in
and/about the engine itself. In alternative embodiments, fluid is
maintained in a reservoir or tank, positioned in any convenient
location, at close to the maximum pressure needed for any part of
the operating cycle of the engine, and bled off at discrete and
optionally variable intervals in optionally variable quantities at
any time fluid delivery is desired. In the case of gases, and
optionally also liquids, the fluid tank is filled under pressure to
at least the maximum desired pressure for proper fluid delivery to
the engine, and maintained at close to that pressure however much
fluid is drawn from the tank, until a determined minimum of fluid
in the tank is reached. In the case of liquids, and optionally also
gases, the tank is filled at any convenient pressure including
atmospheric, the tank is sealed, and thereafter the fluid in the
tank is subject to a pressure that remains more or less constant,
however much fluid is drawn from the tank, until a determined
minimum of fluid in the tank is reached. In either case, the tank
is optionally thermally insulated. By way of example, FIG. 545
shows schematically such a tank 51, having fluid line in 52, fluid
line out 53, each with non-return valve 63. Fluid is maintained
under pressure in volume 54 by means of a piston 57, having a long
stern which penetrates the tank, and a coil spring 56, optionally
seated in recesses 63. Optionally there are seals 58 on the piston
head, which travels in direction 59, with extremes of position
shown dashed at 61 and 61a. Optionally, the piston can be moved to
position 61a against the force of the spring by any kind of
mechanism, shown schematically at 60, including a geared or worm
drive, a solenoid, an electric motor, and/or a hydraulic device. In
an alternative embodiment, the force on the piston that maintains
the pressure in volume 54 is, additionally or alternatively to a
mechanical spring, a gas spring or a fluid under pressure. In a
further embodiment, a separate reservoir of the same fluid that is
passing through lines 52 is provided in volume 55. In an additional
embodiment, volume 55 is linked by passage 64 to another reservoir
or tank 65, both shown dashed. If the fluid in volume 55 is air, it
is optionally maintained at a pressure to at least partly balance
that in volume 54 by a variably operative pump with non-return
valve, shown schematically dashed at 66, with air entry indicated
at 67. In another embodiment, volume 55 is additionally or
alternatively linked by passage 68 to a reservoir or tank 69 having
a piston 71 powered by any kind of spring 70, to maintain the fluid
in volume 55 at pressure to at least approximately balance the
pressure in volume 54. In an embodiment where the fluid in volume
54 is hydrogen for a combustion engine, the fluid in volume 55 is
air. If seals 58 are not perfect, a small dilution of the hydrogen
in volume 54 is not likely to significantly affect the performance
of the engine. In further embodiments, the principles disclosed
above of maintaining fluid in a tank at a more or less constant
pressure largely irrespective of how much fluid is in the tank can
be adapted to any device or mechanism which holds fluid.
[0320] The following sections describe how the engines of the
invention may be used to drive vehicles, marine craft and aircraft,
optionally via a transmission. In the disclosures, where
transmissions are referred to, especially in relation to FIGS. 325
through 425, 463, 464 and 473 through 476, they can be fixed
single-ratio transmissions, variable-ratio stepped transmissions,
or continuously variable transmissions (CVT's), including the CVT's
disclosed herein in FIGS. 426 through 461.
[0321] Herein novel embodiments of aircraft are disclosed.
Generally, only the novel and distinguishing features are
described, with components that are known and commonplace generally
omitted, in order to simply descriptions and diagrams and provide a
clearer understanding of the inventive steps. In the case of the
aircraft here disclosed, they will all have such components as a
hull; one or more wings fixed or otherwise, including rotor(s); a
through-the-air propulsion device such as propeller, rotor or
turbine; an engine of any kind for driving the propulsion device,
including an electric motor and/or an internal combustion engine;
means for regulating the speed and/or power of the engine,
including a control device such as a lever; means for varying
direction or height of travel such a rudder and/or aileron and/or
flaps, actuated by one or more controls such as a wheel, tiller or
lever; optionally some device such as a second rotor or a
longitudinal projection such as a tailplane for maintaining
improved directional stability; a space for one or more controllers
or pilots of the aircraft, known as a cockpit, containing at least
one seat for a pilot and where at least the above mentioned
controls are regulated; any and all night-time running lights
required by any law including at least a red port-side light, a
green starboard-side light and a white stern light; and any safety
or emergency equipment as might be required by law, including life
vests, emergency egress doors, inflatable emergency egress chutes
and the like. In important alternative embodiments of the aircraft
disclosed herein, at least any of the following variable parameters
is determined, controlled and/or varied by manual action, and/or by
a computer program, or by a combination of both, the latter either
on separate occasions or simultaneously: speed of one or more
engines together or separately; direction of thrust of any
propulsion device(s) together or separately; position or angle of
rudder airfoil(s) or flap(s) together or separately; degree of
extension of airfoil(s) or flap(s) together or separately; angle of
attack of airfoil(s) or flap(s) together or separately; degree of
extension of airfoil portion(s) relative to other(s) together or
separately; position or angle of any photovoltaic array(s) relative
to fuselage, together or separately. Any computer program is loaded
into one or more computers which provide and optionally receive
varied electrical circuits to directly or indirectly vary the
parameters, by any appropriate means. Such means optionally
include, and the determination, control and/or variation referred
to above is optionally by, use of such as solenoids, servo motors
and/or hydraulic fluids with hydraulic motors or pumps in one or
more actuation mechanisms. The computers are mounted in any
convenient location on or in the craft. The computer optionally
receives electric or electronic signal(s) from, and the computer
program is designed to process data from, at least one or more
sensors or measuring devices determining one or more of the
following: forward speed; direction of wind; force of wind; any
wind shear; angle of hull from the normal vertical position; height
above ground; ambient air pressure; ambient air temperature;
proximity of nearest object(s); speed of motion of nearest
object(s); weight of aircraft; pressure of fluid(s) in any
actuating device on board the aircraft; temperature of fluid(s) in
any actuating device on board the air craft; temperatures in one or
more portions of any engine; pressures in one or more portions of
any engine; the composition of portion of the exhaust gas of any
combustion engine; temperature and/or condition of air in any
enclosure for an operator and/or any other enclosed space; the rate
of fuel being used; the quantity of fuel used and/or remaining.
[0322] Because the new engines will have a significantly better
power density than conventional reciprocating engines, and perhaps
also better than conventional turbines, they are suited to aircraft
in general and those with propellers or rotors in particular. In
the case of helicopters, the lightness of the un-cooled engines
enables then to be placed, for example, just under the rotors
without seriously affecting overall craft balance. Two engines to
provide maximum desired performance can be employed to directly or
indirectly dive a rotor shaft to which blades are attached, with
each engine separately engagable and dis-engagable. If one engine
fails, it can be disengaged, to permit the other engine to power
the craft to safety at lower speed. In a selected embodiment, a
helicopter is powered by a hybrid electric/IC engine system, using
the engine(s) of the invention and or any other IC engine. In a
further embodiment of a hybrid powered helicopter, half of an
electric motor is part of the rotor shaft, and the other half is
mounted on or part of a fixed rotor post, with the motor driven by
a generator powered by one or more engines of the invention,
mounted in any convenient location. The motor is driven either
directly or via a controller, which is optionally linked to an
energy storage system of any kind, including a battery pack or
capacitor or flywheel. The energy storage system can additionally
and optionally be replenished by photo-voltaic cells mounted on the
craft, and it can also be used to drive a second rotor, including a
tail rotor. In a further embodiment, a safety emergency parachute
is housed within the fixed central post on which the rotor shaft is
mounted. The central post optionally incorporates or is attached to
the stator of an electric motor. In the event of engine or rotor
failure, the parachute would be automatically or manually deployed
to both slow the craft's descent and to ensure that it was properly
aligned to land on its wheels or skids. In another embodiment, the
landing wheels or skids are attached to the craft by energy
absorbing devices, which progressively decelerate the craft on
landing, and/or energy absorbing devices are incorporated in the
seating of crew and passengers.
[0323] By way of example, schematic FIG. 325 shows a sectional plan
through a fixed hollow rotor mounting post 4601 on which rotor
shaft 4602 is rotatably mounted. Part of craft sides are indicated
at 4603, and overhead rotor blades are shown dashed at 4604. Two
alternative drive arrangements are shown. In the lower part of the
Figure, engine 4605 has a drive shaft terminating in a toothed gear
4606, optionally small, which is engagable and dis-engagable with
toothed gear 4607, optionally large, mounted on the rotor shaft
4602. In the upper portion of the Figure, engine 4605 drives the
rotor shaft via transmission 4644 having an output shaft
terminating in a toothed gear 4606. In another embodiment, the
transmission has variable drive ratios. Such variable ratios are
useful for varying the relative thrust generated by the propulsion
device or blades in relation to the power generated by the IC
engine, to adapt to different forward speeds, different operating
conditions and different weather. If main rotor direction is
clockwise as indicated at 4608, then each engine drive shaft is
turning anti-clockwise. Whether two engines or two engines driving
two transmission are used, each system is separately dis-engagable
if it should fail, leaving the craft with power from one system to
make an ordered landing. Alternatively, any convenient mechanical
drive between one or more engines and the rotor shaft may be
employed. In an example of another embodiment, FIG. 326 shows
schematically in longitudinal vertical central section a hybrid
craft, with direction of normal motion indicated at 4700. One or
more engines 4605 and linked electrical generators 4609 are mounted
under a front seat, with a battery pack 4611 and electrical
controller 4612 mounted behind under a passenger seat, and two
photovoltaic panel assemblies 4613 shown dashed mounted on the
craft roof. Skids 4614 are attached by struts 4615 designed to
crumple and absorb energy on impacts much greater than those caused
by normal landing. Running lights are provided, including at least
port light 15, green starboard light (not shown) and white rear
light 16. A cockpit area 35 inside fuselage 39 is provided with at
least combined height and direction control 36, variable power or
thrust control 37 and pilot seat 38. The aircraft optionally has
one or more computers programs and computers, one indicated
schematically at 34, to receive information from measuring devices
and to change and/or control operating variables, as described
above. Electrical supply, shown dashed, from generator 4616 and
from photovoltaic panels 4617 goes to battery via controller; power
output, shown dashed, from generator or battery via controller goes
to main rotor blades 4620 at 4618 and to tail rotor 4621 at 4619.
The stator portion 4625 of an electric motor is attached to
mounting post 4601 which is integral or attached to base 4623,
which is securely fastened to craft structure by anchors 4624. The
rotor portion 4622 of the electric motor is attached to the inside
of blade rotor shaft 4602, which pivots on roller or other bearing
4626 on base 4623. A packed parachute 4627 is fitted into fixed
mounting shaft 4601 above an explosive-type device at 4628. The
mounting post may be fitted with a shroud 4629 to protect the
electric motor from the elements, and to reduce the risk of lines
tangling with the main rotor blades 4620 when the parachute is
deployed, shown dashed at 4630. Optionally, the parachute enclosure
has a lid 4631, which in a selected embodiment remains attached to
the top of the parachute as it deploys. In an emergency, the
explosive device is triggered to project the folded parachute
upwards in direction 4632 in such a manner that it unfolds to the
proper form shown dashed at 4630. The art of projecting packed
parachutes from housings is well known, for example in automotive
drag racing. The art of projecting large objects of substantial
mass upwards is well known, as for example in the ejection of pilot
plus seat plus parachute in military aircraft. The mounting post
will need a substantial floor or base 4623 to withstand thrust
loads when the parachute is deployed. The parachute contained in a
fixed mounting post 4601 can equally be provided in the embodiment
of FIG. 325.
[0324] In a further embodiment, the engines of the invention may be
used in any fixed wing aircraft, either to in part propel the craft
through the air, or to power one or more ancillary systems aboard
the aircraft. Noise is an important restriction on the movement of
aircraft in general, and small airports in particular. Many
airports the world over have a decibel limit on the noise permitted
during the day, and a lower limit or a ban on flying at night time.
Because the engines of the invention are generally inside thermally
and acoustically insulated housings, the engines themselves will
produce virtually no noise, and aircraft with such engines will be
able to use airports when normally-engined aircraft cannot. The new
engines have better power-to-weight ratios, so the aircraft either
can be made lighter and more economical and therefore use shorter
runways, or the craft can carry a greater load. They will also have
better power-to-bulk ratios, so wing mounted engines will be less
bulky and present less air resistance. They are un-cooled, so
airflow does not have to be directed to engine cooling, with
consequent loss of aerodynamic efficiency, as is the case with
conventional engines. This lowered air resistance and improved drag
will lead to further fuel efficiencies and economies. Perhaps most
importantly, the new engines will be much more efficient, so less
fuel is needed for a given travel distance, so again the aircraft
either can be made lighter and more economical, or can carry a
greater load. FIG. 327 shows schematically by way of example a
single-engined light aircraft 4641 with a propulsion device 4642,
optionally a propeller but alternatively a wholly or partly
shrouded impeller or propeller or fan, with direction of normal
motion indicated at 4700. Running lights are provided, including at
least red port light 15, green starboard light (not shown) and
white rear light 16. A cockpit area 35 inside fuselage 39 is
provided with at least combined height and direction control 36,
variable power or thrust control 37 and pilot seat 38. The aircraft
optionally has one or more computers programs and computers, one
indicated schematically at 34, to receive information from
measuring devices and to change and/or control operating variables,
as described above. Inside the fuselage 4641 is a starter motor
4643 coupled to a transmission 4644 in turn linked to the engine of
the invention in an insulated housing 4645, all shown dashed. In
another embodiment, the transmission has variable drive ratios.
Such variable ratios are useful for varying the relative thrust
generated by the propulsion device in relation to the power
generated by the IC engine, to adapt to different forward speeds,
different operating conditions and different weather. The location
of the starter motor may be in any convenient alternative position,
including between engine and any transmission or on the opposite
side of the engine to the propeller. In the configuration of FIG.
327, all the mechanical systems except the propeller are accessible
from within the craft. In a further embodiment, the engine and/or
any transmission is packaged in the form of a "snap-in" module, as
disclosed elsewhere herein. In another embodiment, an aircraft may
be powered by a hybrid electric/IC engine drive system, using the
engine of the invention or any other IC engine. By way of example,
FIG. 328 shows schematically a twin propeller light aircraft 1651
in section through a propulsion/power assembly, with direction of
normal motion indicated at 4700. Running lights are provided,
including at least red port light, green starboard light (both not
shown) and white rear light 16. A cockpit area 35 inside fuselage
4651 is provided with at least combined height and direction
control 36, variable power or thrust control 37 and pilot seat 38.
The aircraft optionally has one or more computers programs and
computers, one indicated schematically at 34, to receive
information from measuring devices and to change and/or control
operating variables, as described above. The propulsion power
assembly comprises a propulsion device 4642 mounted on a rotatable
shaft 4654, the shaft in turn mounted in bearings 4653 affixed to
portion of aircraft structure within motor cowling 4652. The
propulsion device is optionally a propeller, but alternatively is a
wholly or partly shrouded impeller or propeller or fan. A rotor
portion 4622 of an electric motor is attached to or forms part of
shaft 4654, while a stator portion 4625 of the motor is affixed to
air craft structure within the cowling. This craft has an energy
storage system such as a flywheel or a battery pack at 4611, linked
to a controller at 4612, with energy provided by twin sets of
generators 4609 powered by IC engines 4505, of any design including
as disclosed herein. Electrical power supply to wing motors is
shown at 4618. One or more optional photovoltaic (PV) array
assemblies 4613 are mounted on fuselage, with supply to controller
shown at 4617. Additionally or alternatively, photovoltaic array
assemblies 4655 may be mounted on the aircraft wings. In this
arrangement, every part of the aircraft drive system, except the
propellers and electric motors on the wings, and the optional PV
array, is accessible from within the aircraft during flight.
[0325] Optionally, the engines in the helicopters or aircraft
disclosed are the engines of the invention, which can be thermally,
acoustically and vibrationally insulated to any degree, whether
mounted inboard a helicopter or winged aircraft, or mounted
outboard in any convenient location, including on the wing. In a
selected embodiment, the compound engines of the invention are
adapted for aircraft use by having a reciprocating IC engine first
stage driving one or more wholly or partly shrouded impellers or
propellers or fans, with hot high pressure exhaust from the
reciprocating engine used to wholly or partly drive a turbine or
jet. The principles of using a reciprocating engine to power a
turbine in a compound IC engine have been disclosed previously
herein, and are illustrated schematically and described in relation
to FIGS. 14 through 19. The adaption of the compound engine of the
invention to aircraft of any kind, including helicopters, may be
made in any convenient way. By way of example, FIG. 329 shows a
schematic layout of a reciprocating/turbine compound IC engine
located in a nacelle or housing 4730 and driving a conventional
propeller 4661 generating thrust at 4666. The propeller is driven
by the reciprocating engine stage 4662 which takes in air at 4664,
with direction of normal motion indicated at 4700. Hot
high-pressure engine exhaust wholly or partly drives the turbine
stage 4663, which has optional provision for by-pass air at 4665,
to generate thrust at 4667. Optionally, the propeller is directly
or indirectly mechanically linked to the turbine stage by a
rotating shaft 4668. If the optimal rotational speed of
reciprocating stage output shaft differs from that of the turbine
stage shaft, an optional transmission is placed between them, as
indicated schematically at 4644. In another embodiment, the
transmission has variable drive ratios. Such variable ratios are
useful for varying the relative thrust generated by the propulsion
device in relation to the power generated by the turbine stage, to
adapt to different forward speeds, different operating conditions
and different weather. Optionally, any pollutant and/or CO2 removal
system, including as disclosed herein, can be placed in the hot
high pressure exhaust gas flow between the reciprocating stage and
the turbine stage, as indicated at 4722. In another example, FIG.
330 shows a schematic layout of a compound engine driving wholly or
partly shrouded contra-rotating impellers or propellers or fans
4671, with direction of normal motion indicated at 4700. A shroud
or cowling 4672 is attached to the compound engine by means of
struts or fins 4673, with the reciprocating engine stage 4662
taking in air at 4664 to power the contra-rotating propulsion
devices 4671, which create thrust at 4666. Hot high-pressure engine
exhaust wholly or partly drives the turbine stage 4663, which has
optional provision for by-pass air at 4665, to generate thrust at
4667. Optionally, the propeller is directly or indirectly
mechanically linked to the turbine stage by a rotating shaft 4668.
Optionally the front of the shroud has a protective grille 4674, to
prevent the ingestion of birds and other objects. The blades of the
grille are optionally so aligned as to properly proportion the flow
of air within the shroud, or to direct more air to one zone than
another. Optionally, any pollutant and/or CO2 removal system,
including as disclosed herein, can be placed in the hot high
pressure exhaust gas flow between the reciprocating stage and the
turbine stage, as indicated at 4722. If desired, transmissions can
be incorporated in drive lines, optionally as indicated at
4722a.
[0326] In a further embodiment of a compound reciprocating/turbine
IC engine, a reciprocating engine stage does not drive any
propulsion device directly, but is used solely to generate hot high
pressure gas for the turbine stage, to which it may be mechanically
linked. By way of example, schematic FIG. 331 shows such a compound
engine in a nacelle or housing 4730, with direction of normal
motion indicated at 4700. The enclosure to the reciprocating engine
stage 4662 extends forward at 4674 to support a protective grille
4674 through which air 4664 for engine 4662 passes, the grille
serving as a shield to prevent ingestion of foreign matter,
including birds. The hot high pressure reciprocating engine exhaust
at least partly powers the turbine 4663 stage, which generates
thrust at 4667. Optionally, by-pass air for the turbine is provided
at 4665. The IC engine is optionally directly or indirectly linked
to the turbine by shaft 4668. If the optimal rotational speed of
reciprocating stage output shaft differs from that of the turbine
stage shaft, an optional transmission is placed between them, as
indicated schematically at 4644. In another embodiment, the
transmission has variable drive ratios. Optionally, any pollutant
and/or CO2 removal system, including as disclosed herein, can be
placed in the hot high pressure exhaust gas flow between the
reciprocating stage and the turbine stage, as indicated at 4722.
The engines of FIGS. 329 through 331 can be attached to or mounted
on aircraft in any way, including on wings or tailplane and/or on
or in the fuselage. In practice, if the engines are mounted
outboard, the schematic single line the housing 4730 of FIGS. 329
and 331 would represent a double-skinned nacelle, as shown more
realistically in FIG. 330. By way of example of an inboard mounted
engine, FIG. 432 shows schematically a compound
reciprocating/turbine IC engine mounted in the rear portion of an
aircraft 4734 having tailplane 4732 and high-mounted rear wing
4733, rear white running light 16 at rear of fuselage 39, with
direction of normal movement indicated at 4700. The engine is that
of FIG. 330, with propellers or fans 4671, reciprocating stage 4662
and turbine stage shown dashed in outline. The housing 4730 for the
engine and fans is within the fuselage, with air supplied via
optional ram effect at 4723 to enter the fuselage 4734 and housing
4730 via externally mounted scoop 4731. In practice, the housing is
likely to create a bulge in the exterior skin around it, which may
flare out to tubular form at the rear to accommodate the turbine
stage. Optionally, the air is partly accelerated and/or compressed
by the fans for the reciprocating engine stage, especially if it is
a two-stroke, and to a degree also for any extra or by-pass air for
the turbine, which creates thrust at 4667. The placement of the
engine within the fuselage will substantially reduce aircraft
noise, as perceived by outside observers. In the embodiments of
FIGS. 331 and 332, and in any suitable embodiments described
elsewhere in this disclosure, in an alternative arrangement the
reciprocating engine of the invention can be used as a gas
generator solely to provide hot high-pressure gas to the turbine
stage. In such an arrangement, the reciprocating stage effectively
replaces the compressor and combustor of the conventional turbine
engine.
[0327] In a further embodiment suited to hybrid powered aircraft
including helicopters, a compound reciprocating/turbine is used to
power a generator, with the turbine stage of the compound engine
used to crate thrust to assist in driving and/or steering the
aircraft. In another embodiment, the different components of a
compound can be relatively widely separated, to distribute weight,
to reduce resonance and/or vibration, or for any other reason. The
different components of a hybrid system can be positioned in any
convenient location and in any convenient orientation. By way of
example, a schematic elevation of a rear portion of an
aircraft--either fixed wing or helicopter--is shown in FIG. 333,
where 4701 is the rear portion of a fuselage, 16 a white rear
running light mounted at rear of fuselage 39, 4702 the base of a
tail assembly--which in the case of helicopters optionally includes
a rotor--and where direction of normal motion indicated at 4700.
Items within the interior of the fuselage are shown dashed,
including one or more generators 4703, electrical power supply 4704
to controller or motor (not shown), drive shafts 4705 and universal
joints 4706, reciprocating engine stage 4707 and turbine stage
4708. The two stages are separated by a passage 4709 surrounded by
thermal insulating material 4710 which transfers hot high pressure
exhaust gas from the reciprocating engine stage to the turbine
stage, which creates thrust at 4667. Air intake cowlings are
provided in the surface of the fuselage, at 4711 for the
reciprocating engine and optionally at 4712 for turbine stage
bypass air. Optionally, any CO2 removal system, including as
disclosed herein, can be placed in the hot high pressure exhaust
gas flow between the reciprocating stage and the turbine stage, as
indicated at 4722. In a further embodiment, suited but not limited
to helicopters, the direction of turbine thrust is controlledly
varied. By way example, FIG. 334 shows a schematic plan view of a
helicopter, wherein the rear rotor is optionally replaced with a
turbine stage having directionally variable thrust. Running lights
are provided, including at least red port light 15, green starboard
light 15a and white rear light 16. A cockpit area 35 inside
fuselage 4714 is provided with at least combined height and
direction control 36, variable power or thrust control 37 and pilot
seat 38. The aircraft optionally has one or more computers programs
and computers, one indicated schematically at 34, to receive
information from measuring devices and to change and/or control
operating variables, as described above. The movement of the main
rotor, outline shown dashed at 4713 will tend to rotate the
fuselage 4714 in clockwise direction 4715. Turbine exit gas passes
through an adjustable deflector tube 4716 to create thrust in
direction 4667, which will tend to rotate fuselage anti-clockwise
sufficiently to cancel out main rotor rotational loads and permit
regular forward travel in direction 4700. When change in direction
is desired, the thrust deflector tube 4716 is angled to new
positions shown dashed at 4717. In addition to the thrust tube axis
being variable in a horizontal plane, it may also be variable in a
vertical plane (not illustrated). In an alternative embodiment (not
illustrated), thrust is defected by means of an adjustable pitch
airfoil, fin, flap or rudder. Eliminating the mass and cost of the
rear rotor and its drives and substituting a turbine which serves
both to provide substantial additional thrust and to balance the
craft is an important advantage, leading to greater fuel economy.
It is estimated that a reciprocating/turbine compound engine can be
so configured as to have between 15% and 40% of total net power
directed as thrust, with balance used to power an electrical
generator, which may drive an electric motor located elsewhere, or
to power any wheels, propellors or other dive systems, wither
directly or through a transmission.
[0328] In another embodiment, a compound reciprocating/turbine IC
engine may have widely separated portions. A reciprocating stage
may drive a propulsion device at the front of the aircraft, with
hot high pressure exhaust gas transferred from the reciprocating
stage via optionally thermally insulated passage to a turbine stage
mounted elsewhere, including on a wing, in a projecting nacelle or
at the rear of the aircraft. By way of example, FIG. 335 shows
schematically a light fixed-wing aircraft 5721, with a front end
similar to that of FIG. 327. Running lights are provided, including
at least port light 15, green starboard light (not shown) and white
rear light 16. A cockpit area 35 inside fuselage 4725 is provided
with at least combined height and direction control 36, variable
power or thrust control 37 and pilot seat 38. The aircraft
optionally has one or more computers programs and computers, one
indicated schematically at 34, to receive information from
measuring devices and to change and/or control operating variables,
as described above. Items within the aircraft fuselage 4721 are
shown dashed. The reciprocating stage 4545 of the compound engine
drives the propulsion device, here a propeller 4642, via a
transmission 4644 to generate thrust at 4666, with a starter motor
4643 placed between propeller and transmission. In another
embodiment, the transmission has variable drive ratios. Hot high
pressure exhaust gas from the reciprocating engine travels via
optionally thermally insulated passage 4709 to wholly or partly
power the turbine stage 4708, which generates thrust at 4667. An
air scoop for the reciprocating stage is provided at 4711, with an
optional second scoop for turbine bypass air at 4712. Optionally,
any exhaust emission or CO2 removal system, including as disclosed
herein, can be placed in the exhaust gas flow to the turbine stage,
here indicated at 4722. In a further embodiment, an electric motor
mounted in a nacelle or housing drives a propulsion device and has
a turbine stage mounted behind it in the same nacelle or housing.
The turbine stage is part of a compound reciprocating/turbine IC
engine, with the reciprocating stage mounted elsewhere, optionally
inside the aircraft fuselage. An optionally insulated passage
conducts hot high pressure exhaust from the reciprocating stage to
the turbine stage via a hollow strut or fin supporting the nacelle.
By way of example, FIG. 336 shows schematically a nacelle 4672
attached to the fuselage 4701 of a helicopter, fixed-wing or
lighter-than-air aircraft, by means of a hollow strut or fin 4553.
In the nacelle is an electric motor 4699 driving the propulsion
device 4671 to generate thrust at 4666, with an optional air scoop
provided at 4720 to provide cooling for the motor. Behind it is the
turbine stage 4663 of a reciprocating/turbine IC compound engine.
Another part of the aircraft houses the reciprocating stage, from
which hot high pressure exhaust gas is ducted through the strut
4553 via optionally thermally insulated passage 4562. Optionally,
any exhaust emission or CO2 removal system, including as disclosed
herein, can be placed in any convenient location in the hot high
pressure exhaust gas flow between the reciprocating stage and the
turbine stage, here in the fuselage as indicated at 4722. It enters
at 4697 to wholly or partly power the turbine stage 4663 and create
thrust at 4667. The reciprocating stage elsewhere in the aircraft
powers a generator, also elsewhere in the aircraft. The generator
supplies electrical power for the motor 4699 either directly or via
a controller and/or an energy storage device, located elsewhere in
the aircraft. Optional scoops are provided at 4665 to provide any
turbine bypass air. The central rotating shaft systems 4668 of the
motor and the turbine are optionally co-axial, and may be
mechanically linked either directly or by a transmission 4644. In
another embodiment, the transmission has variable drive ratios. In
addition to the exhaust gas passage 4562, the strut 4553 houses
electric power circuits 4557 and electronic motor, turbine and
sensor controls 4558. The power unit of FIG. 336 can be mounted on
or in an aircraft in any convenient way, and can drive propellers
or fans which are open or shrouded. For example, it may drive
shrouded fans in a nacelle in a layout similar to that of FIG. 330,
where an electric motor would replace the reciprocating stage 4662,
and hot high pressure exhaust gas would be ducted to the turbine
stage 4663 through the nacelle, which could be mounted on a hollow
strut or fin, in the manner of FIG. 336.
[0329] In another embodiment, twin power units are mounted on a
hybrid electric drive aircraft, as shown in schematic plan view
FIG. 337 of a twin engined light aircraft 4725, with direction of
normal movement indicated at 4700. Running lights are provided,
including at least port light 15, green starboard light (not shown)
and white rear light 16. A cockpit area 35 inside fuselage 4725 is
provided with at least combined height and direction control 36,
variable power or thrust control 37 and pilot seat 38. The aircraft
optionally has one or more computers programs and computers, one
indicated schematically at 34, to receive information from
measuring devices and to change and/or control operating variables,
as described above. The upper surfaces 4726 of the main wings are
entirely covered by photovoltaic arrays, shown broadly hatched,
except for the leading edges 4736 and the flaps 4727. Power units
are mounted in nacelles 4730, attached to the aircraft by hollow
struts or airfoils 4553, which here function as tail wings and have
flaps 4737, and there is a tailplane 4738 with rudder 4739. Each
nacelle contains the basic power unit of FIG. 436, except that
electric motor 4699 is driving shrouded fan blades 4671 and is
supported by internal hollow struts 4729 to create a partially
circumferential volume 4728 for air to the turbine stage 4663 of a
compound reciprocating/turbine IC engine, with the fan and turbine
stage in variable proportion creating thrust at 4667. Optionally,
the air is partly accelerated and/or compressed by the fan blades
4671 for the turbine stage. In the fuselage of the aircraft, each
compound engine reciprocating stage 4662 drives an electrical
generator 4609 which supplies an energy storage device 4611, which
in turn supplies power to electric motors 4699 in the nacelles, via
optional controller 4612. Hot high pressure exhaust from both
reciprocating stages is discharged into a common exhaust gas
treatment system 4722, which may remove any substance from the gas
including CO2, and from there flows via common optionally thermally
insulated passage(s) 4740 via passage split to the turbine stages,
in the nacelles 4663. At the split, there is optionally a flap or
gate 4741, pivoted at the rear at 4742, which is controlledly
pivotable in direction 4743, which apportions the flow of hot gas
according to each power units requirements. For example, when
banking or turning, one turbine stage is likely to generate more
thrust than the other, and will require proportionately more hot
gas. In a further embodiment, a compound reciprocating/turbine IC
engine has one reciprocating stage provide hot high pressure gas to
multiple turbine stages. Two reciprocating stages and two
generators are shown in FIG. 337 for reasons of safety, but they
could be replaced by a single larger engine and a larger generator,
with gas from one reciprocating stage powering two turbine stages.
The nacelles with their power units are shown supported on hollow
struts attached to the fuselage, but the struts and nacelles could
alternatively be mounted on the main wings and a separate tail wing
provided. Alternatively, the power units and associated housings
could be mounted integrally with the main wing and/or integrally
with the fuselage, along the line of the arrangement of FIG. 332.
All and any features described in relation to electric hybrid drive
systems in aircraft using compound engines can equally, where
appropriate, be used in marine craft, with turbine stages
discharging either above or below water. In further embodiments,
all or part of the fuel supply system and/or the at least partial
electronic control of engine operating parameters disclosed
schematically in FIGS. 1, 13, 16 and 20 are adapted for any of the
engines of FIGS. 329 through 337.
[0330] In alternative embodiments, a photovoltaic array or panel on
any part of exterior surface of an aircraft surface, including wing
or tail or fuselage, is mounted on a frame or panel which is in
turn mounted on one part of some type of ball or swivel joint, with
the other part of the joint mounted to an extendable and
retractable post. When the craft is in motion, the working surface
of the photovoltaic (PV) array is substantially flush with and
approximately parallel to the adjacent surface of the aircraft.
When the aircraft is stationary, the post can be extended and the
panel be turned to the optimum position facing the sun or other
light, either manually or automatically or by some combination of
both. When passenger aircraft are occupied and parked on a runway
and taxiing, a substantial amount of energy is required to maintain
air conditioning, lighting, radio communication and other services.
When the sun is substantially overhead, the PV array will provide
optimum electricity for the weather conditions, but when the sun is
at lower angles, PV performance is substantially impaired. By
raising the PV array and angling it to face the sun, electric
production is increased very substantially. The provision of PV
arrays would cut down requirements for heavy and fuel-thirsty
auxiliary power units. Although known to produce considerable
energy in bright moonlight, PV arrays generally function poorly or
not at all at night. But aircraft power needs are very much less at
night, since air cooling is not required and any passengers are
mostly sleeping, therefore using aircraft systems less. Another use
for adjustable PV arrays is in aircraft that are parked or stored
for longer periods. The energy provided could be more than enough
to provide, sufficient air handling or drying as to keep interior
temperatures at reasonable temperatures and reduce humidity and so
prevent the onset of mold or rot. It could also provide power for
systems that would monitor conditions and send out wireless reports
at intervals, or to power an alarm system that could wirelessly or
otherwise report attempts to break into and/or steal the aircraft.
A small energy storage device used with the PV array could ensure
that wireless or other contact was maintained around the clock
indefinitely. By way of example, FIG. 514 shows a PV array 71
mounted on a frame or other support structure 72, in turn mounted
to the upper portion of a ball joint 73, the lower portion of which
74 is fixed to a post 75 extendable and retractable in a housing 77
in direction 76. The array shown in retracted position, its working
surface substantially flush with and parallel to the adjacent
aircraft exterior skin 78. When the post with array is extended,
the PV array can be arranged in any position by any means, oriented
in any convenient direction to most optimally face the sun. For
example one position is shown dashed at 79, another is shown chain
dashed at 80. The PV arrays are of any convenient size; for example
in this embodiment they are shown deployed between aircraft ribs
81. The post is retracted/extended and the array is swivelled or
otherwise adjusted either manually or mechanically, or some
combination of both. If manually, the ball joint preferably has a
strong friction grip, to prevent movement under unequal wind loads
(the assembly is more or less balanced). If operation is
mechanical, it can be controlled by an operator optionally remote,
or it can be controlled automatically, or by some combination of
both. In an important embodiment, if operation is at least partly
automatic, it is at least partly controlled by one or more computer
programs loaded into one or more computers. A computer program will
cause the computer to emit and optionally receive electronic
signals that will directly or indirectly by any convenient means
determine, control or vary at least one of the following
parameters: degree of post retraction/extension; pitch (angle to
the horizontal); compass orientation; degree of force holding the
array in a determined position to counter unequal wing load or
aircraft motion. Such determination, control and/or variation is
optionally by use of such as solenoids, servo motors and/or
hydraulic fluids with hydraulic motors or pumps in one or more
actuation mechanisms. Any computer program is loaded into one or
more computers which provides varied electrical circuits to
directly or indirectly vary the parameters, by any appropriate
means. The computer(s) are mounted in any convenient location on or
in the aircraft. The computer optionally receives electric or
electronic signal(s) from, and the computer program is designed to
process data from, at least one or more sensors or measuring
devices determining one or more of the following: height/angle of
sun above the horizon, compass direction of sunlight; mean wind
velocity; peak wind velocity. In alternative embodiments, the
adjustable PV array, swivel or otherwise mounted on an
extendable/retractable post, is used on the upper surfaces of
marine craft. For example, such an array could replace one of the
fixed arrays 3842 in FIG. 345, one of the fixed arrays 71 in FIGS.
385 through 395 and in FIG. 415. In further embodiments, the
adjustable PV array, swivel or otherwise mounted on an
extendable/retractable post, is used on the upper surfaces of any
vehicle. For example, such an array could replace the fixed array
71 in FIGS. 463 and 464, the fixed array 274 in FIGS. 473 and
474.
[0331] In a selected embodiment, a winged aircraft has selectively
extendable/retractable wing or airfoil extremities, either at the
main wings, at secondary wings, or at any optional vertical tail
wing or airfoil. Such a wing extension would provide greater lift
at slower speeds, while also providing greater drag. The drag is
proportionately much less at lower speeds that at higher speeds. An
aircraft with variable wing extremities extended can take-off at
lower speeds from shorter runways. It will be traveling more slowly
close to take-off, making it easier and more safe to abort
take-offs. If an emergency occurs while traveling at normal speed,
previously retracted wing extremities can be extended to provide
greater gliding capability and lower stall speeds, the reduction in
speed making any emergency landing more manageable. Presently,
safety regulations require aircraft crossing large expanses of
ocean to have four engines. An aircraft having two engines with the
added safety of variable wing extremities may qualify to meet the
overall safety standards the international community expects during
large ocean crossings. Any convenient means may be employed to
effect variable wing extremities, including any of the embodiments,
constructions and features disclosed herein in relation to
hydrofoils for marine craft. The fundamental principles involved in
the art of hydrofoils and the art of airfoils are the same, since
they concern fluid flow, and water and air are both fluids. In a
selected embodiment, the skin of a wing extension is of a fabric or
other material folded in a bellows-like manner when the wing
extension is retracted. By way of example, FIGS. 338 through 340
show schematically a bellows-style wing extension, with FIG. 338 a
plan view, FIG. 339 a longitudinal section at "A" and FIG. 340 a
cross-section at "B", with direction of forward travel indicated at
4680. The wing extension terminates in a fin or vertical airfoil
4681 which is extended/retracted by means of tubes 4683 mounted in
cylinders 4684 in turn mounted in main wing portion, optionally
actuated hydraulically. The fabric or skin 4685 of the wing
extension is attached to the fin 4681 at one end and to the
vertical face 4686 of a recess 4687 of the fixed portion 4682 of
the wing at the end. Within the fabric or skin vertical sheets or
ribs or formers 4688, shown in dashed line in FIG. 338 and solid
line in FIG. 339, are attached to the skin at regular intervals,
the sheets or ribs or formers having holes to accommodate actuating
tubes 4683. The sheets or formers are optionally separated by a
series of energy absorbent devices, optionally coil springs 4689a
of varying radius so that they can be folded flat, arranged on axes
4689. The springs are biased to load the extension into an extended
or retracted position. Symbolic fold lines 4690 in the fabric are
shown in FIG. 338 to illustrate the principle of bellow-like
construction, but the fold lines could be of any configuration in
any number in any location. Similarly, the clearance space 4691
between the tubes and the skin is shown symbolically only; its
actual dimension will depend on the folding design for the fabric
or skin 4685. To retract the extension, the tubes are withdrawn
into the cylinders, pulling fin 4681 toward fixed wing portion
4682, causing the fabric to fold itself between the sheets or ribs
or formers 4688, until the entire extension including the ribs or
formers, shown dotted at 4688a in FIG. 338 is fitted in recess 4687
and the fin 4681 is hard up against fixed portion as shown dotted
at 4692. In a preferred embodiment, any coil springs or other
energy absorbing devices bias the extension to an extended
position, so that if some or all systems fail the wing is
automatically extended and in position for slower travel, better
gliding and a shorter landing requirement. Any convenient type of
rib or former 4688 of any convenient material and/configuration may
be used, including sheet as previously described, wire and/or
tubular frame of metal or other material. The skin may be of any
material suited to repeated folding.
[0332] All the features disclosed in FIGS. 325 through 340 can be
applied to lighter-than-air craft such as blimps or dirigibles. For
example, the hybrid power systems of FIGS. 325 and 327 can be
adapted for any lighter-than-air craft, and the engines of FIGS.
329 through 331 can be mounted in nacelles attached to blimp and
dirigible aircraft. Any of the features can be combined with any
other feature in any manner. Although the fixed-wing aircraft in
the Figures are shown as light aircraft, the can be of any size.
The embodiments of FIGS. 325 through 337 are by way of example; any
convenient method of using the engines of the invention to power
aircraft can be employed, as can any convenient method of deploying
a parachute stored coaxially with a helicopter rotor. The
helicopters and fixed-wing aircraft of the invention can use any
combustion engine, the exhaust of which can be treated in any
manner, including to remove CO2, and as disclosed herein in
relation to the treatment of any pollutant(s) and/or undesirable
substances, including CO2. Any of the features disclosed herein as
applying to aircraft may, where appropriate, be also applied to
marine craft. For example, the engines of FIGS. 329 through 431 and
FIG. 336 may be mounted above water in or on any kind of hull or
superstructure of a marine craft, including fast hydrofoil or other
marine craft and for the marine craft of the invention. The
extendable/retractable airfoils of FIGS. 338 through 340 may
equally be embodied as hydrofoils and attached to marine craft
above water, and also below water to function as hydrofoils. The
extensible and retractable hydrofoils disclosed subsequently,
including in FIGS. 359, 362, 365 and 367 through 371, may be
adapted to be embodied in airfoils or wings in aircraft. The
illustration are diagrammatic. None of the features are shown at
any particular scale in relation to either aircraft or each
other.
[0333] Herein novel embodiments of marine craft are disclosed.
Generally, only the novel and distinguishing features are
described, with components that are known and commonplace generally
omitted, in order to simply descriptions and diagrams and provide a
clearer understanding of the inventive steps. In the case of the
marine craft herein disclosed, they will all have such components
as: a hull; a means for varying direction of travel such a rudder,
manually or mechanically actuated by a control such as wheel or
tiller; if not purely a sailing vessel one or more
through-the-water propulsion devices such as propellers driven by
at least one combustion engine or electric motor of any kind; a
means for varying the speed of any engine driving a
through-the-water propulsion device actuated by a control such as a
lever; at least one means for reversing direction of thrust of the
propulsion device(s) and therefore the craft; any and all
night-time running lights required by any law such as the COLREGS
including at least a red port-side light, a green starboard-side
light and a white stern light; and optionally some degree of
longitudinal depression or projection such as keel in the
under-water portion of the hull for maintaining improved
directional stability. The marine craft disclosed herein that are
longer than between five and ten meters have some kind of a
superstructure at least containing a space from which the craft is
operated or managed, often called a wheel house, in which in at
least one of the controls referred to above are optionally located.
The superstructure optionally includes any kind of accommodation
for crew and/or passengers, and/or for any other purpose including
for cargo and/or machinery. The craft disclosed herein shall
optionally be equipped with a pump for moving excess or unwanted
liquid from within the hull. The craft should be equipped with any
safety life vest, life preserver, life raft or life boat as
required by law. In important embodiments of the marine craft
disclosed herein, at least any of the following variable parameters
is determined, controlled and/or varied by manual action, and/or by
a computer program, or by a combination of both, the latter either
on separate occasions or simultaneously: speed of one or more
engines together or separately; direction of thrust of any
propulsion device(s) together or separately; position or angle of
rudder or any hydrofoil flap(s) together or separately; degree of
extension of all or portion(s) of hydrofoil(s) or flap(s) together
or separately; angle of attack of hydrofoil(s) or flap(s) together
or separately; degree of extension of hydrofoil portion(s) relative
to other(s) together or separately; position or angle of any
photovoltaic array(s) relative to hull, together or separately. Any
computer program is loaded into one or more computers which provide
and optionally receive varied electrical circuits to directly or
indirectly vary the parameters, by any appropriate means. Such
means optionally include but are not limited to, and the
determination, control and/or variation referred to above is by any
appropriate means, including by use of such as solenoids, servo
motors and/or hydraulic fluids with hydraulic motors or pumps in
one or more actuation mechanisms. The computers are mounted in any
convenient location on or in the craft. The computer optionally
receives electric or electronic signal(s) from, and the computer
program is designed to process data from, one or more sensors or
measuring devices determining at least one or more of the
following: forward speed; direction of wind; force of wind; any
wind shear; angle of hull from the normal vertical position; water
depth below underside of hull; ambient air pressure; ambient air
temperature; proximity of nearest object(s); depth of water under
the hull; speed of motion of nearest object(s); pressure of
fluid(s) in any actuating device on board the craft; temperature of
fluid(s) in any actuating device on board the craft; temperatures
in one or more portions of any engine; pressures in one or more
portions of any engine; the composition of portion of the exhaust
gas of any combustion engine; temperature and/or condition of air
in any enclosure for an operator and/or any other enclosed space;
the rate of fuel being used; the quantity of fuel used and/or
remaining.
[0334] The engines of the invention have potentially valuable
applications in marine craft, where they will create significant
fuel savings. Initial calculations have shown that the new engines
can have power-to-weight and power-to-bulk ratios many times
greater that today's commercial products, and require up to half
the amount fuel needed by current engines, per unit of work. The
combination of reduced engine weight, and reduced fuel requirement
and fuel weight for a given journey, is especially advantageous in
marine craft, where the reductions in engine and fuel weight and
bulk permit reducing hull size and structure, leading to further
weight, bulk and cost savings. The engines of the invention are
suited for every kind of marine craft, used for commerce or
pleasure, whether partly powered by sail or not. Because the
engines can be small and compact, they can be mounted next to a
propulsion device, such as a propeller, screw or jet. In a selected
embodiment, the engine is mounted on one side of a rudder post in
the hull and drives the propulsion device, which is on the other
side of the post in the water, with the rudder. The engine pivots
within the hull, with the rudder and propulsion device pivoting
outside the hull. By way of example, elevational view FIG. 341 and
plan view FIG. 342 show schematically the rear portion of a marine
craft, wherein 3801 is a rudder post mounted in the stern portion
of a hull 3802, the post supporting both the exterior rudder 3803
and an interior cradle 3804, both pivoting with post in bearings
3805. The engine of the invention 3806, or any other engine,
together with an optional transmission 3807, are mounted in the
cradle, and to a degree counterbalance the mass of the rudder and
propulsion device 3808, in this embodiment a propeller, with the
transmission being linked to the device 3808 by shaft 3809. In
another embodiment, the transmission has variable drive ratios,
including as disclosed herein. In a further embodiment, there is no
transmission. Such variable ratios are useful for varying the
relative thrust generated by the propulsion device in relation to
the power generated by the IC engine, to adapt to different forward
speeds, different operating conditions and different weather.
Flexible passages for charge air 3810 and for exhaust 3811,
together with flexible fuel line 3812 and flexible
electric/electronic leads 3813 link the cradle with engine with
optional transmission to fixtures in the hull. Rudder, cradle and
engine are shown dashed when angled to effect a craft turn. Any
appropriate glands and seals may be provided around the joints
between rudder post and hull and between shaft and hull, to prevent
water entering the hull. In an alternative embodiment, the engine
can be mounted in the rudder cradle outboard the hull, as shown
schematically by way of example in similar FIGS. 343 and 344, where
like features are similarly numbered and illustrated. Here an
optional counterweight 3814 can be attached to rotating rudder post
inside the hull, together with appropriate bearings and seals to
and around the rudder post. In the elevations, items within the
hull are shown dashed. In another embodiment, the counterweight is
a fuel or water tank. None of the features as shown are meant to be
at any particular scale to one another. In a further embodiment, in
the configurations and layouts of FIGS. 341 through 344, the
engines 3806 and optional transmissions 3807 are replaced by
electric motors.
[0335] In a selected embodiment, the engines of the invention are
part of a marine hybrid electric propulsion system, wherein an
electric motor powers the propulsion device, and the engine powers
a generator. Electrical power either goes from the generator
directly to the motor, or goes there via an electric storage
system, such as a battery pack or a flywheel, and/or some form of
controller. In another embodiment, the hybrid marine propulsion
system includes one or more photovoltaic arrays supplying energy to
an energy storage system, such as a flywheel and/or one or more
electrical batteries. Absolutely any kind of marine craft can
driven by a hybrid propulsion system. By way of example, FIG. 345
shows the hull portion of a sailboat 3820 with a hybrid drive
system, wherein an electric motor 3821 drives a shaft 3809 which
drives propulsion device 3808, here again a propeller. Inside the
hull is an engine 3806 driving an electrical generator 3821a, which
directly or indirectly drives the electric motor 3821. An optional
energy accumulator 3822 is provided, here a battery pack, which is
loaded and unloaded via a controller 3823. Optionally, there are
one or more photovoltaic arrays 3824, here on the roof of the cabin
and on a portion of the deck, and an optional wind-powered
electrical generator 3825, here in the stern, to additionally load
up the energy accumulator via the controller. Any type of energy
accumulator may be used, including a flywheel driven by a variable
speed electric motor/generator. Electric power conduits from the
photovoltaic arrays and the wind machine to the controller are
shown schematically at 3826, and the electrical supply to the
propulsion motor at 3827. The waterline is shown at 3828, the main
exterior deck surface is shown dashed at 3829. The sailboat has a
life preserver 29, white rear light 16, green starboard light 15a,
a superstructure 30 which is part wheelhouse, which contains a
wheel-type steering control 28 and a lever-type combined propulsion
speed and reversing control 32. The craft optionally has a
computer, indicated schematically at 34. In an alternative
embodiment, a marine craft has no combustion engine and instead has
an electric drive system, with a propulsion device being driven by
an electric motor, optionally through a rotatable shaft, with power
to the electric motor being supplied from an energy storage system,
such as electric batteries, which are optionally at least partly
charged by wind-powered generators or photovoltaic arrays. The
energy system is optionally being re-charged by photovoltaic arrays
and/or wind-driven electrical generators mounted on the craft. It
could additionally and optionally be driven by one or more sails.
By way of example, such a craft could be schematically illustrated
by modifying FIG. 345 to omit engine 3806 and generator, with all
other features left unchanged. Both the hybrid drive system and the
electric drive system, with or without one or more photovoltaic
arrays and/or wind-powered generators, may be scaled and applied to
any type and size of craft, including very large cargo carriers,
military craft, etc, whether or not such craft also have masts and
sails. For example, large oil tankers typically have a large
more-or-less horizontal deck surface, much of which is ideally
suited to accommodate photovoltaic arrays.
[0336] In a further embodiment, IC engines including the engines of
the invention are mounted in hydrofoil marine craft, having fixed
or extendable/retractable hydrofoil posts. The engines of the
invention, because less bulky and heavy than conventional engines,
are exceptionally suited to hydrofoil craft. The entire engine with
a propulsion device such as a propeller can be placed in a
substantially continuously submerged keel element at the foot of a
hydrofoil post or leg, with fuel and air supply, exhaust return and
electric/electronic control all mounted within a hollow strut or
leg. A propulsion device, eg a propeller, can be housed in the foot
of a hydrofoil post, below the normal waterline. This layout makes
it much easier to design for extendable/retractable hydrofoil
posts. Previously, a limiting factor in the design of hydrofoil
craft was the need to place long drive shafts down the post, and
then attach these to universal joints and stub drive shafts in the
below-water pod to reach the propellers. Alternatively, compact and
light IC engines, optionally those of the invention which are
virtually vibration-free, can be housed in the hull, to power an
electric motor in a keel element at the foot of the hydrofoil post.
Today's heavy and vibrating traditional marine engines are more
difficult to accommodate in an airborne hull, often creating
excessive noise and with the long drive shafts in hydrofoils,
excessive vibration. Optionally, the electric motor may be part of
a hybrid marine drive system as disclosed in FIG. 345, with or
without a photovoltaic array. Examples of such new marine craft are
disclosed below.
[0337] Hydrofoil marine craft should be efficiently and safely
operable when, for certain reasons such as severe weather, the hull
cannot be lifted above the water. If operable at moderate or
greater speeds with the hull above the water, then those parts of
the craft which remain below the water surface preferably have a
streamlined aspect with swept-back projections, to reduce risk of
snagging lines and better deflect encountered objects, as well as
to present the least possible drag. When the craft is operated in
the normal mode with hull out of the water, the distance between
the bottom of the main portion of the hull and the surface of the
water should be sufficient to permit the hull to fully clear waves
or chop of a designated amplitude, while still maintaining the
in-the-water elements at a minimum depth below the variable
elevation of the water surface at all times. This distance,
together with the height/depth of the in-the-water elements, is
likely to be such as to give the craft a relatively deep draft when
it is operated with the hull in the water or when it is at anchor.
In selected embodiments, for such a craft is to have a reasonable
shallow-water capability, the in-the-water elements are
retractable/extendable relative to the hull. Such
retraction/extension can be effected in any convenient way,
including by making the hydrofoil post telescopic, and/or by
hinging the top of the post at the hull and by variably rotating
the post up towards the hull. The ability to mount an IC engine or
electric motor in a below-water housing or nacelle makes
extensible/retractable posts more viable, compared to the
traditional layout with the engine in the hull, since it is more
difficult to employ hinged or telescopic drive shafts than
fixed-length shafts. Not having drive shafts in the posts also
eliminates much of the noise and vibration associated with
traditional hydrofoils. In alternative embodiments, the hydrofoil
configurations of the invention have the engine or electric motor
in the hull and at least one drive shaft in a hydrofoil post. The
variation of craft balance during post retraction or extension
while in motion is probably easier to manage with telescopic posts.
By way of example, FIG. 346 shows in schematic profile or elevation
a craft having the basic elements to support the optional movement
of the hull 4001 above the waterline 4002, principally in direction
4003. They comprise a post 4004 which is telescopically
extendable/retractable from a sheath, housing or guide system 4004a
of any convenient type and which is fixed to the structure of the
hull in any convenient manner, with the lower end of the post
attached to a keel or keel-like element 4005 always at least partly
in the water. Hydrofoils 4006 are attached to keel element and/or
post, as is at least one adjustable vertical hydrofoil or rudder
4007, here pivoted about axis 4007a. A propulsion device such as a
propeller is shown at 4008, with IC engine or electric motor power
module 4009 coupled to optional transmission 3807 and connecting
shaft 4008a shown dashed. The craft has a white rear light 16,
green starboard light 15a, a superstructure 30 including a
wheelhouse 31, which contains a wheel-type steering control 28 and
a lever-type combined propulsion speed and reversing control 32.
Optionally a computer is aboard, indicated schematically at 34. A
reversing mechanism is optionally incorporated into the
transmission. In another embodiment, the transmission has variable
drive ratios. Such variable ratios are useful for varying the
relative thrust generated by the propulsion device in relation to
the power generated by the IC engine, to adapt to different forward
speeds, different operating conditions and different weather. The
position of the post when retracted is shown dashed within sheath
4004a, and the waterline with hull in water is indicated dashed at
4002a. The craft may be a mono-post design as indicated in the
profile, or the craft may be two posts and hydrofoil assemblies,
arranged in parallel. FIG. 347 shows in schematic sectional
elevation the craft of FIG. 346, having a mono-post 4004
terminating in a keel element 4005 having hydrofoils 4006 each
side. FIGS. 348 and 349 show sectional elevations of different
craft, which have a longitudinal elevation similar to the craft of
FIG. 346. In FIGS. 347 through 349, similar features have been
numbered as in FIG. 346. In FIG. 348 that craft has twin parallel
vertically aligned extensible/retractable posts 4004 mounted within
sheaths 4004a and attached to keel elements 4005, which are in turn
attached to each to each other by at least one hydrofoil 4006, and
is suitable for hull-out-of-water navigation in narrower waterways
such as rivers. In FIG. 349, that craft has twin angled
mutually-non-attached extensible/retractable posts 4004 mounted
within sheaths 4004a and attached to keel elements 4005, each with
an outboard hydrofoil 4006 shown in solid line. If the embodiment
of FIG. 349 is intended for narrow waterway use, the hydrofoils can
be mounted inboard as shown in dashed line at 4006a. Any number and
layout of posts may employed to support the craft out of the water.
The mono-post or twin-parallel-post layout is practical for
smaller, lighter craft, where the forward momentum provides
stability, as with a motorcycle. For larger craft, including
container ships and large crude oil carriers, multiple posts are
desirable, preferably in a longitudinally staggered array, so that
the turbulence of one keel/hydrofoil assembly does not excessively
impact another. Configurations for larger craft are disclosed
subsequently.
[0338] In the examples of craft with varying keel or other elements
which follow, generally extensible/retractable posts will be shown.
In alternative embodiments, for example in the case of craft not
requiring shallow water capability, the posts are fixed, i.e., not
retractable/extensible. The principles of the invention apply to
both types of post. A single base vessel design may have a
particular post-system, but have varying keel elements) for
particular embodiments of the base design. The hydrofoils or
hydrofoil elements may be fixedly mounted to the keel portion, so
that they will support hull out of the water at a given elevation
at a particular speed/weather combination, or they may be pivotally
or otherwise variably mounted to present variable frontal aspect
and therefore give variable lift at a particular speed/weather
combination. Additionally or alternatively, the hydrofoils have
variable pitch flaps to provide variable lift Generally, variable
deflection/lift hydrofoil elements will be shown by way of example
herein, but the principles of the invention also apply to fixedly
mounted hydrofoil elements. In any craft having the engines of the
invention, additional or alternative power may be provided by sails
mounted on masts, and any of the embodiments of craft illustrated
herein may have masts and sails even if they are not specifically
shown. In mechanically powered craft at least one drive means such
as a propeller or water jet is preferably incorporated in the keel
element, although it could alternatively be mounted in or on the
post or the hydrofoil element. In the case of craft which are
mono-posts or have multiple posts abreast and do not have posts
mounted behind each other, each keel element/post combination has
at least two sets of hydrofoil elements mounted one aft of the
other, and optionally also some kind of rudder to facilitate lower
speed directional control. At high speed, some measure of
directional control can be achieved by varying the angle of attack
of the hydrofoil(s) on one side of the craft from that of the
hydrofoils on the other, effectively banking the craft, and/or by
increasing or decreasing propulsion power on one side relative to
the other. The single keel element of FIG. 347 and the twin keel
elements of FIG. 348 are shown having vertical center-line planes,
whether or not these planes align with the axes of their respective
posts. In an alternative embodiment, they have angled or splayed
planes which are on an angle other than 90.degree. to the mean
water surface--that is non-perpendicular--as shown for example
schematically at 4005a in FIG. 349. In a further embodiment, posts
and keel elements are mounted one behind the other. By way of
example, FIG. 350 shows schematically a passenger river ferry 4001,
of low height to permit passing under bridges with hull out of the
water, illustrating how post and keel elements can be mounted
behind each other, either to give a total of two assemblies, or if
at least one pair of posts is provided as in FIGS. 348 and 349, a
total of three or four assemblies. Similar features are numbered as
in FIG. 346. In a selected embodiment, the keel element is
hingeably or pivotally mounted on the post. In the embodiment of
FIG. 350, the rear keel element is pivotally mounted on the post
about axis 4005a. The positions of rudder 4007, propulsion device
4008, and optional axis 4007b are all interchangeable. The
engine(s) which power the propulsion device may be mounted in the
keel element(s), on or in the post(s) or hydrofoils, or in the
hull. The features of FIGS. 346 through 350 are drawn to no
particular scale relative to one another, and axes 4007a and 4007b,
as well as all the hydrofoils 4006, can be at any convenient
angle.
[0339] In the arrangement of FIG. 350 with keel/post assemblies
mounted fore and aft of each other, the keel elements may be
truncated longitudinally, have only one set of hydrofoil assemblies
each, and the rear keel element is pivotally mounted along axis
line 4005a on the post, to also comprise a rudder or steering
means. The craft optionally has one or more computers programs and
computers, one indicated schematically at 34, to receive
information from measuring devices and to change and/or control
operating variables, as described in relation to the craft of FIGS.
388 through 395. In the case of keel elements having drive arms
4008 mounted forward of a rear-mounted rudder element 4007, the
drive means can be mounted between, above or below those keel
element portion(s) supporting the rudder. Some of the
aforementioned embodiments are shown by way of the examples in
schematic FIGS. 351 through 357, wherein like features have the
same numbers, including posts 4004, keel elements 4005, keel
element pivot axes 4005a, hydrofoils 4006, rudders 4007 and rudder
axes 4007a, marine propulsion devices 4008, drive shafts 4008a, IC
engine or electric motor power module 4009, transmissions 3807 etc,
with principal direction of travel indicated at 4003. FIG. 351
shows a typical longer keel element 4005 attached to post 4004,
together especially suited to mono-post or parallel-post craft,
since it includes all controls necessary for directing a craft:
fore and aft hydrofoils, power module with shaft link to propulsion
device, and rudder. If the power module is an electric motor,
electrical circuits 3813 will be provided in the post and keel
element; if it is an IC engine, additionally charge air supply
passage 3810, optional exhaust gas passage 3811, and fuel line 3812
will be provided in the post and keel element, as shown
schematically by way of example in FIG. 352. The configurations are
also suited to fore and aft post layouts, and in some multi-post
craft, motors or engines may be omitted on some keel elements. For
example, a front post keel element is fixedly mounted and has no
drive means, while a rear post keel element is both pivotally
mounted on axis 4005a and has a propulsion device. Alternatively,
the drive means could be incorporated in a fixedly-mounted rear
keel element while the drive-less front keel element is pivotally
mounted on the post on a post, as shown at the rear post in FIG.
350. FIG. 353 shows a propulsion device driven by and engine or
electric motor in the hull, via drive shafts 8008a and universal
joints 4008c in the post and/or keel element. Where power
requirements are great, both front and rear keel elements could
have drive means. FIG. 354 shows a smaller keel element 4005
mounted on a smaller post 4004, suitable as a fore post for
multi-post craft such as that of FIG. 350 in which the rear keel
element pivotally mounted on the rear post and effectively
comprises a rudder. The keel elements may house a "snap-in" engine
or electric motor modules 4009a, connected to propulsion device
4008 by one or more shafts shown dashed at 4008a and universal
joints 4008b, as shown in alternate positions in FIGS. 355 through
357, wherein line 4007a shows an axis for an optional rudder, and
4003 indicates the principle direction of travel. In the embodiment
of FIG. 355, the entire power module 4009a complete with
contra-rotating propellers is easily removable and replaceable,
able to be pulled out in direction parallel to shaft axis. In the
embodiment of FIG. 356, after the shaft and propulsion device are
withdrawn a limited distance along axis of rotation, the power
module 4009a pushes out sideways. In the embodiment of FIG. 357,
the power unit 4009a is mated to a transmission 3807a and the
integral package is a "snap-in" module mounted at the top of the
keel element, to drive the propulsion device 4008 via shafts 4008a
and universal joint(s) 4008c. In another embodiment, the
transmission has variable drive ratios. Also shown is a rudder 4007
having a vertical extensible and retractable portion 4011, the
bottom of which is shown dashed at 4011a when it is in retracted
position. In other embodiments the reciprocal motion of the rudder
extension is in any convenient direction, including horizontal. It
will be disclosed subsequently how, when the keel element is
optionally retracted to its position closest to the hull, the power
module and the interior of the keel element can be accessed from
within the hull. Where electrical circuits are referred to in this
disclosure, where appropriate they may be higher-power circuits to
or from motors or generators, or they may be lower-power circuits
to or from controls, actuators, solenoids, sensors, instruments,
etc.
[0340] The hydrofoils may be deployed on the keel elements) in any
way. In the examples that follow, hydrofoils of constant size are
generally shown, but where appropriate extensible/retractable
hydrofoils can be used, and embodiments of these are disclosed
subsequently. Hydrofoils herein are generally shown by way of
example as having close to symmetrical or aircraft wing type
cross-section, and linear longitudinal section. They may have any
cross-section, including wing-shaped, and any longitudinal section,
including curved, in any longitudinal plane. If the longitudinal
section is of constant radius curvature, or if the cross-section is
of any type, then the hydrofoil may have extensible/retractable
elements. Likewise, the posts may have any appropriate
cross-section and longitudinal section, whether
extensible/retractable or not. Herein the extensible/retractable
hydrofoil(s) and post(s) are usually described as having telescopic
action, but in fact any suitable system of extension/retraction may
be employed. Pivoted posts are disclosed subsequently. The posts
may be at any appropriate angle to the waterline, as may be the
hydrofoils. In some embodiments the hydrofoils may be so angled
that they are partially above the waterline during periods of
operation, at such moments giving reduced lift, in the manner of
some protected-water hydrofoil craft, for example, as currently
used in Sydney harbor, Australia. Mostly a given hydrofoil loses
some lift efficiency when operating very close to water surface, so
generally it is intended that hydrofoils operate continuously
submerged, preferably below the depth within which lift performance
becomes significantly impaired. In this disclosure, hydrofoil
cross-sections, angles of attack and curvature from base to tip are
as shown schematically and/or for sake of clarity. In practice,
hydrofoils may be mounted at any location, at any angle of attack,
have any cross-section, and have any degree of curvature, in any
plane. In the Figures, main hydrofoils are generally shown fore of
secondary hydrofoils. In alternative embodiments, main hydrofoils
are positioned aft of secondary hydrofoils. As will be inferred
from the above, the range of hydrofoil/keel element/post
combinations is virtually limitless, both for fixed-length posts
and extendable/retractable posts.
[0341] By way of example, seven layouts are shown in FIGS. 358
through 364, in which each in Figure the suffix "A" indicates a
schematic side elevation, "B" a schematic front elevation, and "C"
a schematic plan of the keel element/hydrofoil configuration. In
these Figures, main direction of travel is indicated at 4003 and is
from left to right, 4001 is the bottom of the hull, 4004 a post,
4005 a keel element, 4006 a fixed dimension hydrofoil, 4007 a
rudder, 4007a a rudder axis, 4010 a fixed hydrofoil portion and
4011 an extendable/retractable hydrofoil portion. Propulsion
devices, drive shafts and power modules are not shown, but may be
included in any convenient location, including those described in
FIGS. 341 through 357. In all the Figures, the hydrofoils may
optionally be pivoted or have other means for varying angle of
attack and, where shown of fixed dimension, may optionally or
alternatively be of varying dimension by comprising both fixed and
extensible/retractable portions. FIG. 358 shows a conventional
symmetrical layout, with fore main lift hydrofoils and aft
secondary lift and/or stabilizing or control hydrofoils. FIG. 359
shows hydrofoil components 4010 having portions 4011
extendable/retractable in direction 3901, both of curved
configuration, as seen from a front view, with angled secondary
upper fore hydrofoils having attachment locations to keel element
approximately common with main hydrofoils. The rear hydrofoils have
vertical fins 4006a to provide additional directional stability.
Any hydrofoil, including those described herein, may have any kind
of fin, mounted in any position at any angle. FIG. 360 shows a
twin-post/twin keel element layout wherein the main and fore
hydrofoil 4006 has fins 4006a at each end and is in three parts, a
central part linking the two keel elements and a part outboard each
keel, with the central part of shallow inverted "V" shape. In an
alternative embodiment the angles of the main hydrofoil are
reversed, with the central part being of shallow "V" shape, and the
outer parts angling upwards from the keel elements. Each keel
element has an angled inboard aft secondary hydrofoil. FIG. 361
shows a twin keel element/twin angled post layout, with each keel
element having two fore hydrofoils of varying size, and only one
aft hydrofoil. In alternative embodiments, the inner fore hydrofoil
is larger than the outer, and/or the aft hydrofoils are mounted
outboard of the keel elements. Each individual hydrofoil can be
free-standing, or be supported one or more by tensile members or
struts. By way of example, FIG. 362 shows a hydrofoil supported by
a single strut or tensile member 4036, and FIG. 363 shows upper and
lower tensile members 4036 supporting each of two adjustable pitch
hydrofoils 4006, pivoted about axis 4033 and attached to disks 4013
rotatably mounted in keel element 4005, optionally according to a
construction disclosed later. Considering side elevational view
FIG. 363A, the angle from the horizontal of the tensile elements
4036 in this embodiment is significantly greater than the permitted
angle of rotation of the hydrofoils about axis 4033. The tensile
members or struts may have any appropriate cross- and longitudinal
sections including those which may optionally provide positive or
negative lift. The tensile elements or struts themselves may have
adjustable pitch to provide variable lift, and may themselves be
considered as a form of hydrofoil. Another embodiment is shown
schematically in FIG. 362B, wherein hydrofoil 4006 comprises a
fixed portion 4010 and two extendable retractable portions 4011,
one telescopically mounted in the other. In a further embodiment,
the hydrofoils have flaps to provide variable positive or negative
lift or rapid braking, in a manner similar to flaps on aircraft
wings. By way of example, in FIG. 364 hinged flaps are shown
schematically at 4034 and dashed in fully extended positions in
FIG. 364C. Optionally and additionally, a flap 4035 aligned in an
approximately vertical plane, pivotable about axis 4036, is
provided, here in this embodiment towards the rear of keel element
4005 to provide variable side thrust and optionally function as a
partial rudder. In a further embodiment a pivotable flap, such as
4035 in FIG. 364, is provided in any hydrofoil and has a pivot axis
inclined in any direction, including horizontal to variable
generate upthrust or downthrust. In an additional embodiment, such
a pivotable flap is provided in any aircraft wing or airfoil. A fin
4029 is shown mounted to the ends of the main hydrofoils to control
fluid flow, as in the embodiment of FIG. 360. In a selected
embodiment, any of the hydrofoils, keel elements and/or posts of a
marine hydrofoil craft do wholly or partly function as ballast
tanks and/or contain ballast tanks. In a selected embodiment, any
of the hydrofoils, keel elements and/or posts of a marine hydrofoil
craft do wholly or partly function as ballast tanks and/or contain
fuel tanks. The whole or partial filling of hydrofoils, keel
elements and/or posts, optionally using the water or other liquid
through which the craft is traveling, will tend to equalize the
interior pressure on craft skin with the exterior pressure of the
water, and so permit lighter construction. The mass of the ballast
and/or fuel will also give the hydrofoils, keel elements and/or
posts greater inertia, and so make them less liable to rapidly
pitch, roll, yaw, etc. In craft at least partly powered by sail,
the moving of ballast or fuel from one side of the craft to another
to counter-balance side wind loads is established practice and, in
another embodiment, this practice is incorporated in the hydrofoil
craft of the invention. By way of example, FIG. 358B shows
schematically how the ballast volume(s) of the starboard main
hydrofoil are filled with ballast, here the liquid 3891 through
which the craft is traveling. A pump 3892 with passages 3893
communicating with separate ballast volumes in each fore main
hydrofoil 4006 is provided in the keel element 4005. In normal
default operation, the ballast volumes on each side of the keel
element are equally filled. If the craft is operating wholly or
partly under sail, in the case of strong wind from the starboard
side, the ballast volumes on the starboard side are filled. When
the crafts tacks, or when there is a strong wind from the port
side, the pump transfers the ballast from starboard to port ballast
volumes. Alternatively, fuel tanks are located in the hydrofoils,
and the fuel is pumped from one side to the other.
[0342] As noted, portions of the hydrofoil(s) and/or the
rudder(s)--effectively a vertical hydrofoil--may be wholly or
partly extendable/retractable. By way of example, FIG. 365, a plan
section through a post 4004, and FIG. 366, a section at "A" through
a keel element 4005, show schematically a hydrofoil comprising a
fixed portion 4010 attached to keel element 4005, with the fixed
portion housing an extendable/retractable portion 4011 movable
within a sheath or guide 4011a in direction 3901. Principal
direction of motion is indicated at 4003, with the position of
portion 4011 fully retracted shown dashed at 4011a. The Figures are
similar to previous schematic illustrations, except that the plan
shape of 4011 does not conform to that of 4010. In a further
embodiment, a fixed hydrofoil portion is larger than needed to
accommodate an extendable/retractable hydrofoil portion, so as to
provide space within the fixed portion for any purpose, including
housing of the following: structural reinforcement, fuel tanks,
ballast tanks, sonar, depth finders, video cameras and lights. FIG.
365 shows the fixed portion widens towards the keel element, to
provide spaces 3902 not housing portion 1011, to be used for any
convenient purpose, including for ballast or fuel tank volumes. In
another embodiment, a fixed or extendable/retractable hydrofoil is
rotatably mounted on a keel element or post. By way of example, an
extendable/retractable hydrofoil is shown rotatably mounted on a
keel element 4005 in schematic FIGS. 367 through 371, wherein the
general arrangement is shown in plan view FIG. 367, sectional
elevation "B-B" in FIG. 368, section on axis 4033 in FIG. 369,
detail section "C" enlargement in FIG. 370, and detail plan view
enlargement of junction between hydrofoil portions in FIG. 371. A
section through "A" in FIG. 367 is as FIG. 366, except mirrored.
Hydrofoil portion 4011 is shown extended from main hydrofoil body
4010 mounted on a keel element 4005, in turn attached to post 4004,
with portion 4011 shown retracted in dotted line at 4011a.
Hydrofoil portion 4010 has and end fin 4029 to improve directional
stability, which is omitted in FIG. 368 for sake of clarity. In
these embodiments, the main hydrofoil body 4010 and its extension
4011 are of approximately aircraft wing type cross-section and are
adjustably pivotable about center 4012, on axis 4033. In other
embodiments, hydrofoils of any cross-section may be used, and may
be pivotable on any convenient axis. The angle of attack or degree
of pivot, in mast operating modes, is unlikely to be much more than
around 5 to 10 degrees each side of the neutral or "straight ahead"
position, but is shown at exaggerated angle at 4012a in FIG. 368
for illustrative purpose. The main hydrofoil body 4010 is
integrally mounted on a bearing disc 4013, its inner face attached
to actuation points 4014 at which actuation levers or tensile
elements 4014a terminate. The inner face of disc 4013 also has a
connection point 4015 for the system activating the motion of
hydrofoil extension 4011. Any suitable actuation system for the
hydrofoil may be employed, including the one illustrated
schematically here, wherein hydraulic fluid coupled via connector
4015 activates movement of an hydraulic piston and cylinder
actuation assembly 4016, housed within hydrofoil 4010 and slidably
mounted within a cylindrical recess 4017 within both portions 4010
and 4011. A hollow passage 4018 conducts hydraulic fluid to an
anchorage area 4019 in cylindrical recess 4017. In FIG. 370, fluid
sealing devices are indicated schematically at 4028 and 4027a. A
coil spring 4021 is optionally mounted about the piston to
facilitate the retraction of 4011 within 4010, in the event of loss
of hydraulic power or under other circumstances. The anchored end
of 4011 may optionally have an irregular or non-parallel end
profile, here shown scalloped at 4022, to distribute bending
stresses induced in 4010 by up-thrust or down-thrust of 4011. The
bearing disc 4013 has a stepped cross-sectional profile at its
perimeter, seating in a corresponding profile in the keel section,
and is retained by a removable ring 4023 fastened at 4023a. The
junction between the bearing disc, the keel section and the ring
includes bearing surfaces, optional bearing seals 4024 and an
optional circumferential oil reservoir 4025 fed by oil passage
shown schematically dashed at 4026. The oil reservoir may be in the
form of an oil saturated compressible porous or permeable material
or wick. The tribological fluid may be any substance of any
composition, including conventional oils, heavy oil, grease, and
may be gravity or pressure fed. In this embodiment the oil passage
4026 continues within hydrofoil 4010 to its extremity to terminate
in another circumferential reservoir 4027 and/or alternatively
galleries or depressions 4027a and seal 4028, both having the
approximate form of the cross-section of 4010. The seal is retained
by a removable flange or fin 4029 and fastener 4029a. The reservoir
4027 may comprise a lubricant soaked porous or permeable material
or wick, with its constituent parts such as fibers so arranged as
to absorb oil or other lubricant from the surface of foil extension
4011 during extensible motion, and to give up oil onto the surface
of 4011 during its retraction. Any suitable tribological material,
including oil, etc. may be used Either the inner surface of 4010,
or the outer surface of 4011, or both, may house a series of
inserts or projections/depressions 4030 which act as bearing
surfaces and/or guides, especially useful if the hydrofoil elements
are made of relatively soft material(s). For example, the inserts
may be of ceramic material(s). As shown in FIG. 368, the leading
edges of the two hydrofoil portions are widely separated at 4030a,
so that any minor damage to the leading edge of 4010 does affect
the extendable/retractable ration of 4010. Elements 4010 and 4011
may have locating pins 4031 and/or locating grooves 4032, as shown
in FIG. 371, to define the limit of extension of 4011 relative to
4010. Although not shown, a broadly similar system of inserts can
be used to reinforce the bearing surfaces of disc 4013 and keel
element 4005. Space 4038 is interior volume of keel element 4005.
In another embodiment, any of the features of FIGS. 367 through 371
are embodied in extendable/retractable hydrofoil posts. In a
further embodiment, all the inventions, constructions,
configurations and details disclosed herein that relate to
hydrofoils are adapted for use as airfoils or airfoils, which are
attached to aircraft. Such airfoils include front and rear wings,
rudders, flaps, etc, of any cross-section, linear section,
curvature, plan profile, range of pivotable motion, and attack
angle that are suited to a particular aircraft. In particular, the
constructions, configurations and details disclosed herein relating
to extendable/retractable hydrofoils are used in aircraft airfoils,
wings and/or rudders. For example, the embodiment of FIGS. 367
through 371 is also that of an extendable/retractable aircraft
wing. In operation, such a wing would be in an extended position
for take-off and landing, or other travel at slow speeds where
greater lift is desired, and would be retracted for faster
travel.
[0343] An extensible/retractable post and keel element can be
retracted toward the hull to any final retracted position. In
various embodiments, when the keel element is fully retracted it
can either be clear of the hull, or wholly or partly up against the
hull, or be partly or wholly located within a recess in the
underside of the hull. In a further embodiment, the keel element
itself can be so configured as to at least partly function as
hydrofoil, to provide lift. By way of example, FIGS. 372 and 373
show schematically such a keel element, wherein FIG. 372 is an
elevational view showing the keel element 4005 in its uppermost,
partially recessed position, while FIG. 373 is a section through
"A" taken when the keel element is in a lowered position. A rudder
4007 is shown hinged on axis 4007a; with electric motor or IC
engine 4044 driving water jet propulsion device 4043. A small fin
or stub keel is provided at 4006b to provide additional directional
stability, and to also protect the rest of the keel element and its
fixtures in case of accidental grounding. Moving aft, fin 4006b
progressively changes into lower stiffening ridge 4039a, directly
under upper stiffening ridge 4039 which, when the keel element 4005
is fully recessed, nests into a corresponding depression 4001a in
hull 4001. No conventional hydrofoil is indicated because, in
selected embodiments, the keel element may itself have sufficient
hydrofoil or lift effect, especially if the angle of attack is
somewhat greater than indicated here. The longitudinal section of
the more or less horizontal parts 4037 of the keel element are of
wing-like cross-section, so provide lift, while the turned down
parts 4038 of the keel element restrict the sideways flow of water
from underneath the keel element and so contribute to additional
support. Aft of rudder axis 4007a the depression 4001a has widened
out, as indicated dashed at 4001b, so a turning rudder does not
form the hull. An optional stabilizing hydrofoil 4006 pivotable on
axis 4037 is provided aft. In an alternative embodiment, main or
any kind of hydrofoil is attached to post and or keel element. In
FIGS. 372 and 373, section "A" is taken at a wider part of the keel
element, which mostly narrows fore and aft of section line "A".
FIGS. 374 and 375 show schematically by way of example an
embodiment of a different type of keel element, seen in FIG. 374 in
plan view from a cross-section through a post, and in cross-section
at "C" in FIG. 375. An electric motor or an IC engine 4044 drives a
water jet or impeller 4043, both of which are located in the keel
element 4005 much as in FIG. 372, here below a removable access
hatch 4044a. The keel element is partly integral with main
hydrofoils to produce a new type of composite lifting surface 4040,
fitted with flaps 4034. At the rear of the keel element are
optional conventional rear hydrofoils 4006 pivotable about axis
4037 and rudder 4007 hinged about axis 4007a. FIG. 375 is a section
at "C" when the post is extended and shows the upper or back fin
4039 acting as a directional stabilizer and stiffening flange, also
acting as a locator to recess in depression 4001a when keel element
is hard up against hull. The lower ridge 4039a, which at the
section line is a truncated form of fin 4006b, also acts as
stiffening flange and as a direction stabilizer, as do the stub
horizontal portions 4040a of lifting surface 4040. Down-turned fins
4029 are shown at the end of surfaces 4040.
[0344] In other embodiments, the keel element may be integral with
the post and, additionally or alternatively, it may effectively
comprise a hydrofoil. By way of example, FIG. 376 shows in
elevational view an embodiment of such a layout, effectively the
region within the chain-dashed rectangle "B" indicated in FIG. 372,
with FIG. 377 being a plan view seen from a cross-section through
the post, and FIG. 378 being a sectional elevation at "D", with the
three Figures all drawn at different scales. In this embodiment,
post 4004 is not separate from but integral with keel element 4005
which is in turn integral with hydrofoil surfaces 4040 and also an
upper housing or nacelle 4039. This same integral post/keel element
construction can be used in any application or embodiment,
including those described elsewhere in this disclosure. An IC
engine or electric motor 4044 is located below the propulsion
device 4043, which in this embodiment a water-jet drive supplied by
water via passage 4042 from entry at 4041. Direction of normal
forward motion is shown at 4003, with thrust generated by water-jet
4043 indicated at 4045. Flaps 4034 are provided at the rear of
surfaces 4040, and side fins 4029 terminate in rudders 4007
pivoting on axis 4007a. A combined stub keel and stiffening flange
4006b is provided more or less directly under the post to take
loads, and transfer them to post, in the event of grounding. The
line of hull with post and keel element fully retracted is shown
chain dashed at 4001 in FIG. 376, and in that position the
water-jet can still operate by jetting water along hull depression
4001a, until the depression ends with upturn of hull bottom at
4001b. If the water-jet drive need not be located so high, then the
positions of propulsion device and engine or motor could be
transposed, thus avoiding the need to cross air supply for any
engine with any propulsion water flow. In a further embodiment, a
keel element is effectively a hydrofoil with additional hydrofoils
mounted on it. In another embodiment, a nacelle above the keel
element is in two parts, the upper slightly smaller than the lower,
such that when the keel element is furthest against the hull, the
upper part of the nacelle fits into a specially provided recess in
the hull, with access hatches in both the top of the nacelle and in
the roof of the depression in the hull, such that access to the
interior of the nacelle and/or keel element is possible when the
keel element/post is in fully retracted position. By way of
example, both these embodiments are illustrated schematically in
the side elevational view FIG. 379, the plan view FIG. 380 seen
from the post cross-section, the section along "E" in FIG. 381, all
to approximately the same scale, and the larger scale detail around
the hull depression in FIG. 382. In theses embodiments, the engine
or electric motor 4044 is higher than the propulsion device 4034,
in this case a jet drive, and is located within pod or nacelle 4039
stepped at 4039a. Water enters at 4041, passes through passage 4042
to water-jet 4043, which in operation creates thrust in direction
4045, with direction of normal craft travel indicated at 4003. The
rudder, pivotable about axis 4007a, has an extendable and
retractable portion 4051, which when retracted substantially nests
within main rudder 4007, and which is pivotally mounted at 4052. If
4044 is an IC engine, then passage for charge air 3810, passage for
exhaust gas 3811, fuel line 3812 and electronic controls 3813 are
provided in the post 4004 and keel element 4005, which are here
essentially integral. The nacelle 4039 is here also integral with
post 4004 and with main portion of keel element 4005 including the
hydrofoil surfaces 4040, which are in turn integral with vertical
side fins 4029, which each have a stub keel component at 4006a.
Conventional fore hydrofoils 4006 are mounted on the vertical fins
4029, each with flaps 4034. Surfaces 4040 taper rearwards at 4040a
to form stiffening flanges for side fins 4029, at the end of each
of which a rudder 4007 is mounted on axis 4007a. The ends of the
side fins are spanned by a rear hydrofoil 4006a, pivotally mounted
on axis 4033. In FIG. 379, when the keel element is most retracted,
the lip or step 4039a on the nacelle 4039 rests against main hull
surface shown chain-dashed at 1001 and acts as a stop, with the
upper part of the nacelle resting in hull depression 1001a. In this
configuration, when the hull is in the water, all the systems of
the keel element are still usable, and the craft can be powered by
the propulsion device, steered by the rudders, and banked by the
flaps on the fore hydrofoils. Viewing detail FIG. 382, when the
keel element is uppermost, the nacelle lip or step 4039a rests
against a seal 4048 mounted in a small recess at the edge of the
depression 4001a in the hull 4001. Optionally, the seal is a hollow
tube which can be inflated to create a pressure seal. To access the
electric motor or IC engine 4004, the propulsion device 4042 or
other equipment in the nacelle or keel element from within the
hull, the water remaining in space 4001a is first pumped out, then
hatch 4050 in the upper part of depression 1001a is removed, and
thereafter hatch 4049 in the top of the nacelle is removed. Each
hatch rests on a seal 4047 and is attached by fasteners 4046.
Optionally, one or more of seals 4047 is a hollow tube which can be
inflated to create a pressure seal.
[0345] In the embodiments of FIGS. 379 through 382, the water-jet
thrust 4045 is directed substantially above the rear hydrofoil.
Alternatively, the propulsive thrust can be directed in any
convenient position or location relative to hydrofoils, rudders,
keel element components, main hull, etc. A need to provide a lip or
step on the nacelle may be used to create another surface 4051
having modest hydrofoil lift effect. FIG. 357 shows a rudder 4007
having a vertically extendable telescopically mounted portion 4037,
while FIG. 379 shows a rudder 4007 having a pivotally mounted
horizontally extendable portion 4051. In another embodiment,
hydrofoils, including vertical hydrofoils such as rudders, have one
or more pivoted extendable/retractable portions. A schematically
illustrated example is shown, in plan view from a cross-section
through a post in FIG. 383 and side elevation FIG. 384, wherein
keel element 4005 principally comprises crescent-shaped hydrofoil
surface 4040, at whose aft ends flaps 4034 are mounted, with
principal forward motion shown at 4003. Extended hydrofoil portions
4011 pivoted about 4051 are shown dashed in retracted position.
Nacelle 4039 encloses electric motor or IC engine 4009 linked by
shaft 4008a to propulsion device, here a propeller 4008, with stub
keel located at 4006b. Rudders 4007 are pivotally mounted along
axis 4007a on vertical stub fins 4052. The keel elements of FIGS.
372 through 384 may alternatively be used in combination with any
main or secondary and/or fore or aft hydrofoils, whether
extensible/retractable or not, as for example in FIGS. 346, 358
through 364, especially if not required to be retractable into the
hull recess to the degree shown. In other embodiments, the types of
keel elements shown in FIGS. 372 through 384 are not located in a
recess or depression in the hull when in their uppermost position.
In an alternative embodiment, the keel element and the post are not
retractable. The keel element(s) of FIGS. 346 through 384 may be
used in conjunction with any combination of propulsion device(s),
including impellers and propellers, and any power system(s),
including electric motors, IC engines of any kind, transmissions,
and those indicated schematically in FIGS. 351 to 357.
[0346] In the embodiments of FIGS. 365 through 371, the action of
hydrofoil components 4011 relative to 4010 is telescopic, as
illustrated herein with a single extendable/retractable component
telescopically mounted in a fixed component. More than one
extensible/retractable/telescopic element may be used in
association with any one hydrofoil, as shown schematically in FIG.
362B, and a keel element may have multiple compound hydrofoils,
that is hydrofoils having at least two components movable relative
to each other, to provide variable lift at a constant speed. The
embodiment of FIG. 346 showed a telescopic-action hydrofoil post
having one fixed portion, optionally a sheath or guide, and one
extendable/retractable portion. In an alternative embodiment, a
telescopic hydrofoil post comprises three or more portions, of
which at least one is fixed. By way of example, FIGS. 385, 386 and
387 show schematically respectively in half plan view, elevation
and sectional profile of numbered section lines an embodiment of a
small, fast marine craft having two parallel hydrofoil post
assemblies 4004, each comprising one fixed portion 3867 and two
telescopically extendable/retractable portions 3867a and 3867b,
retractable at an angle shown in FIG. 387, with the fixed portions
3867 comprising some from of sheath and/or guide system, recessed
into and integral with the hull. Preferably, portion 3867 is an
enclosing sheath to form a sealed barrier to prevent water entering
the hull, whether the sheath is simultaneously a guide system or
contains within it a separate guide system. The plan shows a
profile of the hull at its widest at 3862 and its outline at
waterline when in the water at 3863. In the section, half of each
of the profiles numbered 1 to 8 are taken along section lines
numbered 1 to 8 in the plan and elevation. Direction of principal
travel is indicated at 4003. Each post and keel assembly has its
own propulsion device 4043, here a water-jet, and electric motor or
IC engine 4044, its own rudder 4007 pivoted at 4007a, and fore and
aft hydrofoils 4006. The vessel has a third propulsion system for
maneuvering in confined waters, comprising an IC engine 4009
coupled to optional transmission 4009a, which is linked by drive
shaft 4008a to propeller 4008, aft of which is a third rudder 3864
pivoted at 3865. To provide additional low speed maneuverability
when docking, a bow thruster 4053 is mounted in fore stub keel
4006a, which is provided to improve hull-in-the-water directional
stability. At high speed, the hull lifts out of the water and is
steered by rudders 4007, pivoted at 4007a. Line of an optional mast
is shown at 4055, optionally to carry sails. An optional
photovoltaic (PV) array on upper surfaces of the craft is shown
schematically at 71, with working surface of the PV array
substantially flush with and parallel to adjacent portions of hull
or deck. The craft has a life raft 29, white rear light 16, red
port light 15, green starboard light 15a, a superstructure 30 which
is part wheelhouse and which contains a wheel-type steering control
28 and a lever-type combined propulsion-speed and reversing control
32. The craft optionally has one or more computers programs and
computers, one indicated schematically at 34, to receive
information from measuring devices and to change and/or control
operating variables, as described in relation to the craft of FIGS.
388 through 395. A feature of the hull is the extra depth and
buoyancy 4058 on each side, over the keels when retracted, which
will tend to reduce rolling. Mother feature is the concave hull
form between keel assembly contact positions, which will have a
tendency to trap some of the bow wave under the main portion of the
hull and so lift the vessel, enabling it to plane more easily, so
reducing water resistance and improving fuel economy. The keel
assemblies have projections 3866, which are part of the nacelles
4039, which house the electric motors or IC engines 4044 and which
nest in corresponding depressions in the hull 4001a, along the
lines shown previously in FIGS. 379 through 382. Optionally, the
access hatches shown there are provided Post portion 3867b is
integral with the keel element 4005. When the craft is running with
hull under mechanical power and driven by the propulsion devices,
the force of the water against the submerged portions of the posts
and the air resistance against the hall will tend to rotate the
hull counter clockwise, and the fore and aft hydrofoils have to be
positioned to rotate the craft anti-clockwise, this compensation
causing increased drag. If and when the craft should sail with hull
above water under wind power, the drag of the submerged portions
will tend to rotate the craft clockwise, and the fore and aft
hydrofoils have to be set in an opposite configuration, to rotate
the craft anti-clockwise, again increasing drag. In an optimal
situation, the craft travels under both wind and mechanical power,
so that the rotational loads tend to balance one another, and the
hydrofoils are set to a position causing the least drag, resulting
in optimum fuel economy. In the craft of FIGS. 385 through 387,
only the rear engine 4009, optional transmission 4009a and
propeller 4008 together have reversing capability. In another
embodiment, the transmission has variable drive ratios, optionally
as disclosed herein. It is virtually inconceivable that a hydrofoil
craft traveling with hull out of the water will in that mode want
to go into reverse. If, in an emergency, reverse travel is
required, the craft should first slow down, drop the hull into the
water, cone to a virtual stop, and then engage reverse. In many, if
not most embodiments of hydrofoil craft, a reversing capability is
not required in power and propulsion systems mounted in keel
elements attached to posts, if the craft has another power and
propulsion system with reversing capability for use when the hull
is in the water. In large commercial vessels, it is likely to more
cost effective to have a separate low-power propulsion system with
reversing capability solely for use when the hull is in the water
during docking and maneuvering, than to incorporate reversing
capability on each of what may be several powered keel element/post
assemblies. Another argument for having such separate systems, is
that fast forward hull-out-of-water travel and slow
hull-in-the-water maneuvering require very different power
requirements and propulsion device (such as propeller or water jet)
design. Energy use can be optimized if each propulsion and power
system is designed for its function, rather than design one power
system to do all things under all circumstances. These arguments
apply less to small craft such a that of FIG. 346, with its single
post, where it would be effective to incorporate a reversing
function, optionally in transmission 4009a.
[0347] In a selected embodiments, hydrofoil marine craft have a
hull plan shape approximating that of rugby or American football
ball or of a teardrop form. Alternatively, they can have hulls of
any shape. In further embodiments, hydrofoil marine craft have any
number and layout of hydrofoil posts, whether these are fixed or
extendable/retractable, and optionally any number and layout of
sails and masts of any convenient height and configured to any
appropriate rigging layout. The reduction and optimization of
hydrofoil drag, as outlined above, and the additional motive power
provided by any wind, is likely to make hydrofoil craft driven both
by mechanical power and sail the most economical form of commercial
marine transport. Any kind of or combination of wind-powered
propulsion device(s) may be provided, including one or more
airfoils, one or more kites and/or one or more sails mounted on one
or more masts. If masts are provided, it will be more economical to
provide them at places on the hull already strengthened
structurally, such as at or close to where the hydrofoil posts are
located. Single post and twin parallel post layouts have been
disclosed earlier. By way of example, FIGS. 388 through 395 show
schematically in plan form examples of marine craft having
alternatively shaped hulls 4001, and alternative layouts of
multiple posts 4004, shown dashed where they emerge from the
underside of the hull, and optional sail masts 3861, where 4003 is
principle direction of travel. Optional photovoltaic (PV) arrays on
upper surfaces of the craft are shown schematically at 71. The hull
forms are suited to large commercial craft, with the possible
exception that of FIG. 388, which is suited to medium size craft,
such as for commercial river traffic. The craft have at least one
rudder 14, one life boat or life raft shown dashed at 29, at least
one white rear light 16, red port light 15, green starboard light
15a, a superstructure shown dashed at 30 which includes a wheel
house which contains at least one steering control and at least one
lever-type combined propulsion speed and reversing control. In each
hull, different posts may have different dimensions and profiles,
including in cross-section. Each post terminates in some form of
keel element and/or hydrofoil assembly (not shown in these
Figures), including optionally those disclosed previously herein.
Where a propulsion device is associated with a particular post/keel
element combination, a symbolic propeller 4008 is shown, although
the device may be of any kind, including water-jet, etc. In the
embodiments previously illustrated, the propulsion devices have
been shown to the rear of the keel elements, in a "push"
configuration In alternative embodiments, the propulsion devices
are near the front of the keel elements, in a "pull" configuration,
or they can be mounted in any convenient location. Rudders can be
mounted on any keel element associated with any post. The
proportions of any hull form are to no particular scale, nor are
the different Figures to a common scale.
[0348] In an important embodiment, at least any of the following
variable parameters may be determined, controlled and/or varied by
manual action, and/or by a computer program, or by a combination of
both, the latter either on separate occasions or simultaneously:
speed of one or more engines together or separately; direction of
thrust of any propulsion device(s) together or separately; position
of rudder(s) together or separately; degree of extension of
hydrofoil post(s) together or separately; angle of keel element(s)
together or separately; angle of attack of hydrofoil(s) together or
separately; degree of extension of hydrofoil portion(s) relative to
other(s), together or separately; position or angle of any
wind-powered sail(s), airfoil(s) or kite(s) relative to hull,
together or separately. Any computer program is loaded into one or
more computers which provides varied electrical circuits to
directly or indirectly vary the parameters, by any appropriate
means. Such means optionally include, and the determination,
control and/or variation referred to above is by any appropriate
means, including the use of such as solenoids, servo motors and/or
hydraulic fluids with hydraulic motors or pumps in one or more
actuation mechanisms. The computers are mounted in any convenient
location on or in the craft. The computer optionally receives
electric or electronic signal(s) from, and the computer program is
designed to process data from, one or more sensors or treasuring
devices determining at least one or more of the following: forward
speed; direction of wind; force of wind; average or individual wave
height; average or individual wave distance from adjacent wave;
angle of hull from the normal vertical position; water depth;
proximity of nearest object(s); speed of motion of nearest
object(s); pressure of fluid(s) in any actuating device on board
the craft; temperature of fluid(s) in any actuating device on board
the craft; temperatures in one or more portions of any engine;
pressures in one or more portions of any engine; the composition of
portion of the exhaust gas of any combustion engine; temperature
and/or condition of air in any enclosure for an operator and/or any
other enclosed space; the rate of fuel being used; the quantity of
fuel used and/or remaining. In further embodiments, computers and
computer programs are incorporated in any of the marine craft of
this disclosure, including in the manner described above.
[0349] By way of example, FIG. 388 shows a relatively long and
narrow craft, where the spacing of widely separated posts in line
is more practical. Generally, the passage of the fore post and keel
element will create turbulence, and consequent possible loss of
efficiency, for any post/keel element immediately aft. A propulsion
device will create additional turbulence, and are generally shown
towards the rear of smaller craft. The hull form of FIG. 389 is
suitable for large commercial vessels, such as container ships.
Optionally, the four side posts are rotatably mounted, optionally
as disclosed subsequently herein, and the central fore and aft
posts are telescopically extendable/retractable. If such a vessel
were to have masts, they are optionally located so as to interfere
least with loading and unloading of any containers by quay-side
cranes. The approximately teardrop hull shapes of FIGS. 390 through
394, for embodiment in all types of craft including large oil or
commodity carriers and container ships, are less traditional, but
have several advantages. Today, most large commercial craft have
long, narrow hull shapes, because these generally present less
resistance when pushed through water. In the case of the present
large commercial hydrofoil craft of the invention, whose hulls are
nearly always out of the water, these limitations no longer apply,
making it possible to construct safer large craft. Large tankers
have mysteriously disappeared, especially off the coast of South
Africa, and it is surmised that they snapped in two and sank
instantly--300 000 tons of oil aboard would cause that. The
sometime swells of 20 to 35 meters height in that ocean can have
centers close to length of the ship. The swell passing the ship
repeatedly first lifts the middle section, leaving the heavily
laden ends more or less suspended in mid-air, and then lifts the
stern and bow, to leave the heavily laden mid-section unsupported,
the continual flexing stresses eventually causing the stricken ship
to snap in half. The teardrop shape lessens that risk, because
there is more structure in the mid-section, and the bow and stern
sections are less laden. The extra beam also reduces rolling. It
may be noted that the tremendously seaworthy Viking ships had a
shape close to tear-drop. An argument against such shapes is that
ship have to tie up to the presently used quays, which mostly does
apply to container and passenger ships. However, large tankers and
some bulk carriers are typically tethered to buoys or similar
anchorages while loading or discharging, and could easily be of
tear-drop shape. If the tear drop shape became widely adopted in
general commercial cargo and passenger craft, present quays could
be adapted to link with the mid-portion of the ship. Large oil
tankers are now obliged to have costly double hulls, and the
tear-drop shape, with its lower surface to volume ratio, will tend
to be more economical. The reason for installation of double hulls
was the frequent oil spills caused by tankers running aground,
risks which double hulls are intended to reduce. A substantial
advantage of the hydrofoil tankers disclosed herein, whether of
teardrop or regular shape, is that in normal operation the entire
hull is out of the water and, in that mode, any grounding will tend
to damage the posts and keel elements and not the hull, thereby
further reducing the risk of oil spills.
[0350] FIG. 390 shows a hull form suited to craft where most of the
load is carried aft, with two rear powered post and a front
stabilizing post which optionally also has steering means. FIG. 391
shows a hull form with posts arranged in a cruciform layout and
having a wide beam, with the central parallel posts sufficiently
widely spaced for wind powered travel under a wide range of weather
conditions. FIG. 392 shows another hull form with wide beam,
permitting two pairs of parallel posts of varying separation, so
that the wakes of the fore posts interfere only marginally with the
water flows associated with the rear posts. The configuration of
FIG. 393 is suitable for large crude and/or bulk carriers. The deck
of such a vessel would be of such large area, that masts could be
placed in virtually any convenient location. In vessels of a
certain size, the increased beam of the teardrop shape would
preclude passage through the Suez or Panama canals, so the teardrop
hull form would be especially advantageous for ships that do not
use these canals. The teardrop hull shape is also suited to craft
operated by wind power for substantial periods. The hull form of
FIG. 394 is suited for larger vessels, but also for smaller sail
craft. The two fore posts are widely spaced and, especially if
angled as shown in FIG. 447, would give suitable bracing against
side thrust by wind loads, indicated at 4003a. In a selected
embodiment, a computer program determines and measures strength and
direction of wind loads, and makes continuous adjustment to the
angle of attack of the hydrofoils attached to the keel elements
associated with posts 4004, keeping the craft at a constant more or
less upright angle. Optionally, a rear post is provided at 4004a,
to assist balance and steering, with the main gravitational loads
carried on the fore posts. In a further embodiment, posts and/or
masts may be staggered laterally. Where sail power is important,
and masts are linked structurally to or are close to posts, the
optimum sail layout might not be to arrange masts abreast and
parallel, but to stagger them, and with them the posts to which
they may be structurally connected. By way of example, FIG. 395
shows a large commercial vessel, such as a container ship, with
three posts on each side, with no parallel post pairs. Instead the
posts 4004 and masts 3861 are at equal intervals, staggered on each
side. Again, this type of vessel is often so large, that masts
could be placed virtually anywhere. Mast heights on commercial
vessels were and are typically limited to between 70 and 90 meters
above waterline, depending on bridge clearances on designated
routes. If the vessels's un-laden deck height is 12 meters, then
actual mast height may be up to around 75 meters. If vessel beam is
40 meters, spacing between masts is likely to be around 50 meters
in the layout of FIG. 395, a height to separation ratio of about 7
to 4, enough to permit reasonably efficient capture of wind. In
alternative embodiments, wind propulsion is at least partly
achieved by means of kites anchored to the upper portion of the
hull, and/or to masts. In general, kites do not induce as great
torsional or side wind loads as masts, but they are effective under
fewer weather conditions. On relatively wide craft, such as that of
FIG. 393, torsional wind loads induced by masts need not be a
significant problem. In another embodiment, any of the marine craft
disclosed in in FIGS. 346 through 425 may be provided with any type
of wind-driven propulsion device, including those not mentioned or
illustrated herein. Such wind-driven propulsion devises include one
or more kites, one or more airfoils, and/or one or more sails on
one or more masts. Sail(s) may be of any configuration, mounted on
a mast in any manner of rigging.
[0351] Having a greater width to length ratio than is presently
typical, would provide large commercial marine vessel with several
advantages. It would reduce rolling, and in sailing vessels also
reduce bending moments on mast and therefore hull under wind side
loads. (It were probably these considerations that made Viking
boats relatively wide, although they had tapered ends.) For a given
volume and height, vessel length would be reduced, substantially
reducing those types of drag that are a function of velocity
squared. It would also make it easier to include sufficient surface
area at hull bottom to enable a large vessel to plane over the
waves/water surface, under almost all conditions of sea or swell.
In many instances, it would be more efficient moving a load by
planing over the waves, rather than pushing a displacement hull
through water. The efficiency gain may be in the form of shorter
travel time for a given fuel use. In present commercial vessels, it
is difficult to design for planing. The hull bottom is at maximum
depth for clearance on a particular, route, so propulsion devices
have to be located at rear above the level of hull bottom. However,
by using the retractable/extensible mechanisms disclosed herein, it
would be possible to have one or more extensible/retractable
propulsion devices and or steering mechanisms, such as rudders. If
the extendable/retractable mechanisms had either no or only smaller
hydrofoils, so that the hull could not be lifted clear of the
water, the vessel could be designed to plane empty only, or plane
empty and partly loaded, or plane under all conditions of load. If
the vessel were large, there would be few occasions when the waves
or swell would be so great as to require it to travel with hull
substantially in the water, in the manner of ships today. In
another embodiment, the vessel is designed to operate in any of
three modes: with hull in the water, with hull planing, and as a
hydrofoil with hull clear of the water. The extensible/retractable
mechanisms would function as hydrofoils when fully extended, as
propulsion and or steering devices when partially extended to
permit hull planing, and as propulsion and/or steering devices when
in a retracted position and the hull is fully in the water. In
further embodiments, any of the features generally disclosed in
relation to wider and/or larger marine craft are adapted to craft
of any width or size.
[0352] By way of example, schematic FIGS. 515 through 517 show a
large vessel designed for planing, where FIG. 515 is an elevation,
FIG. 516 a plan view and FIG. 517 a rear elevation. Approximate
water level when hull 4001 is planing is shown at 4002, water level
with hull in water is shown dashed at 4002a, with direction of
normal forward motion is indicated at 4003. The hull has a six-deck
superstructure 30 including a wheel house 31, divided into a
crew/passenger section 11 and mechanical section 12, separated at
line 13, with a cantilevered bridge shown at 14. In the wheelhouse
are two wheel-type steering controls 28 and two lever-type combined
propulsion speed and reversing controls 32. The vessel has a red
port light 15, green starboard light 15a, white rear running lights
16, and life boats 29 suspended from davits 33. Four kites 17 are
anchored to hull top deck (not shown on rear elevation), and there
are four propulsion modules 18 extendable from/retractable into
individual recesses 19 at hull stern. Each module has a propulsion
device such as a propeller 2Q powered by a combustion engine or
electric motor, optionally as disclosed herein, and small
hydrofoils 21. In general wind power is meant to replace engine
power when wind conditions permit, and so save fuel. In an
alternative embodiment, the wind power propulsion devices
(airfoils, sails on one or more masts, one or more kites) are
sufficiently large to alone propel the vessel under optimum wind
conditions. The hydrofoils here function to control vessel fore/aft
pitch, and partly to help lift the vessel to a planing position.
The hull has three longitudinal projections 22 and two longitudinal
depressions 23 to induce directional stability, a rudder 24 and
stern thrusters 25 and bow thrusters 26. At speed in open water,
turning is achieved by varying the power to the propulsion units on
one side relative to the other; at low speed in restricted water,
maneuvering is accomplished by use of bow and stern thrusters
together with lower power to the propulsion units, with the rudder
playing a less significant emergency back-up role. The vessel
optionally has one or more computers programs and computers, one
indicated schematically at 34, to receive information from
measuring devices and to change and/or control operating variables,
as described in relation to the craft of FIGS. 388 through 395. In
alternative embodiments, wind-powered propulsion is by one or more
airfoils, by one or more sails on one or masts, or by some
combination of these, optionally in combination with kites, or
there is no wind-powered propulsion. In other embodiments of the
principles disclosed, there are any number of propulsion modules 18
located any where and which may be fixedly or movably mounted,
there is any kind of superstructure located anywhere on the hull,
there are any number of or no longitudinal depressions or
projections on the underside of the hull. Vessel cargo can be
within the hull below the upper deck, or it can be above deck, or
some combination of both. In further embodiments, the vessel has
sufficient hydrofoil surface mounted to the propulsion units, which
optionally include one of the keel elements and one of the
hydrofoil posts or post assemblies disclosed herein, to enable the
hull to be lifted entirely clear of the water, to enable the vessel
to operate in three modes: as a hydrofoil craft, as a planing hull
craft; and as a conventional hull-in-the-water craft. In other
embodiments, where appropriate any of the features of the marine
craft FIGS. 388 through 395 and 515 through 517 are adapted to
smaller marine craft.
[0353] In a selected embodiment, extendable/retractable hydrofoil
posts are provided on larger commercial marine craft of any size,
including cruise and passenger vessels, container ships, bulk
carriers and large oil carriers, with the extensible/retractable
action effected by any convenient means, including by telescopic or
pivotal action. In the figures herein, the hydrofoil posts have
mostly been shown raked, slanting aft from the top, to tend to
deflect downwards any object they may strike, and to reduce risk of
snagging on lines, etc. In a further embodiment, the hydrofoil post
may be deployed at any angle, measured in the vertical fore/aft
plane. Generally, the largest stray floating objects in the oceans
today are containers washed overboard and, for smaller craft at
least, significant damage can be caused a post and possibly a keel
element during a collision at speed with such objects, especially
when running with hull out of the water. Collisions with whales are
much rarer, because they sense an approaching craft and get out the
way, but they sometimes do occur. For that reason, among others,
hydrofoil operation is more suited to larger vessels, with their
scaled up posts and keel elements. Almost all larger craft are
designed for the draft and beam limits of their routes and likely
ports, so if there are to be large commercial hydrofoil craft, the
hydrofoil posts should be close to fully retractable. Even scaled
for large vessels, hydrofoil posts could be damaged in collisions
with sizable objects. In a further embodiment, a protective and
optionally sacrificial shield can be mounted on the front of the
post, and can optionally be designed to improve the fluid flow
around and past the post to lessen resistance through water and
air. The protective shield or device can be fixedly mounted, or be
mounted on energy absorbing devices, including springs and
fasteners that deform under load. The protective shield or device
can be mounted on any type of marine craft to any kind of post,
including fixed, hinged or telescopic, and to any kind of keel
element and/or hydrofoil, including fixed, rotatable and those with
extendable/retractable components. In another embodiment, the keel
element and/or the post carries a forward mounted probe, which
optionally has a sonar and/or under-water lights and a video
camera. The probe can be fixedly mounted, or be mounted on energy
absorbing devices, including springs and fasteners that deform
under load. In a further embodiment, there is no separate probe;
instead a sonar and/or under-water lights and video camera are
mounted in or on a keel element, in or on a hydrofoil, in or on the
lower front of a post, or in or on any protective shield. If
mounted in or on a post, an aperture is provided in any protective
shield. In a further embodiment, when the probe strikes or the
sonar senses an object of sufficient mass to possibly damage post
or keel element, it generates a signal to the post actuating
mechanism, which quickly retracts the post, and optionally also any
probe. In the case of craft having only one or two posts, it is
preferable that the hull is so designed that the craft can safely
"pancake" into the water at maximum travel speed, if any post is
retracted. In the case of craft having more posts, the signal that
causes a post to retract or that registers a sudden loss of post
function can also be used to adjust the hydrofoils associated with
the posts remaining in the water, so as to properly balance the
craft, and/or provide for an orderly and progressive descent of the
hull into the water. In an alternative embodiment, hydrofoil posts
are pivoted at their junction with hull by any convenient means
including by hinged elements, and optionally also at their junction
with the keel element. In a selected embodiment, a parallel arm
type arrangement is used for the post(s), similar to that used in
drafting lamps, etc. The pivotable post may be mounted in any
location on the hull, including on the sides, and any type of
recess, depression or indentation may be provided in the hull to
accommodate the pivoting mechanism, the post actuation mechanism,
the post and/or the keel element, and/or hydrofoils in the
retracted position. In alternative embodiments, at least one such
hinged or pivoted extendable portion can be incorporated in any
kind of hydrofoil post, including those designated as 4004 in
preceding Figures, and in substantially vertical hydrofoils,
including rudders, such as those designated as 4007 in the
diagrams.
[0354] To illustrate some of these embodiments, elevational view
FIG. 396 and plan view FIG. 397, taken from a section at "A"
through the post, illustrate very schematically by way of example a
rotatable post assembly mounted to the lower side of the hull 4001
of a large commercial vessel, such as a container ship. This ship
has several post assemblies with keel elements; the one shown is to
provide lift and steering. Others (not shown) provide propulsive
power and optionally lift also. In the post/keel assembly
illustrated, the main post is indicated at 3841, the secondary post
at 3842, an actuation piston optionally hydraulically powered at
3843, pivot points mounted on hull at 3844, and pivot points 3845
mounted on posts or keel element 4005. The keel element has a fore
hydrofoil 4006, adder 4007 pivotally mounted on axis 4007a, with
principal direction of travel indicated at 4003. The hydrofoil
comprises a fixed portion 4010 located under the main hull, and an
extendable/retractable portion 4011 that extends through the base
of the fixed portion, to project outboard of the keel element and
of the main hull when extended. The purpose of this arrangement is
to permit the entire hydrofoil system to retract to within or close
to within the boundaries of the main hull, so that the vessel can
navigate locks and dock without anything projecting past the main
vertical face 3860 of the side of the hull. When posts and keel
element are in fully retracted position, they are shown dashed at
3846, with pivot points moved to new positions at 3847, so that
nothing or little projects below the main bottom 3865 of the hull,
to facilitate movement in shallow waters. The keel element moves up
and down in a plane which is roughly parallel with the main side of
the hull and perpendicular to the water surface. A major recess or
depression 3863 having a mare or less vertical face 3871 is
provided in lower side of the hull to accommodate the recessed post
and keel element, and a minor recess 3864 having more or less
vertical face 3862 and a sloped or curved face 3684 is provided in
the underside of the hull to accommodate the hydrofoil 4010. The
actuating piston may include a shock absorber type of device, in
this embodiment a coil spring 3848, to enable the keel element to
rove up and down relative to the hull, much in the way that wheels
are mounted on a road vehicle via a suspension system. The main
post 3841 is protected by an optionally energy absorbing and
deformable shield shown dashed at 3849, somewhat more substantial
towards the bottom, where the risk of striking objects when the
hull is out of the water is greater. The shield is optionally
attached to the posts by compressible means, here springs 3850.
Mounted on the keel element is a "T" shaped probe, with the leg
portion of the "T", which may be telescopic, indicated at 3851 and
the top bar of the "T" 3852. Optionally, the bar 3852 has two
portions 3866, pivoted at 3867, which can either swing back on
collision as shown at 3868, or be folded back when the probe is
retracted, as shown at 3869. Optionally also, the bar 3852 or head
of the "T" is approximately as wide as the keel element including
hydrofoils when and if fully extended, and is aligned with it. The
leg portion 3851 is mounted in a hollow tube 3853 in the keel
assembly and is actuated and or restrained by any convenient means,
indicated by schematic arrow 3854, including an hydraulic piston
and cylinder assembly, optionally with a spring biasing the probe
to a retracted position. In alternative embodiments, the leg 3851
in not retractable, or the leg is biased to an extended position.
In another embodiment, bar 3852 has no pivoted or hinged portions.
Optionally, the tube has about it an electronic sensor 3855
monitoring the position of the probe. An underwater video camera
3856 and at least one underwater light 3857 may optionally be
mounted on the probe. For sake of clarity, camera and light are not
shown in FIG. 397. In another embodiment, a recess 3858 is provided
in the keel element or the post for housing equipment such as
sonar, camera, lights etc, and a suitable aperture 3859 is provided
in any protective element 3849. In this diagram, none of the items
shown are drawn at any particular scale or size relative one
another, such scale and size to be separately determined for each
craft.
[0355] In another embodiment, the principal of retracting the post,
keel element and hydrofoil(s) to a position to where they are
within or close to within the limiting planes of the hull can be
applied to craft having telescopic posts. By way of example, FIG.
398 shows schematically an elevational view of part of the hull
4001 of a large commercial ship, that part having one
extendable/retractable integral post 4004/keel element 4005 with
rudder 4007 and hydrofoil 4006, with direction of principal travel
shown at 4003 and waterline at 4002. The post assembly consists of
portion 4004 which is retractable within fixed sheath or portion
4004a, which effectively acts as a guide system. The sheath or
fixed portion 4004a is structurally attached to side of hull 3860
and is optionally integral with it, and optionally terminates in an
enclosure 3872 projecting above deck 3874 and railings 3873, the
enclosure partly forming a portion of and extending vertically the
mare or less vertical main side of the hull. A depression or recess
3863 having a mare or less vertical face 3871 is provided in the
side of the hull to house the retracted keel element 4005, and
another depression or recess 3864 having more or less vertical face
3862 is provided in the underside of the hull to house the
retracted hydrofoil. The ship optionally has one or more computers
programs and computers, one indicated schematically at 34, to
receive information from measuring devices and to change and/or
control operating variables, as described in relation to the craft
of FIGS. 388 through 395. In the examples above, both the pivotal
motion of the post in FIGS. 396 and 397 and the telescopic action
of the post in FIG. 398 were in substantially in a plane
approximately parallel to the side of the hull and perpendicular to
the water level. In another embodiment, the pivotal or telescopic
motion of an extendable/retractable post can be in any plane. By
way of example, FIG. 399 shows schematically a cross-section
through the hull 4001 of a large commercial container ship having
at least two parallel post 4004 and keel element 4005 assemblies.
The keel element with hydrofoils is substantially similar to those
disclosed in FIGS. 396 through 398, with fixed hydrofoil portion
4010 having within it extendable/retractable hydrofoil portion
4011, which passes through the keel element. It is shown retracted
on the right side, and extended on the left. Posts 4004 extend from
and retract into fixed sheaths, housings and/or guide systems
4004a, which extend above main deck 3874 and railings 3873 into
housings 3872 projecting above the main hull 4001. Optionally, the
housings 3873 are so arranged and dimensioned as to permit the
stacking of containers 3875 between and around them. When the post
and keel elements are fully retracted, they hardly if at all
project beyond the main bottom 3876 and side surfaces 3860 of the
hull, with the keel elements nesting in depressions or recesses
3863 having vertical surfaces 3871, and the hydrofoils nesting in
recesses or depressions 3864 having more or less vertical surfaces
3862. In another embodiment, the recesses or depressions housing a
post, keel element or hydrofoil has any convenient form. Any kind
of seals are provided at the ends of hydrofoil post components, as
indicated schematically by the circles at 4004b.
[0356] In the embodiments of FIGS. 397 through 399, a recesses for
the keel element and or hydrofoil has been partly in the side and
partly in the bottom of the hull. In another embodiment, if strong
side protection is desired, a recess is provided entirely in the
bottom segment of the hull. For example, the principles of FIGS.
379 through 399 can be at least partly adapted to the small craft
having a single telescopically extensible/retractable hydrofoil
post of FIGS. 346 and 347, by providing a recess for portion of the
keel element, as indicated schematically at 4005a, shown dashed at
4005a in FIG. 347. In a further embodiment, the pivot axes of a
rotationally extendable/retractable hydrofoil post are angled to
the horizontal plane, to permit the hydrofoil post/keel element
assemble to simultaneously move downwards and away from hull
longitudinal center as the assembly is extended, rather than move
only vertically downwards, as implied or shown in FIGS. 396 and
397. This would provide a wider "track" for a craft operating in
hydrofoil mode, and so greater through the water stability,
principally because less affected by side wind loads. By way of
example, FIG. 518 shows schematically in cross-section on one side
of a centerline and FIG. 519 in side elevation portion of a hull
4001 of a large commercial marine vessel with at least one
extensible/retractable hydrofoil post and keel element assembly,
that when retracted is completely protected from the side by the
hull. When the vessel is in the water laden, the waterline is shown
at 4002, when un-laden at 4002 a, and when traveling in hydrofoil
mode the waterline is approximately at 4002b, with direction of
normal travel indicated at 4003. Main hull bottom 81 has three
projections 82 to enhance directional stability when in the water.
All pivot axes 83 are at the same angle to the horizontal. Fore
post 3841, rear post 3842 and keel element 4005 are shown in FIG.
519 in solid line in an intermediate position, and the keel element
is shown in dashed line fully extended and fully refracted. In FIG.
518, the keel element assembly is shown in solid line fully
retracted, and in dashed line fully extended Rear post has an
angled lower end at 3842a, so that the post does not form the keel
element when it is fully refracted. The keel element has two
compound extendable/retractable hydrofoils 4006 on each side, each
hydrofoil 4006 having a fixed portion 4010 and an
extendable/retractable portion 4011. The fixed portion of the rear
inside hydrofoil 4006 has a variable pitch flap 4034. The keel
element has a fore vertical hydrofoil or fin 4029 and a larger rear
vertical hydrofoil or fin 4027, on which a rudder 4007 is mounted.
The hydrofoil assembly is extended or retracted indirection 86 by
mean of a three-part telescopic piston 85, actuated by any
convenient means, including hydraulic fluids, or one or more
motorized screw rods, driven by electric motors and/or hydraulic
motors and pumps. Optionally, any kind of material, represented by
cross-dashed line 84, is provided in one or more passages in at
least one of the posts. Such material optionally comprises at least
one of the following: charge or cooling air for any kind of engine;
exhaust gas from an IC engine; electrical power lines to or from
any electric motor or generator; hydraulic fluid line for any
actuating mechanism(s) in the keel element assembly; wires for one
or more electric or electronic circuits for sensors, controllers,
solenoids, servo-motors or other actuators; water to and/or from
any ballast tank; fuel supply and/or return lines to or from any
engine or tank. Optionally, this material is transferred between
post and keel element by a flexible and/or elastomeric enclosure
87, optionally of concertina or bellows form. In the rear of the
keel element 4005 is mounted any combination of engine and
propulsion device 88, including as disclosed herein, in operation
generating thrust in direction 4045. Optionally a scop or entry is
provided at 4042, for water for cooling and/or the propulsion
device. Various depressions or recesses are provided in the
underside of the hull, including a main depression 89 for the keel
element, a recess 90 for the actuating piston sufficiently large to
allow for piston range of movement, recesses 91 for the posts, and
recesses 92 for the vertical hydrofoils and redder. The vessel
optionally has one or more computers programs and computers, one
indicated schematically at 34, to receive information from
measuring devices and to change and/or control operating variables,
as described in relation to the craft of FIGS. 388 through 395.
[0357] In an additional embodiment, any kind of actuating mechanism
is used to move an extendable/retractable hydrofoil post from one
position to another. In a further embodiment, any kind of seal
and/or bearing material is used between two components moving
telescopically in relation to each other, and which are part of a
extendable/retractable hydrofoil assembly. In an important
embodiment, a liquid or paste is positioned by any means in a space
between outer and inner telescopic components, such as to cause the
liquid or paste to variously distribute itself over that portion of
the surfaces of components that face each other and night form
bearing surfaces, when said components move relative to one
another. In a further embodiment, the sealing material also
functions as a lubricating material. By way of example, FIGS. 520
and 521 show schematically an extensible/retractable component 11
movable in direction 13 inside a "fixed" component 12 to define a
volume there between 14, with each having widened bearing surfaces
15. In FIG. 520, there are lower 16 and upper 17 circumferential
flexible tubes supplied with fluid which both seals and lubricates,
from passages 18 and or elastomeric or flexible lines 19. The fluid
weeps out through a series of closely spaced holes 20, arranged in
any number of rows above and below each and in any convenient
spacing. Only a few are shown, for sake of simplicity.) Optionally,
when component 12 is extended or retracted, a pressure wave in the
supply causes additional fluid to weep out. In alternative
embodiment, no fluid is caused to weep out, except when extension
or retraction takes place. FIG. 521 shows a similar but slightly
different arrangement, wherein a viscous fluid or paste 21, such as
mechanic's grease or graphite compound, is placed inside volume 14
and inside a special collar 22. In this embodiment, gravitational
attraction keeps most of the paste concentrated in the position
shown, with paste distributed over the bearing surfaces with
extension and retraction. If the paste is only a seal, optionally
it is not be deployed in collar 21. In an alternative embodiment
shown on the left side of centerline CL, circumferential fluid
galleries 22 supplied by passages 18 and flexible lines 19 provide
fluid to bearing surfaces by multiple passages 23, arranged in any
manner. Optionally, if material 21 is good as a lubricating agent
or sealant but harmful to an aqueous environment, the lower of
galleries 22 my be supplied with fluid that neutralizes or
otherwise chemically alters the material 21.
[0358] Exhaust gas can be used to vaporize water, i.e., produce
steam, especially with the un-cooled engines of the invention, and
particularly in marine applications where water is readily
available. Systems are disclosed herein, wherein the steam is put
to work in a second engine, the reciprocating engine portion and
the steam engine portion together comprising a compound engine. In
the disclosures which follow, exhaust gas is referred to. In
alternative embodiments, the gas could be a mixture of exhaust gas
and air, or any other gas or combination of gases. In a selected
embodiment suited to marine IC engines, exhaust gas is mixed with
water within an exhaust gas processing system attached to and part
of a marine craft, then discharged with water into the water the
craft is traveling in. In a further embodiment, hot exhaust gas is
used to convert water from liquid to steam in an exhaust gas
processing system attached to and part of a marine craft, then
discharged with water in mostly gaseous form into the water the
craft is traveling in, so as to provide a degree of additional
thrust to propel the craft forward. In another embodiment, exhaust
gas is mixed with water in an exhaust gas processing system to
assist in the removal of regulated pollutants, including
hydrocarbons, particulate matter, carbon monoxide and nitric
oxides. In an alternative and/or additional embodiment, exhaust gas
is mixed with one or more other substances including water and/or a
substance in solution in water, in an exhaust gas processing system
in part to remove the presently substantially unregulated carbon
dioxide (CO2) from the exhaust by causing it to react or otherwise
combine with other substances and/or water to form any other
product Optionally, a system for removal of CO2 incorporates the
formation of carbonic acid, which is optionally passed across a
metal or base filamentary or other system which combines with the
acid to form salts in the processing system. In an alternative
water-based system for removing CO2, line or calcium oxide is
introduced to water to form calcium hydroxide, which reacts with
CO2 to form calcium carbonate, a precipitate which is later
removed. In an alternative embodiment, a water-based system for
removal of CO2, for example such as is disclosed herein, includes a
solution of potassium carbonate or any other carbonate or
substance.
[0359] To illustrate some of these embodiments schematically by way
of example, FIG. 400 shows a section through a below-the-waterline
marine exhaust gas processing system attached to and projecting
from a hull structure 3901, with direction of principal craft
motion shown at 4003. An enlarged specially formed exhaust pipe
3902 of any suitable material, including optionally ceramic, is
attached to the hull by any convenient means, here a ring 3903,
compressible sealant type material 3904 and fasteners 3905. The
ring also attaches protective guard 3906 of any convenient
material, including metal, which partly surrounds the pipe 3902,
and has a series of multiple fine apertures 3909 which admit the
passage of water but virtually no debris or organic matter. The
apertures are shown of tubular configuration, but they may have any
convenient form, including of progressively varying cross-section
and be of any size or number. The exhaust passage within the hull
where it meets up with pipe 3902 optionally has a ceramic lining
3907, with compressible sealant type material 3904 optionally at
the junction of pipe and lining. The passage defined by lining 3907
is here optionally wide to slow gas velocity at 3908.
Alternatively, the passage may be relatively narrow to provide a
more rapid gas flow. If it is desired that the treatment system
have a degree of thermal insulation, then the material of which the
pipe 3902 is made has thermal insulation properties, and/or a
lining of thermal insulating material is applied to the interior of
the pipe, as indicated schematically at 3902a. The thickness of the
pipe relative to the insulation are drawn to no particular scale;
both pipe and insulation can be of any convenient thickness. In
operation, when the craft is traveling forward, water passes
through the guard apertures 3909 and enters the exhaust pipe via a
series of selectively sized and configured holes at 3910 in the
form of droplets, a jet, a spray, a stream, or a combination of
some or all of these as shown at 3911. In an alternative or
additional embodiment, water or any other fluid is supplied via
pipe or passage 3910a and fed, dribbled, sprayed or injected into
the flow of exhaust and/or other gas as at 3911a. In a further
embodiment, any solid, liquid or gaseous substance designed to
react or mix with at least portion of the exhaust gas is introduced
to the gas via any delivery means, including that of 3910a, at any
location in the pipe 3902. Once in the exhaust gas flow, the jets,
droplets, sprays or streams are broken up into smaller units by the
kinetic energy and turbulence of the exhaust gas, which has
sufficient time to both vaporize and/or boil some or all of the
water. Some or all of the pollutants including CO2 in the hot gas
reacts will react with the water and any other substances
introduced to the water to form new substances. The resultant
mixture of exhaust gas, introduced substances, newly formed
substances, and water in liquid and gaseous form is shown at 3912.
The conversion of water to steam will create a high-pressure zone
at 3913 to create thrust in direction of arrow 3913a, and to create
a column of gas in the surrounding water 3914, with the gas/water
boundary indicated schematically at 3920. Further reactions can be
induced, optionally in the pipe in the area indicated by bracket
3916, by any convenient means, including for purpose of removing
pollutants in the exhaust gas, for removing introduced substances
and/or newly formed substances. By way of example, a cartridge of
filamentary and/or other material 3915, including as disclosed
elsewhere herein, is placed in the pipe and held in place by
retaining ring 3917 and fasteners 3918. The filamentary and/or
other material is optionally of any composition that will react
with components of the exhaust gas and/or other substances to form
a new substance. Optionally, the filamentary and/or other material
includes a catalyst, to facilitate and/or hasten the speed of
reactions. After a period of operation, much or all of the
filamentary will have ablated or been consumed by reaction with
carbonic acid, and the cartridge of filamentary material will need
to be replaced. Optionally a sensor may be placed at any suitable
location, including that shown at 3919, to measure the quantity of
any pollutant or substance exiting the exhaust pipe 3902. In a
further embodiment, a light of distinctive configuration is placed
on the craft in a position easily visible to law enforcement
personnel, and this light is illuminated when an excess of any
substance, and/or any other pollutant is being discharged into the
water. In operation, as the exhaust gas enters at 3908 and meets
the water at 3911, the gas will heat the water and convert at least
some of it to steam, and portions of the water or of the
constituent hydrogen and/or oxygen will react with some of the
pollutants to form relatively harmless substances. Any solid or
particulate matter in the exhaust gas will have been wetted and
made heavier, slowing it down and making it easier to be trapped in
the filamentary or other material at 3915. In another embodiment,
the exhaust pipe 3902 is divided into two or more zones arranged
one behind another, each with its own treatment system, optionally
including one or more catalysts and/or filamentary material. Each
zone optionally has its own water delivery means. In one or more
zones, regulated pollutants would be removed, while optionally in
one or more other zones, the generally unregulated CO2 would be
removed. By way of example, FIG. 401 shows an exhaust system with
multiple treatment zones, with principal craft movement shown at
4003. Features and constructional details are similar to those in
FIG. 400, and are similarly numbered. An emissions treatment module
3922 not requiring water is positioned in passage 3908 by
attachment of pipe 3902. After designated pollutants are removed,
the gas passes down exhaust pipe 3902 for the removal of any other
pollutant or substance(s), as described above in relation to FIG.
400. Here a more substantial guard 3906 is provided to protect the
pipe, optionally so positioned in relation to the pipe to create a
higher pressure zone in the water around 3921. In a further
embodiment, the exhaust gas is not mixed directly with water,
instead the water is passed over heat exchanges which have derived
their energy from the exhaust gas by any convenient means,
including those disclosed elsewhere herein. In such case, the
exhaust gas may be discharged separately from the water products,
either into the water or into the air. In a further embodiment air
or a mixture of air and exhaust gas at any desired temperature and
pressure is admitted into the pipe at 3908, to interact with the
water, optionally to form steam to provide thrust at 3913a. The
principles and innovations described in FIGS. 400 and 401 can be
embodied in any convenient location, including in pipes or passages
located within a marine craft hull, and the exhaust gas discharged
either below the waterline or above it to ambient air in any manner
from any convenient location in the hull or other portion of the
craft.
[0360] In a selected embodiment, rather than have a separate gas
discharge pipe as 3902 in FIGS. 400 and 401, the exhaust or other
gas(es) are discharged along the center of rotation of a marine
propulsion system directly or indirectly driven by any means,
including by IC engines and/or electric motors, with the gas(es)
optionally passing through a hollow drive shaft to which propulsion
devices such as impellers or propellers are attached. Any of the
embodiments illustrated in FIGS. 341 through 399 may alternatively
have gases ducted through the interior of one or more hollow
rotating shafts on which propulsion devices such as impellers or
propellers are mounted. By way of example, FIG. 402 schematically
illustrates this principle in its simplest form, showing the stern
4501 of a propeller-driven marine craft with a hollow rotatable
propeller shaft 4502 mounted in suitable bearing 4510 and glands or
seals 4511, with direction of normal marine craft travel indicated
at 4003. The interior of the hollow propeller shaft 4502 carries
hot exhaust gas flow 4503. The in-board end of the shaft at or to
the right of region"A" is mounted on bearings, not shown, and is
delivered a supply of gas via connectors and seals, and is imparted
rotary motion by an IC engine, electric motor or transmission, all
not shown. Optional insulation, indicated schematically in dashed
line at 4502a is provided to the interior of shaft 4502. An
aperture system 4504 is located where the shaft bells out to
support the propeller blades 4505. The conversion of water to a
mixture of water, water vapor and/or steam at 4506 creates a higher
pressure and accelerated, initially more-or-less horizontal, column
of gas of diameter 4507 into the surrounding water 4509. The
boundary between water and gas is shown schematically at 3920,
discharging from the propeller hub in direction 4508, to optionally
create a degree of thrust. In addition to providing some thrust,
this "column" of gas improves propeller performance in two ways: it
prevents the water collapsing in on itself immediately behind the
core of the propeller, and it permits a larger ratio of hub to
overall propeller diameters, thereby enabling the inefficient
restricted passages between blade roots to be reduced, as a
percentage of total propeller water clearance space. Alternatively,
propellers having a greater number of blades for a given swept area
may be constructed. Optionally, the hollow propeller shaft is
effectively an exhaust treatment system along the lines disclosed
above, and may be of any convenient length, including length aft of
the propeller blades, and may contain any device to assist in or
promote chemical reaction, including filamentary material with or
without catalysts, in any convenient location, including as
indicated at 4512. The exhaust gas treatment may be to reduce
regulated emissions, and/or to reduce CO2, and the system may
include sensors and lights located in a highly visible location on
craft exterior, to indicate some form of malfunction of the system
FIG. 402 shows an un-shrouded propeller. In an alternative
embodiment, the above principles are applied to shrouded
propellers, impellers or other propulsion means, as shown by way of
example shown in subsequent Figures. The principle of gas flow
through the center of drive rotation may apply to any gas,
including unadulterated exhaust gas and/or exhaust gas mixed with
air, from any source, in all the preceding and subsequent
disclosures herein. The hollow propeller shaft of any of the
disclosures herein may optionally either be of thermal insulating
material and/or have a lining of thermal insulating material
applied to the exterior or interior of the tubular shaft, which may
be of constant or progressively variable cross-sectional diameter.
Water at any temperature may be delivered by any means to the
water/exhaust gas mixing point or, if superheated and/or under
pressure, to a combined pressure release and discharge point,
including by capillary tubes or passages within propeller shaft
wall thickness. According to the exit gas velocity desired,
propeller core diameter at 4507 can be adjusted relative to the
diameter of the hollow shaft at 4502. If diameter 4507 is smaller,
some back pressure in the exhaust system may occur, which may be
partially offset by a pressure drop caused by the venturi effect of
liquid streaming past the rim of the propeller hub 4513. In a
selected embodiment, gas may alternatively or additionally be used
to reduce friction between water and propeller or impeller blade
surfaces. By way of example, schematic FIG. 403 shows a propeller
shaft 4502 outside a hull. Gas of any kind, optionally exhaust gas,
flows 4503 along a hollow propeller shaft 4502, then flows through
hollow blades 4520, with the flow shown dashed at 4514 only in the
upper blade, and is discharged to the water alternatively by a
series of closely spaced apertures 4515, or a narrow permeable
strip 4516, located at or near the leading edge of each blade. The
forward motion of the craft in normal motion in direction 4003 will
cause a laminar flow of gas 4517 between water and blade surface,
as shown only in relation to the lower blade. A similar flow can be
created over propeller hub nacelle 4518 by means of a series of
closely spaced apertures, or a narrow permeable strip, located at
4519 ahead of blade roots, or at any other convenient location.
Optional thermal insulation is shown at 4502a. The features of
FIGS. 402 and 403 can be combined, optionally by having two
differing gases or gas systems.
[0361] Especially but not exclusively in shrouded drive system, the
presence of a coaxial gas system will permit a propeller or
impeller hub of progressively varying diameter, to match the
acceleration of the water across the blades. FIG. 404 illustrates
this principle very schematically and shows a hollow propeller
shaft 4502 emerging from an aft extension of a marine hull in the
form of a drive shaft housing 4501, with gas traveling inside the
shaft at 4503. The shaft optionally has internal thermal insulation
4502a. Propeller blades 4505 are mounted on the shaft and enclosed
by shroud 4521 supported by struts optionally also functioning as
fins 4526, anchored to a drive shaft housing 4501. Optionally, a
grille-like debris deflector 4523 is mounted on the leading edge of
the struts or fins 4522. Impeller or propeller blades 4505 rooted
to a belled shaft end 4524 in operation accelerate water in the
opposite direction to principal forward motion 4003. A series of
small apertures 4505 allow just sufficient water into the shaft at
4506 for the heat energy of the gas to turn nearly all water to
steam, which together with the exhaust gas passes through an
pollutant removal cartridge or device at 4512, to exit at 4507 and
create a degree of thrust at 4508. Outside the hollow shaft, water
enters the system through cross-sectional area represented at "A"
at a speed roughly equivalent to forward motion; if it is
accelerated the water flow will occupy less cross-sectional area
represented at "B". Any gas system can be used to create gas flow
through the hollow shaft and belled end 4529 to both provide some
thrust and provide a core gas cylinder at 4507 to support an
accelerated water tube 4509 passing through the zone defined by
"B", with boundary between gas and water indicated schematically at
3920. In the arrangement of FIG. 404, the features of FIG. 403 may
also be incorporated, for example gas may be directed through the
leading edges of shroud 4521 and/or fins 4522, impellers or
propellers 4505 and the trailing edge of housing 4501. In an
alternative embodiment, the method of reducing the friction of
water flows across impeller/propeller blades, shrouds, etc. by
means of very thin film of gas between water and component surfaces
is effected by using heat, preferably at the leading edges of such
components. For example, in FIG. 403, where there are now a series
of closely spaced apertures at 4515, there would alternatively be
created a heated area at a similar location. The heat would cause
just a few of the molecules of water passing over the area to
vaporize or boil, sufficient to produce a thin gas film, which
would adhere to the surfaces under optimum conditions due to
laminar flow. The local heat can be provided by any means,
including directly by electric heaters, as shown by way of example
dashed at 4516a in FIG. 403, and/or by the exhaust gas or
indirectly by liquid circulating through a heat ex-changer placed
in the exhaust gas flow. If gas is used to reduce friction, then it
can be directed along the appropriate surface by exiting from a
continuous slit. By way of example, FIG. 405 shows this
schematically, being a cross-section through a propeller or
impeller blade 4505 which is hollow and comprises a main portion
4525 and a leading edge portion 4526, the portions structurally
linked by any convenient means, including bridges, clips etc at
4527. Gas leaves the interior of the blade 4529 via continuous
slit-like apertures 4530 to flow past the exterior surfaces of
portion 4525, with the laminar flow of gas past the main body of
the surface indicated at 4528. A heater 4505a is indicated
schematically for purpose of heating a local exterior surface. If
the gas is heated, various insulating material can be disposed
inside the blade to give varying surface temperatures, as indicated
schematically at 4525a. The feature described in relation to FIGS.
403, 404 and 405 have concerned rotatable propulsion devices. In
other embodiments, they can be incorporated in any under-water
portion of a marine craft.
[0362] In a selected embodiment of a marine craft, exhaust or other
gas is introduced to the water flow past and/or through a marine
propulsion device including a propeller or impeller mounted within
a shroud or other housing wholly or partly enclosing the device,
with the gas leaving the device rearwards in a direction
substantially opposite to that of normal forward motion. In a
further embodiment, the gas in introduced in such a way that, when
the direction of rotation of the propulsion device is reversed, all
or part of the gas flow is directed forward and the craft travels
in a reverse motion. Currently available water-jet chives, such as
manufactured by KaMeWa in Sweden, have fixed inlet and outlet
openings, the latter being between about 50% to 65% of the
cross-sectional area of the former, to accommodate the acceleration
of water achieved by the impellers. To reverse the marine craft,
the water flow through the drive remains unchanged but deflector
plates are moved into position rearward of the outlet nozzle to
deflect the thrust through 130.degree. to 180.degree. from normal
direction. The cumbersome and weighty deflector plates and
actuating mechanism when in the retracted position for normal
forward motion causes substantial drag, especially where the chive
is mounted substantially below the water surface. In a further
embodiment, gas is used not only to provide some thrust but also as
bulk within a drive to permit the elimination of reverse deflector
mechanisms. Instead, the rotational direction of the impellers is
reversed, water is sucked into the normal outlet aperture and
driven out through the normal inlet aperture, water acceleration
and effective reduction of cross-sectional exit area being achieved
by reversal of the gas flow within the drive. By way of example,
FIG. 406 shows schematically in longitudinal cross-section a
shrouded propulsion device having a fore impeller or propeller 4531
normally rotating in one direction, with an aft propeller or
impeller 4532 normally rotation in the opposite direction, with the
impellers or propellers optionally of different configuration
and/or size. Direction of normal forward motion is shown at 4003.
Aft impeller or propeller is mounted on a hollow chive shaft 4533,
which is mounted in the hollow drive shaft 4534 on which the fore
impeller or propeller is mounted, with gas passing in direction
4535 through the interior volumes of both shafts. Gas exit holes
4546 are provided in both shafts. Outer shaft 4534 is rotatably
mounted in stern portion 4536 of hull or post or keel element, with
suitable bearings, seals and glands indicated schematically at
4541. There are optionally other in-hull bearings, together with
seals and glands permitting the inflow of gas to the interior of
the shafts, at or near region "A: (not shown). The shroud 4537 is
supported on fore struts or fins 4538 which have at their leading
edge a circumferential grille 4542 to keep out debris, plant matter
and marine creatures. At the rear, the shroud is attached to struts
or fins 4539 supporting an optional cone-shaped rear bearing
housing 4540. FIG. 406 is schematic and not necessarily to scale;
in practice stern portion 4536 and struts/fins 4538 will be
sufficiently large and strong to fully support shroud 4537,
struts/fins 4539 and rear bearing housing 4540. In operation,
forward motion is described in the upper half of the diagram,
wherein water enters the shrouded space at 4543, is accelerated by
fore impeller or propeller 4531 before being mixed with gas 4547
exiting from holes 4546, thereafter being further accelerated by
aft impeller or propeller 4532 and again being mixed with gas and
exiting the shroud at the rear to provide thrust at 4508. It will
be noted that in normal operation impeller 4531 drives non-aerated
water, while impeller 4528 chives a mixture of non-aerated water,
aerated water and gas. In an alternative embodiment, gas is
discharged from shaft 4534 forward of the first impeller or
propeller 4531. Rearward motion by the craft is described in the
lower half of the diagram, wherein the direction of rotation of
both shafts is reversed and water enters the shrouded zone at 4544,
is pushed forward by impeller or propeller 4532, mixed with gas at
4548, then again pushed forward by impeller or propeller 4531 and
again mixed with gas at exit at 4545, to provide thrust at 4545. If
the design of the impellers or propellers is optimized for fast
forward travel, then the thrust produced during reversing at 4545
will be a small fraction of the thrust produced during normal
forward motion at 4508, but in many applications this thrust will
be sufficient for low-speed maneuvering or docking. Optionally a
protective grille 4542a similar to that at 4542 can be provided at
the aft end of struts or fins 4539, to protect against ingress of
debris during reversing. In a further embodiment, the rate of gas
flow per unit of speed is increased or decreased during reverse
propulsion. Such increase in gas flow can be accomplished by any
convenient means, including the release of additional gas from a
reservoir, containing any gas including exhaust gas, optionally
under pressure, which has been collected during selected
non-reversing operating modes. Any kind of gas can be used,
including mixtures containing all or some of the following: exhaust
gas, air, water vapor, steam, CO2, etc. In an alternative
embodiment, there is only one propeller or impeller in an
arrangement similar to that of FIG. 406. The propulsion device is
shown fixed in relation to rear hull portion 4536 and so cannot be
used to steer a craft. In drives for large commercial craft having
a multiplicity of posts and keel elements, steering at speed can be
effected by to some degree by banking the craft and/or by
increasing or decreasing power on one side of the craft relative to
the other. In alternative embodiments, the propulsion devices are
to some degree pivoted, and/or controlledly and variably angled
deflector plates are mounted aft in the zone indicated at 4508,
with the deflector plates optionally additionally functioning as a
reversing mechanism
[0363] In a selected embodiment, a marine craft has a shrouded
marine propulsion system that includes an impeller or propeller
driven by a substantially concentrically mounted electric motor or
IC engine, located in the water flow to or from the impeller or
propeller. In a further embodiment, a shrouded marine propulsion
system receives water, under selected operating conditions and/or
when the craft is in motion, from a direction substantially
parallel to forward motion and the direction of rearward thrust
created by the propulsion system, and the water supply is at least
partly by a ram effect. By way of example, FIG. 407 shows in
schematic cross-section a post/keel element assembly 4550 having a
water-jet type drive mounted in a passage 4551 of approximately
regular or irregular tubular configuration, with direction of
normal motion shown at 4003. Water enters or is rammed into the
passage at 4543 via optional protective grille 4542, passes over
and around motor nacelle or housing 4552, is accelerated by
impeller or propeller 4554 driven by shaft 4555 coupled to electric
motor 4556, and exits at 4508 to generate thrust. The motor nacelle
4552 is supported by struts or fins 4553, located in shrouded water
passage 4551 located in a post or keel assembly 4550. At least one
of the struts is hollow to carry electric power circuits 4557 and
electronic control circuits. An aft protective grille 4542a is
provided to prevent ingress of debris during reversing. An IC
engine can be substituted for the electric motor 4556. In another
example, FIG. 408 shows schematically a broadly similar
arrangement, wherein the motor nacelle is behind any impeller or
propeller, its bulk partly accounting for the reduction of
cross-sectional area after an impeller that is usual in water-jet
propulsion systems. Normal forward motion is indicated by arrow
4003. Impellers or propellers 4531 and 4532 are mounted on
contra-rotating systems or shafts 4533 and 4534, coupled to IC
engine indicated schematically at 4560 mounted in motor nacelle
4552, supported by hollow struts or fins 4553, located in shrouded
water passage 4551 located in a post or keel assembly 4550. Charge
air supply 4560, fuel line 4559 and electronic controls 4558 are
routed through post/keel assembly 4550 and strut 4553 through motor
nacelle 4552 to IC engine 4560. Engine exhaust exits at 4561 to mix
with accelerated water to create thrust at 4508, optionally in a
manner as described herein. In a further embodiment, an electric
motor is the engine 4560 and drives one or more substantially
co-axially or parallel mounted impellers or propellers in a nacelle
located in and supported on struts in a shrouded water passage
located in a post or keel element, with exhaust gas from an engine
mounted elsewhere is discharged into the water behind the motor, in
any manner including as disclosed herein. The engine is optionally
an IC of the invention having contra-rotating piston and cylinder
assemblies, or an electric motor having contra-rotating stator and
rotor, one of them rotatably mounted in a housing. By way of
example, FIG. 409 shows schematically a water-jet type propulsion
device located in a shrouded water passage 4551 in a post or keel
element 4550, with water entering the passage at 4543 via
protective grille 4542, to be accelerated by impeller or propeller
4531, and then exiting via aft grille 4542a to provide thrust at
4508. Normal forward motion is indicated by arrow 4003. An electric
motor is mounted in nacelle structure 4569 to drive integral shaft
and impeller/propeller hub 4565, which is mounted in bearings 4566.
Motor stator 4568 is attached to nacelle structure 4569, with motor
rotor 4567 attached to shaft 4565. One of the struts or fins 4533
supporting the nacelle structure is hollow to house motor power
supply 4557, electronic controls for motor and gas sensors 4558, an
optional water feed pipe 4563 and exhaust gas supply 4562 from an
IC engine mounted elsewhere on the craft. Optional insulation is
provided behind the electric motor at 4570. Optional fins 4564 to
assist in cooling stator portion of the electric motor are provided
circumferentially, aligned in direction of fluid flow. Optionally,
a separate circulating fluid for a cooling system for the electric
motor may be incorporated in the nacelle, or such fluid is
circulated down the post and up again, through a heat ex-changer
mounted in or on the hull in any convenient location. In operation,
exhaust gas enters a processing volume 3911 where optionally a
designedly limited amount of water, optionally salt-free, is mixed
with the exhaust gas, with the gas and/or any resultant mixture
then optionally passed through a pollutant removal cartridge 3915,
to exit and produce some thrust at 4561. In another embodiment not
illustrated, shaft 4565 is hollow, optionally has a thermally
insulating lining and/or contains pollutant removal devices, with
gas introduced to the shaft ahead of the motor and behind any
impellers or propellers, in the manner described in FIG. 403. The
nacelles of FIGS. 407 through 410, 313 and 314 (see below) can be
mounted to a post, keel element or hydrofoil of a hydrofoil craft,
or they can be mounted below the waterline on or about the hull of
a conventional marine craft.
[0364] Optionally parts of a hollow impeller or propeller hub
and/or shaft have thermal insulation, so that hot the gas will heat
parts of the hub surface to cause local vaporization or boiling of
water flowing past the hub. By way of example, FIG. 410 shows
schematically a water-jet propulsion device in a nacelle mounted in
a shrouded water passage 4551 (shroud not shown) located in a
hydrofoil post or keel element, or on or about a conventional hull,
with main nacelle structure 4569 supported on struts or fins 4533,
at least one of which is hollow. Direction of normal craft motion
is shown at 4003. In operation, water travels through passage 4551
in direction 4584, is accelerated by impeller or propeller blades
4531 mounted on hub 4565a, which is integral with rotating shaft
4565, which is in turn mounted in a series of bearings and seal
assemblies 4566. The accelerated water flows past struts 4533 to
create thrust at 4508, and is also rammed at 4574 into fore cooling
fluid gallery 4572 via apertures 4575 and depressions functioning
as effective scoops 4575b and or venturi devices 4575a, to
circulate through and cool via passages 4573 the electric motor
stator 4568 fixed to nacelle structure 4569, then flows into aft
fluid circulation gallery 4572, from which it is extracted via
venturi effect 4575 via apertures 4577. The upper strut 4533 is
hollow and houses electronic sensor and control circuits 4558,
electric power circuits 4557, an exhaust gas treatment fluid supply
line 4563, and a passage 4562, optionally encased in thermal
insulating material 4570, for exhaust gas from an IC engine mounted
elsewhere, which optionally drives a generator mounted elsewhere to
provide power for the electric motor in the nacelle. For sake of
clarity, only the two basic components of the electric motor are
shown: the stator 4568 directly or indirectly fixed to nacelle
structure 4569, and the rotor 4567 fixed to rotating shaft 4565.
Hot exhaust gas passes at 3908 from passage 4562 into fore holding
volume 4586 within nacelle structure 4569, from there passing via
holes 4571 into the interior of rotating shaft 4565 which is
integral with hub 4565a and supports and drives blades 4531. The
interior of the shaft optionally has a thermally insulating
material lining 4570, as optionally has portion of holding volume
4586. The fore portion of that volume is not thermally insulated,
so the nacelle structure 4569 will become hot in zone 4583,
permitting portion of the water passing externally to vaporize
and/or turn to steam, setting up a laminar gas flow at 3587.
Optionally, holes or apertures 4582 are provided in the hub to
permit drops or streams of water to enter the interior of the
rotating shaft at 4583. After leaving the rotating shaft, which
optionally has mixing blades or paddles 4588, it enters a mixing or
processing zone 4585, where optionally a fluid to assist in the
removal of at least one selected pollutant is introduced, via
passage 4563, internal circumferential gallery 4579 and one or more
nozzles 4578, which direct the fluid in a jet or spray at 4580.
After it leaves the mixing zone 4585, optionally lined with thermal
insulating material 4570, it optionally passes through an emissions
treatment device or cartridge 3915 retained by fastening ring 3917,
to exit and impart a degree of thrust at 4561. Alternative or
additionally, any emission reaction fluid such as at 4580 can be
introduced to the exhaust gas in holding volume 4586, located ahead
of the electric motor. In another embodiment, emissions treatment
material of any kind is placed in holding volume 4586, as indicated
at 3915a. Because the motor is arranged about a hollow shaft, it
can have a relatively large diameter. Here it shown relatively
long, and this combination of length and diameter permit a large
traction area and thereby substantial power output. In an another
embodiment, emissions treatment devices or cartridges 3915 are
placed in the rotating shaft and/or in holding volume 4586. The
coolant for the electric motor is here the water through which the
craft travels. In alternative embodiments, it is any suitable any
fluid, optionally supplied through the struts, including air. In
further alternative embodiments, exhaust gas does not enter the
water and, if an IC engine is mounted in a below-water location in
or on a hydrofoil, keel element or post, the engine exhaust gas is
routed up through the post or hull to be discharged from a location
on the hull above the water, as indicated schematically in FIGS.
342, 344, 352 and 379, or in the manner described in FIGS. 412, 415
and 416.
[0365] In a selected embodiment, a turbine stage of a
reciprocating/turbine compound IC engine powering a marine craft is
mounted to discharge turbine exhaust below the waterline and create
thrust thereby. The turbine stage itself may be mounted below the
waterline, with an optional cover to prevent water ingress when not
in use, or the turbine stage may be mounted above the waterline,
with turbine exhaust ducted to below the waterline. The
reciprocating stage may be mounted near, beside or in front of the
turbine, or alternatively in any other portion of the craft, with
an optionally thermally insulated passage conducting hot high
pressure exhaust from the reciprocating stage to the turbine stage.
The reciprocating stage may optionally directly drive a propulsion
device such as an impeller or propeller, and it may optionally be
mechanically linked to the turbine stage by a means of a shaft
and/or transmission and/or gearing. In another embodiment, the
turbine stage is mounted near, beside or in front of an electric
motor which drives a propulsion device, with the exhaust from the
reciprocating stage optionally passing through the interior core of
the motor, as shown in FIG. 410, before reaching the turbine stage.
The reciprocating stage drives a generator which provides
electrical power to the motor, either directly or via an optional
controller. Optionally, water is introduced to the exhaust gas
either before it enters the turbine or after, optionally in a
wholly or partially enclosing shroud. The electric motor may
optionally be mechanically linked to the turbine stage by a means
of a shaft and/or transmission and/or gearing. In a selected
embodiment, a turbine stage of a compound reciprocating/turbine IC
engine discharges its exhaust below the waterline to generate some
thrust. By way of example, FIG. 411 shows schematically the stern
portion of the hull 4001 with railings 3873 of a large commercial
ship, with direction of normal motion indicated at 4003, rudder at
4007, white stern light at 16, and a median waterline at 4002, with
a nacelle type housing projecting from and merging into the sides
of the hull at 4801. Items within the hull are shown dashed.
Reciprocating engine 4009 drives propulsion device 4008 mounted on
a projection of or half nacelle 4569 of the hull 4001, via shaft
4008a to produce thrust at 4508, with hot high pressure
reciprocating engine exhaust ducted to turbine stage 4803, mounted
above the waterline, by optionally thermally insulated passage
4802. Turbine exhaust travel via another optionally thermally
insulated passage 4804 to exit at the rear-facing mouth 4805 of the
nacelle or housing 4801 to create thrust at 4561. One or more
exhaust treatment systems, including for removal of CO2, can be
mounted in any location in the flow path of exhaust gas. For
example, a CO2 removal system 4806 is mounted in passage 4802. In
another embodiment, exhaust gas is additionally or alternatively
discharged below the waterline in one of the manners described in
FIGS. 400 through 410. Air supply to reciprocating stage and
optionally turbine stage is from above-deck (not shown). In an
alternative embodiment, a turbine stage of a compound
reciprocating/turbine IC engine discharges its exhaust above the
waterline to generate some thrust, as shown schematically by way of
example in FIG. 412, wherein like features are numbered as for
similar illustration FIG. 411. A propulsion device 4008 such as a
propeller is mounted on a projection of or half nacelle 4569 of the
hull 4001, and is driven by the reciprocating stage 4009 of a
compound reciprocating/turbine IC engine via transmission 3807 and
drive shaft 4008a, to create thrust at 4508. Hot high pressure
exhaust gas travels via optionally thermally insulated passage 4802
to a series of exhaust treatment devices 4806, and from there via
optionally thermally insulated passage 4804. to turbine stage 4803
to create a degree of thrust at 4561. An optional air scoop is
provided at 4807 for either turbine and/or reciprocating stages,
with alternative air supply from above deck (not shown). The
railing 3873 is shown pulled back, to minimize effects of any
blow-back of hot gases. In a further embodiment, the features and
disclosures of FIGS. 411 and 412 are adapted for hydrofoil craft,
wherein all or part of the power and propulsion system is mounted
in keel elements and/or in the lower part of one or more hydrofoil
posts. In a selected embodiment, a complete reciprocating/turbine
compound engine is mounted below the waterline in an enclosure or
housing. In many applications, an optimum rotational speed for a
reciprocating stage output is different from the optimum rotational
speed of a turbine stage shaft. In a further embodiment, a
transmission is placed between a reciprocating stage rotating
output shaft and a turbine stage rotating shaft, if they are to be
mechanically linked. In a further embodiment, the transmission has
variable drive ratios. Such variable ratios are useful for varying
the relative thrust generated by the turbine stage in relation to
the thrust generated by the propulsion device, to adapt to
different forward speeds, different operating conditions and
different weather. In alternative embodiments, the arrangements in
and on the hulls of FIGS. 411 and 412 are adapted to the hulls of
hydrofoil craft.
[0366] FIG. 413 shows schematically by way of example a nacelle or
enclosure 4569 supported on a hollow strut or fin 4553 attached to
a portion of hull 4001, with principal forward motion indicated at
4003. The reciprocating stage 4009 of a compound
reciprocating/turbine IC engine is mounted in the fore of the
nacelle, to dive propulsion device 4008, here a propeller, via stub
shaft 4821 to create thrust at 4508. The propulsion device may
alternatively be an impeller or part of a water-jet and/or be
shrouded, as shown elsewhere herein. Hot high pressure exhaust gas
from the reciprocating stage passes at 4503 into a hollow passage
4817, optionally having internal thermal insulation 4818, and
containing optional exhaust gas treatment modules 4806.
Alternatively, the positions of passage 4817 and insulation 4818
are reversed. The gas then passes to and wholly and/or partly
powers the turbine stage 4803, to create a degree of thrust at
4561. Optionally, scoops are provided at 4813 to admit sufficient
water at 3911 to create vapor and/or steam in expansion zone 4822.
The hollow strut contains a fuel line 4823 for the reciprocating
stage and optionally also for additional heating in the turbine
stage, separate electronic control and sensor circuits 4558 for
each stage, and a passage 4812 for air supply to an optionally
circumferential plenum 4820. Passage 4817 is optionally a rotating
shaft which is optionally mechanically linked to stub shaft 4821
and/or to turbine stage 4803. Optionally, the latter linkage is via
a transmission, optionally having variable ratios, indicated
schematically at 4816. Air from plenum 4820 is supplied to
reciprocating stage at 4814 and optionally also to turbine stage at
4819 via passages 4815. Optionally, the plenum contains sub-systems
which require cooling, for one or both stages, including such as
starter motors, lubrication or fuel pumps, compressors, etc (not
shown). In another embodiment, an electric motor and the turbine
stage of a compound reciprocating/turbine IC engine are mounted
below the waterline in an enclosure or housing, with exhaust gas
from the reciprocating stage of the compound engine at least partly
powering the turbine. In one example, the arrangement of FIG. 410
can be adapted by eliminating or reducing optional mixing zone 4585
and/or optional gas treatment device 3915, and mounting a turbine
in that area, optionally after any exhaust gas treatment devices.
In another example, FIG. 414 shows schematically an arrangement
basically similar to that of FIG. 413, wherein an electric motor
replaces the reciprocating stage, which is now located in any
convenient place in the hull. Similar features are numbered as in
FIG. 413. The rear of the nacelle or housing 4569 is as in FIG.
413, as are shafts 4821 and 4817, the optional transmission 4816 of
fixed or variable ratio(s), and their optional relationships to
each other. An electric motor 4826 drives propulsion device 4008,
here a propeller, via stub shaft 4821 to create thrust at 4508. The
propulsion device may alternatively be an impeller or part of a
water-jet and/or be shrouded, as shown elsewhere herein. Hot high
pressure exhaust gas from reciprocating stage located elsewhere
travels through optional treatment module 4806 in the hull 4001
through optionally thermally insulated passage 4562 to enter
optionally circumferential exhaust plenum 4825 as indicated by
arrow 4824. From the plenum it passes through holes 4571 in shaft
4817 to travel via exhaust treatment modules 4816 to enter turbine
stage 4803 at 4503. Optional thermal insulation 4818 is provided to
part of the interior of shaft 4817 and the interior circumference
of exhaust plenum 4825. The hollow strut or fin 4553 attaching the
nacelle to the hull contains exhaust gas passage 4562, electric
power circuits 4557 for the motor, separate electronic control and
sensor circuits 4558 for motor and turbine stage, optional fuel
line 4823 for additional heating to turbine, and optional air
supply passage 4812 to enter optional circumferential air plenum
4820 at 4814, for provided turbine by-pass or other air and/or
cooling selected components. In further embodiments, all or part of
the fuel supply system and/or the at least partial electronic
control of engine operating parameters disclosed schematically in
FIGS. 1, 13, 16 and 20 are adapted for any of the engines of FIGS.
407 through 414.
[0367] The power units of FIGS. 407 through 410, 413 and 414 can be
incorporated in any kind of housing, be used in any number or
combination, and be mounted in any location on any portion of a
marine craft, including, hull, post, keel element and or hydrofoil.
The Figures referred to indicate that the power units are mounted
below the waterline, but in alternative embodiments they are
mounted above the waterline. In further embodiments, a
reciprocating stage of a compound reciprocating/turbine IC engine
is used to supply hot high pressure exhaust gas to multiple turbine
stages, located anywhere. In another embodiment, power units are
mounted in one or more nacelles or housings attached to one or more
hollow hydrofoils, which are in turn mounted on a keel element. In
a further embodiment, the foot of a hydrofoil post functions as a
keel element. Three alternative examples are illustrated
schematically in plan view FIG. 415 and part elevational view FIG.
416, where 4003 is direction of normal movement and 4002 represents
the waterline relative to marine craft hull 4001. Two nacelle-like
rounded projections or housings 4831 extend from the rear of hull
4001 to house the power units, with optional air supply 4543, for
such as turbine air and/or by-pass air and/or electric rotor
cooling, entering the housings 4831 via scoops 4832. Optional
photovoltaic (PV) arrays on upper surfaces of the craft are shown
schematically at 71. The craft has life boats 29, white rear light
16, red port light 15, green starboard light 15a, a superstructure
30 which includes a wheel house shown dashed at 31 which contains
at least one wheel-type steering control 28 and at least one
lever-type combined propulsion speed and reversing control 32. In
all three examples, the craft is powered by a compound IC engine
having one reciprocating engine stage 4009, mounted in the hull,
and two turbine stages 4803, one in each of the housings 4831. Hot
high pressure exhaust gas goes from the reciprocating stage 4009 to
an exhaust gas treatment system 4834, where any substance including
carbon dioxide is removed, and from there via optionally thermally
insulated passages 4833 to each turbine stage 4803. The
reciprocating stage drives a n electrical generator 4835 which
optionally supplies electrical power via a controller 4836,
optionally coupled to an energy storage device 4838. The first
example is illustrated at the top of FIG. 415, and shows an
electric motor 4826 supplied with power via circuit 4837 which
drives turbine stage shaft and for optionally propulsion device
4008, which optionally accelerates air to provide additional thrust
at 4561 and/or optionally compresses air for the turbine stage,
which provides thrust at 4561. The second example is shown in the
lower part of FIG. 415, where the turbine stage optionally is
rotationally linked to and has mounted before it a propulsion
device, to accelerate air to provide additional thrust at 4561
and/or to supply and/or compress air for the turbine stage 4803.
Alternatively, the propulsion device in all three examples may be
omitted, and the optionally rammed air taken in at scoop 4832 is
sufficient to supply any air required by the turbine. The third
example is shown in FIG. 416, wherein the above-water power unit in
housing 4831 is as in the first example. Here, in some or all
operating modes, additional electrical energy is taken, optionally
via the controller, to power an additional electric motor 4840
which drives a below-water propulsion device 4839 via optional
shaft 4008a, to provide thrust at 4508 past rudder 4007 and rudder
post 4007a. In any embodiment in this disclosure, a compound engine
can be set up in any way, including to prove any percentage of
total energy at the reciprocating stage output shaft in relation to
the energy contained in the hot high pressure exhaust gas for the
turbine stage(s). The craft of FIGS. 415 and 416 is either a
conventional craft or a hydrofoil craft (hydrofoil
components--optionally towards the fore of the craft--are not
shown), in which case the propulsion system and rudder shown are
for hull-in-water maneuvering. In the embodiments where it is a
hydrofoil craft, the post(s), keel element(s), hydrofoil(s) and
power arrangement(s) are according to any of the disclosures
herein. A further example, is illustrated schematically in
elevational view FIG. 417 and plan view FIG. 418 taken at section
"A", where a keel element and the bottom of a hydrofoil post 4004
are the sane. The post has a protective stub keel 4006b, with
direction of normal motion indicated at 4003. Two hollow struts or
hydrofoils 4843 are attached to the bottom of the post, each with
variable pitch flaps 4034. At the ends of the hydrofoils are
mounted nacelles or housings 4831, which contain any kind of power
unit 4842, including any combination of IC engine/electric
motor/propulsion device disclosed herein and/or in the embodiments
and their modifications of FIGS. 410 through 416 and 329 through
331 and 336, used to create thrust indicated at 4561. The hollow
post 4004 and hollow struts or hydrofoils 4843 contain anything
needed for the power units and hydrofoils, including one or more
optionally thermally insulated exhaust gas passages 4562, passages
for air 4812, power circuits for any electric motors 4557,
electronic circuits for sensors and controls 4558, hydraulic lines
4844 to actuate the flaps and for other purpose, etc.
[0368] In a further embodiment, all drive and propulsion components
mounted under water are made of any appropriate material, including
ceramic materials, plastic-type materials, carbon-fibre and related
materials, and stainless metal alloys such as stainless steel
and/or similar alloys. Such drive components include propulsion
devices such as impellers or propellers, drive shafts, electric
motor housings, exhaust pipes, and turbine engine components. In
another embodiment, at outlets for fluids which generate thrust
while in motion, including for gases and liquids, there is provided
a flap or other valve which closes once a marine craft's speed has
slowed to pre-determined level, to prevent significant entry of
water or other substances to drive components. The flap or valve is
mechanically actuated, either by operator action and/or
automatically, optionally by means of a solenoid and/or similar
device, and/or it is pressure actuated, closing when fluid flow
through the outlet drops below a pre-determined level. By way of
example, FIG. 419 shows a fluid outlet structure 4851 for a craft
with normal motion in direction 4003, with flap 4852 shown solid in
closed position. In operation, fluid flow 4561 keeps flap 4852 open
in position indicated in dashed line at 4860, against pressure of
spring 4853 biased to close it. The flap is mounted in a fluid
discharge passage structure 4851 of approximately circular or oval
cross-section, and is pivoted off-center at 4854, so that fluid
flow will bias it to the open position shown dashed at 4860. The
pivot axle penetrates the structure and is outside attached to an
arm 4855 linked on an anchorage 4856 on the structure 4851 by
tensile spring 4853. When the flap is open, the spring is stretched
and aligned along axis 4858. Seals are provided at 4859, lodged at
ledge 4857. In another example, section FIG. 420 and plan view 421
show schematically another closure embodiment for a fluid outlet
structure 4851, of approximately circular or oval cross-section,
where direction of normal craft travel is indicated at 4003.
Movement of the flap 4852 is controlled by a combination of a
spring 4853 biased to close the flap to position 4860, an actuator
4861, optionally including a solenoid, and also by small foils 4862
mounted on the flap to both clear the end of the outlet when the
flap is closed and to project into the fluid flow past the exterior
of the outlet structure 4851. The flap is mounted on arms 4863
pivoted on axis 4854 on a mount 4864 integral with structure 4851,
with arm extension having spring anchorage pivot at 4865 and
actuator anchorage pivot at 4866. Solid line shows the flap
assembly open, with dashed line showing it closed at 4860. When the
flap is open, the flap pivot and the spring pivot are so aligned
that the thrust force of the spring cannot move the flap. When the
actuator initiates closure movement, the pivots re-align and the
spring forces the flap closed. In contrast, the actuator pivot is
so aligned that the actuator can always move the flap. Both spring
and actuator assemblies are optionally protected by a small cowling
4868 integral with structure 4851. The foils on the flap serve two
purposes: they force the flap open when movement of the craft is
sufficient to overcome the closing force of the spring, and during
craft motion they provide upthrust at 4867, optionally greater than
the gravitational force on the flap assembly, and so maintain the
flap partially lightly forced to a fully open position. In a
further embodiment, where a fluid discharge outlet is mounted below
water and is closed by a flap, a blow-by passage for any excess gas
and/or a depression or sump, and optionally also a pump, for
removal of excess water are provided. By way of example, FIG. 422
shows very schematically the outline of the rear of marine hull
4871 having a fluid discharge structure 4851 with its flap 4852
closed, with normal hull motion indicated at 4003. In some
applications, the flap might close when normal fluid flow 4561 had
not entirely stopped, so passage 4872 directs the still slowly
accumulating fluid 4873 to any convenient location inside or
outside the craft. In some instances, before the flap has fully
closed, some water has entered the structure 4851. Any kind of
depression or sump 4874 is provided, together with drainage passage
4875 linked to pump 4876, which discharges excess water 4877 via
passage 4878 to any convenient location inside or outside the
craft. In further embodiments, the features of FIGS. 419 through
422 are adapted to close fluid inlets.
[0369] In a further embodiment, when a marine craft is in motion a
thin layer of gas flow is interposed between any below-water craft
surface, optionally to reduce friction and increase speed and/or
fuel economy. Such gas flow can be described as laminar flow. In
another embodiment, any portion of any below-water marine craft
surface is heated to produce some localized vaporization and/or
boiling of water. The gas flow and/or heating can be on any kind of
surface, including that of a hull, a hydrofoil post, a keel
element, and/or any kind of hydrofoil including a rudder. By way of
example, plan view FIG. 423, cross-section FIG. 424 taken at "A"
and cross-section FIG. 425 taken at "B" show schematically a keel
element 4005 having hydrofoils 4006 capable of generating a laminar
gas flow between water and foil surfaces, either directly or by
local vaporization and or boiling of water, with exhaust gas flow
direction indicated by dashed un-numbered arrows, and direction of
normal movement shown at 4003. The keel element is attached to a
hydrofoil post (not shown), through which any hot fluid such as
exhaust gas, is directed. Hydrofoil skin 4897 is indicated by a
single line, its supporting structure is not shown, and ballast
tanks 4895 and fuel tank 4896 are indicated schematically in the
sections only. In the upper (left side) hydrofoil, hot exhaust gas
or other hot fluid travels along thermally insulated supply
passages 4890 to heat any convenient location, here the leading
edge. Thereafter it travels via thermally insulated return passages
4892, optionally to provide thrust in direction 4561, including as
described herein. Insulation to the skin is omitted at a small
strip behind the leading edge 4891, causing the skin there to be
heated sufficiently to vaporize and/or boil enough water to cause a
small film of gas 4894 to pass over at least a portion of the
hydrofoil skin in a laminar flow indicated at 4517. In the lower
(right side) hydrofoil, exhaust gas under pressure, optionally hot,
travels along optionally thermally insulated central and lower
supply passages 4890 to pass into the water via a series of closely
spaced small apertures 4515 laid out at any convenient location,
here along the leading edge, in such a manner that the emerging gas
forms a small film passing over at least a portion of the hydrofoil
skin in a laminar flow indicated at 4517. Optionally a non return
valve is provided at 4898 to maintain pressure in lower passage
4890, to limit ingress of small particles of water through the
apertures under certain operating conditions. If the gas is hot
enough, such water will turn to steam and provide additional
pressure in the leading edge passage. In both sections, gas is
indicated schematically by little bubbles 4899. The principles
outline above may be adapted to aircraft. In a further embodiment,
hot exhaust gas is optionally and/or selectively passed through an
optionally partly insulated passage behind an aircraft airfoil
surface for any purpose, including for de-icing. In another
embodiment, hot exhaust gas or other hot fluid from a thermally
insulated passage is passed through fine apertures in the skin of
an aircraft airfoil surface for any purpose, including for
de-icing. In a further embodiment, hot exhaust gas is used for
de-icing during engine warm-up, before take off. In a further
embodiment, at least portion of hot exhaust gas from a
reciprocating stage of a compound reciprocating/turbine IC engine
is used for de-icing prior to take-off, and that portion is
diverted to the turbine stage during take-off. The schematic
arrangement for aircraft is similar to that illustrated in FIGS.
423 through 425. The features described in FIGS. 400 to 425 can be
combined in any way, including in the marine craft of FIGS. 341
through 399 and, where appropriate, in vehicles and aircraft,
including those disclosed herein.
[0370] Wherever appropriate or applicable, the inventions,
features, arrangements and disclosures of FIGS. 325 through 340
which have related to aircraft may be adapted to marine craft. For
example, the engines of FIGS. 329 through 331 and 336 may be
mounted in or on the hull or superstructure of a marine vessel of
any kind, including fast hydrofoil and other marine craft, and/or
the marine craft of the invention. In the embodiments illustrated
in FIGS. 400 through 422, where appropriate any kind of gas can be
used, including that containing or consisting of steam or water
vapor. Where one or more combustion engines are shown in marine
craft of FIGS. 341 through 425, exhaust gas from such engines may
be treated as disclosed herein or in any other way to remove
selected pollutants and/or substances, including hydrocarbons,
particulate matter, carbon monoxide, nitric oxides and/or CO2. None
of the components, features or designs in FIGS. 341 through 425
have been drawn in any particular proportion or at any particular
scale to one another, and any cross sectional areas before or
within any shroud or enclosure surrounding an impeller or propeller
can be of any convenient size and/or form. Impellers and propellers
in this complete disclosure are indicated schematically, and are
not necessarily shown in the proportion, shape or size for any
particular application. The marine propulsion devices mentioned
through this disclosure may be of any kind, including propellers,
impellers or water-jets, Archimedes screws, etc, unless the
embodiment cited can only use a particular propulsion device. Any
type of engine may be used to power the marine craft disclosed
herein, including steam engines, Stirling engines, turbine engines,
conventional reciprocating IC engines, and the engines of the
invention. The emissions treatment systems of the invention,
including those for the removal of CO2, may be used with the
exhaust gas of any engine or combustion process located in any part
of the marine craft for any purpose. Any appropriate glands and
seals may be provided around the joints between posts and hull,
between post portions, between hydrofoil portions, between pivoting
and fixed components including the hull, and between rotating
shafts and hull, to prevent water entering the hull or any other
component(s). In the disclosure, techniques to enable gases to
create under-water thrust or perform other function are generally
described as being associated with the reciprocating IC engines of
the disclosure. Such techniques can be used in combination with any
engine. Water may be heated and/or expanded by any appropriate
means. The principles of the invention apply to the mono-hulls
illustrated by way of example, as well as to multi-hulls such as
catamarans or trimarans. The principles of the invention apply also
to craft not mechanically driven, that is to wind driven or solar
powered craft. By way of example, mechanically driven craft are
shown, some of which may optionally also have sails. The craft
which have sails can optionally operate under mechanical power with
the hull out of the water and under sail with the hull in the
water. All the hydrofoil related features disclosed herein may be
embodied in craft powered solely by sail, or sail craft which have
engines only for emergency use, as for example certain deep-ocean
racing sail boats. In the case of some craft with sails, with or
without engines, under certain specific conditions of water, wind
force, real wind direction, apparent wind direction and
through-the-water speed, the hydrofoil devices of the invention are
used to propel the craft by wind power alone with the hull wholly
or partly out of the water, whether or not an engine has been used
to attain that condition. Wherever appropriate or applicable, the
inventions, features, arrangements and disclosures of FIGS. 325
through 340 which have related to aircraft may be adapted to marine
craft. For example, the engines of FIGS. 329 through 331 and 336
may be mounted in or on the hull or superstructure of a marine
vessel of any kind, including fast hydrofoil and other marine
craft, and/or the marine craft of the invention. In another
example, the multi-part extensible airfoil of FIGS. 338 through 340
may be mounted in or on the hull or superstructure of a marine
vessel of any kind, including fast hydrofoil and other marine
craft, and/or the marine craft of the invention, and be so mounted
below or above water. Wherever appropriate or applicable, the
inventions, features, arrangements and disclosures of FIGS. 341
through 425 which have related to movement through the fluid medium
of water may be adapted to movement through the fluid medium of
air, and may be used in any through-the-air application including
in or on any kind of aircraft, such as helicopters,
lighter-than-air aircraft such as dirigibles, and fixed-wing
aircraft. For example, the disclosures of FIGS. 413 and 414 are
suited to air as a fluid medium, as are those of FIGS. 400, 401,
402 and 404, if the apertures are eliminated and any water supplied
via feed 3910a as in FIG. 400. If the reversing function is
ignored, the features and disclosures of FIG. 416 are equally
applicable to air as fluid medium. With slightly different supplies
of air and provisions of any fluids for exhaust gas treatment, the
features and disclosures of FIGS. 413 and 418 are suited to air as
fluid medium. In FIGS. 341 through 425, neither the craft nor the
features and components depicted are shown at any particular scale
and/or size relative to one another. In a further embodiment, the
marine craft of the invention are substantially fabricated of
stainless steel type alloy and/or non-rusting and/or substantially
corrosion-resistant alloys, including those mentioned subsequently
herein. Initial costs are higher, but are offset by greatly reduced
painting and maintenance costs. Costs can be further lowered by
reducing current safety margins, which allow for significant
reduction of metal and weld strength through lifetime rusting and
corrosion. Generally stainless steel type and selected other
corrosion resistant alloys are stronger per unit weight than the
conventional steels used today, so marine craft structure and skin
mass can be reduced to substantially improve fuel efficiency and
lower CO2 emissions.
[0371] The reciprocating engines, compressors and pumps disclosed
herein are likely to operate at higher speeds than conventional
units, and in several applications a transmission will be desired
to reduce rotational speeds and/or for any other purpose. If the
transmission is not of fixed ratio, in most applications a
step-less continuously variable transmission (CVT) of infinitely
variable ratios will be preferred to a stepped transmission having
between three and six fixed ratios, which to a degree has to be
disengaged between ratio changes. The CVT's in present commercial
use are generally limited to power requirements less than around
100 kW (133 hp). The object of the present invention is to provide
a CVT for use in any application, irrespective of power
requirements, which provides a continuous flow of power at ratios
infinitely variable between fixed parameters. Particular
embodiments of the engines disclosed herein have two crankshafts,
and CVT's suitable for use with a two-crankshaft power unit are
here disclosed, as well as those with a single input shaft. It is
an objective to provide a CVT which has a theoretically limitless
and friction-free contact area when traveling at a constant speed,
unlike any of today's commercial CVT's that are known to the
applicant. In some embodiments, there could be a small amount of
friction and power loss only during drive ratio transitions, which
is also a feature of conventional CVT's. In other embodiments,
there will be virtually no friction and power loss during ratio
changes. To meet a further objective, in addition to providing a
variable drive ratio function, the various elements of the
transmissions disclosed herein may be combined to provide in one
unit additional functions including a clutch, a reversing
mechanism, a differential, a power take-off source, and a variable
load distributor, for example for use for varying load between
front and rear wheels in a four-wheel-drive vehicles. The
transmissions of the invention are suited to transferring power to
or from any kind of engine, motor, compressor, pump and/or rotating
shaft, and are suited for installation with and/or in any type of
aircraft, marine craft, wheeled vehicle, tracked vehicle, railed or
railway vehicle, industrial equipment and/or actuating
mechanism.
[0372] Herein novel embodiments of variable ratio transmissions are
disclosed. Generally, only the novel and distinguishing features
are described, with components that are known and commonplace
generally omitted, in order to simply descriptions and diagrams and
provide a clearer understanding of the inventive steps. In the case
of the transmissions disclosed, they will optionally be mounted in
and/or contained in some form of housing, which may additionally
accommodate any other mechanism, including an engine. They will be
further optionally be provided with a system for reducing friction
and wear between at least some transmission components and/or for
purpose of distributing heat to or from selected transmission
components, such a system hereinafter referred to as a lubrication
system. In most embodiments this will involve the use of
circulating fluids. Where they are liquids, such liquids are known
to sometimes simultaneously be used to lubricate selected
components and/or to cool selected components. The art of using
liquids in assemblies having both metal parts in contact with each
other as well as friction materials in contact with each other is
well known, as for example in the case of wet clutches. In an
important embodiment, the selection of the particular ratio to be
used at any one time, and/or the placement of a particular position
of the actuators directly or indirectly determining roller
diameter, may separately or together be controlled by one or more
computer programs. In another embodiment, one or more computer
programs directly or indirectly determines, controls and/or varies
the positions of one or more actuators, such that the diameter of
one roller is reduced while the diameter of another roller is
simultaneously increased. Such determination, control and/or
variation is by any appropriate means, including by the use of such
as solenoids, servo rotors and/or hydraulic fluids with hydraulic
motors or pumps in one or more actuation mechanisms. In a further
embodiment, any type of electrical solenoid, servo motor, hydraulic
motor or pump or other actuating device is located within a housing
enclosing the transmission of the invention, with electrical
circuits from a manual or automatic control passing through the
housing, to connect with the actuating device. In other
embodiments, any type of hydraulically actuated piston, motor, pump
or other mechanism is located within a housing enclosing the
transmission of the invention, with hydraulic fluid circuits from a
manual or automatic control passing through the housing, to connect
with the piston or other mechanism. In important embodiments of the
transmissions disclosed herein, at least any of the following
variable parameters is determined, controlled and/or varied by
manual action, and/or by a computer program, or by a combination of
both, the latter either on separate occasions or simultaneously:
speed of one or more output shafts together or separately;
temperature and/or pressure of air or gas inside a transmission
casing; temperature and/or pressure of any lubricating and/or
cooling fluid; speed and degree of transmission ratio change. Any
computer program is loaded into one or more computers which provide
and optionally receive varied electrical circuits to directly or
indirectly vary the parameters, by any appropriate means. Such
means optionally include, and the determination, control and/or
variation referred to above is optionally by, use of such as
solenoids, servo motors and/or hydraulic fluids with hydraulic
motors or pumps in one or more actuation mechanisms. The computers
are mounted in any convenient location on or in the transmission or
on or in the system the transmission is part of. The computer
optionally receives electric or electronic signal(s) from and the
computer program is designed to process data from, at least one or
more sensors or measuring devices determining one or more of the
following: speed and torque of input shaft(s); ambient air pressure
and/or temperature; pressure and/or temperature of any lubricating
fluid; load, speed and/or torque demand from any system or engine
the transmission is coupled to; load and/or speed of one or more
output shafts.
[0373] A basic embodiment of the present invention comprises a
transmission system having at least two rollers connected by a
flexible friction member, such as a belt or band, with each of the
rollers communicating with input, intermediate and output shafts as
desired, and where at least one of the rollers is of controlledly
variable diameter. The variable diameter roller will have a
constant diameter at any one time at any point of its length, but
that this diameter will be variable at different times. It will be
apparent that by such a system a variable mechanical transmission
is achieved capable of transmitting high loads with low losses,
since the contact area between belt and roller will not be such as
to cause differential slippage at constant ratio, in contrast to
present wheel and disc or belt and V-pulley drive systems.
Potential applications range from small vehicles, through large
vehicles including trucks and mining equipment, through railway
equipment, helicopters and aircraft of any kind, pumping and
compressor equipment, industrial machinery generally, small marine
craft to the largest marine craft. The basic embodiment is
illustrated schematically, by way of example, in FIG. 426, which
shows in solid line a roller A of diameter 2 units driven by any
power input shaft, the roller communicating by endless belt C
(tensioning not shown) with roller B of diameter 4 units which
drives any output shaft, resulting the latter operating at half the
speed of the input shaft. If roller A is increased to diameter 4
units and roller B is simultaneously reduced to diameter 2 units,
as in the arrangement shown dashed, then the output shaft will be
turning at twice the speed of the input shaft, four times as fast
as in the earlier arrangement, provided input shaft speed has
remained constant. In operation it is intended that such variation
in gearing takes place during power transmission, and that the
gearing ratios be infinitely variable between two extremes.
Optionally, roller A's and roller B's capacity for expansion and
contraction relative to each other is counterbalanced by any
convenient means, including those disclosed subsequently.
Optionally, rollers A and B are spring-loaded to both either
increase or decrease their diameter, and the expansion and
contraction actuating mechanism of rollers A and B is linked, so
that if roller A is caused to contract roller B will automatically
be caused to expand. The rollers may be arranged in any way or
combination of ways to form the transmission system of the
invention. In a further embodiment, a CVT system additionally
functions as a clutch. By way of example, FIG. 427 shows in
schematic cross-section a transmission system which additionally
functions as a clutch, having two expanding rollers 1 and 2
connected by an endless band 3 longer than needed to make the drive
between rollers. Idler rollers 3 acting as belt tensioning members
are provided to move in direction 5. It is apparent that if input
roller 1 is being driven and idler rollers 4 are in the withdrawn
position causing the belt 3 to be slack, then output roller will
not be driven. By gradual tensioning of the belt by means of moving
the rollers 4 inward in direction 5, the drive will progressively
be taken up, thereby causing the system to act both as clutch and
variable drive.
[0374] In a further embodiment, a CVT system has multiple output
shafts. In a further embodiment, a CVT system additionally
functions as a differential. By way of example, FIG. 428 shows in
cross-section a transmission system which additionally functions as
a differential, wherein input roller 1, turning at a given speed,
is connected by means of endless belt 3 to two output rollers 6 and
7, here connected by a mechanical linkage 8, so as to enable shafts
6 and 7 to rotate at variably differing speeds, while shaft 1 is
rotating at constant speed. All are mounted in a housing 211
containing a quantity of any appropriate transmission fluid 212.
Optionally, rollers 6 and 7 are spring-loaded to both either
increase or decrease their diameter, and the expansion and
contraction actuating mechanisms of rollers 6 and 7 are linked, so
that if roller 6 is caused to contract roller 7 will automatically
be caused to expand. If the assembly is filled to a vehicle and
roller 6 is connected to the left wheels and roller 7 to the right
wheels, then the system can be adapted to function as vehicle
differential and variable trans-mission combined. As will be seen
later, the rollers of the invention may in some embodiments be
spring-loaded to expand against belt tension. An increase in belt
tension and therefore loading will cause the rollers to contract.
Such rollers where variation in load will cause variation in
diameter may be used as the output rollers 6 and 7. Alternatively,
in any or all of the transmission embodiments disclosed herein,
variation in load may directly or indirectly actuate the roller to
expand or contract. In FIG. 428, in an alternative embodiment, the
drive may be reversed, with 6 and 7 the input rollers and 1 the
output roller. The principles of FIG. 428 may be adapted so that
roller 1 is linked to an output shaft and rollers 6 and 7 to input
shafts capable of rotting at different speeds, for example to two
crankshafts rotating non-synchronously, as disclosed elsewhere
herein. Transmission fluid 212 is sucked up through pipe 214 by
pump 213 mounted anywhere in the housing and pushed through pipe
215 to provide a spray or drip feed at 216. The pump may be
electrically driven as shown here supplied with power via circuits
217, or it may be any mechanical pump driven by one of the rotating
shafts about which a roller is mounted. In another embodiment,
there is no pump and the level of the transmission fluid is
maintained at such level, indicated schematically dashed at 218
such that either one of the rollers and/or the belt are during a
substantial portion of operation at least partly submerged in the
transmission fluid.
[0375] In a further embodiment, a CVT system additionally functions
to distribute variable quantity of power to a multiplicity of
output shafts. By way of example, FIG. 429 shows in schematic
cross-section an embodiment whereby power distribution is varied
between two or more output shafts. A power input variable-diameter
roller 1 is connected by means of endless band 3 to two output
rollers 6 and 7, say respectively driving the front wheels and rear
wheels of a four-wheel-drive vehicle. There are two tensioning
rollers 10 and 11, capable of movement in direction 5. As shown in
solid line, rollers 10 and 11 are so positioned as to cause a
greater proportion of the total contact between band and both
output rollers to be between band and roller 6, resulting in a
greater quantity of total power to be transmitted to output roller
6 and a lesser quantity to output roller 7. By movement of
tensioning rollers 10 and 11 to the position shown dashed, roller 7
may receive a greater proportion of total power than roller 6. By
these or other means the degree of band "wrap round" of a roller
can be varied, so varying the quantity of power transmitted. The
assembly could be used to say provide more power to the rear wheels
during acceleration and/or to take more power from the front wheels
during braking. In a further embodiment, a CVT system with three or
more output shafts additionally functions as a first differential
between two subsets of out put shafts and as at least one second
differential between at least two shafts of at least one subset of
shafts. FIG. 430 shows by way of example in diagrammatic
cross-section an assembly functioning as a variable ratio
transmission and three separate differentials, suited say for a
four-wheel drive cross country vehicle. Input roller 1 drives by
endless belt 3 two pairs of rollers, shown at "D" and "E", wherein
the upper rollers in each pair, 12 and 13, drive the left wheels
and the lower rollers, 14, and 15, the right wheels. Pair "D"
drives the rear wheels of the vehicle and "E" the front wheels, the
pairs being linked by any means by which the increase of the
diameters of one pair of rollers 12 and 14 is counterbalanced by
the decrease of the diameters of the other pair of rollers 13 and
15, in the manner of FIG. 428, here indicated by mechanism 16, to
form a differential between front and rear wheels of the vehicle.
The ends of mechanism 16 communicate with secondary mechanisms 17,
linking the rollers of each pair in the manner of FIG. 428 so that
differentials between left and right wheels are formed. If the
output system consists of a multiplicity of rollers, it may be
desirable to have more than one input roller, either to adapt to
the twin-crankshaft engines of the invention, and/or so that the
contact areas of input and output systems become more equivalent,
and/or for any other reason. In a further embodiment, a CVT system
transmission has multiple input shafts. FIG. 431 shows by way of
example in diagrammatic cross-section a multiple input shaft system
having four output rollers 18 connected by endless belt 3 moving
anti-clockwise as indicated by arrows, which is driven by two input
rollers 19, rotating clockwise, as indicated by arrows. The input
rollers are optionally connected mechanically, here by a central
shaft and gear wheel shown dashed at 20 by means of gear teeth,
schematically shown dashed at 21, meshing with gear wheels mounted
fixedly and concentrically on input roller shafts 19a. In a further
embodiment, a CVT system additionally functions to balance the
contact areas between a belt and pair of rollers so that the
contact areas of the two rollers during major operating modes are
as close to equal as practical. FIGS. 432 and 433 show how it is
possible to compensate for naturally reducing contact area due to a
reduction of shaft diameter. FIG. 432 shows roller 1 reduced and
roller 2 expanded, connected by endless belt 3 tensioned by movable
idler rollers 22, positioned close to roller 1 so as to cause a
"wrap around" effect and so increase contact area of roller 1. As
gear ratios change and roller 1 diameter expands with a balanced
reduction of roller 2 diameter, the idler rollers 22 move to the
position indicated in FIG. 433, arrows 23 indicating range of
movement of the idler rollers, and not any tensioning force. In
selected embodiments, the CVT system additionally functions to
reverse direction of rotation of at least one output shaft. By way
of example, two embodiments are illustrated schematically in FIGS.
434 and 435. In FIG. 434, input roller 1 turning clockwise drives
output rollers 2 by means of intermediate movable rollers 24
turning counter-clockwise and endless belt 3 tensioned by idler
roller 25, which is capable of movement in direction 26. In the
arrangement shown in solid, the band and output rollers 2 will
rotate in a clockwise direction, but when rollers 24 are moved in
direction 27 to positions 28, the band will make a direct contact
with the input roller 1, causing it and rollers 2 to be driven in a
counter-clockwise direction. In an alternative embodiment, FIG. 435
shows schematically two input rollers 29 and 30 turning in counter
directions, adjacently mounted on a pivotal carriage, indicated
diagrammatically by line 31, mounted about pivot 31a. As shown
solid, the carriage is so positioned as to cause roller 29 to make
contact with an endless belt 3. When the carriage is pivoted
through direction 32 to a new position shown dashed, roller 30 as
shown chain-dashed is caused to make contact with the belt, so
causing it to move in the opposite direction. By the principles
shown by way of example in FIGS. 427 through 435, a single
continuously variable transmission assembly having the rollers of
the invention may additionally function as a clutch, a means of
reversing direction of rotation of output shaft(s), a means of
providing multiple separate output shafts rotationally
differentiated from one another, and also provide a means of
variably distributing power between any combination of individual
output shafts. In the above description and elsewhere in this
disclosure, unless stated to the contrary, the input and output
rollers are variable diameter rollers. However, the principles of
the invention work equally if one of two rollers in any system or
sub-system is of non-variable diameter.
[0376] It is proposed to disclose below at least two alternative
embodiments of a roller having substantially continuous surface and
variable diameter. In the first embodiment, there are two cones
slidably and engageably mounted on a common shaft through their
axes, narrow ends facing one another. The cones have projections or
depressions formed running between the narrow and wide ends, and a
series of members having each of their two ends slidably mounted on
the corresponding depressions/projections of each cone. In
operation, the cones are actuated to move toward or away from one
another, causing the members to move radially away from or towards
the axis of the shaft. The members are of such configuration that
they form the effective surface of the roller assembly, so by the
above slidable movement of the cones, the diameter of the roller is
increased or decreased. These principles are illustrated
schematically in FIGS. 436 and 437, showing in the former case a
roller assembly with diameter reduced and in the latter case with
diameter enlarged. Cones 50 and 51 are only slidably mounted on
shaft 52--they are not free to rotate relative to the shaft--and
have on their surface depressions shown simplified at 53. Spanning
between corresponding depressions on the cones are a series of
members 54 which support the chive belt shown in outline at 55. In
FIG. 437, the assembly is shown with cones raved toward one
another, to expose key means 56 mounted on shaft 52 to ensure the
cones rotate with the shaft, and to show how the inward movement of
the cones has caused the members 54 to be moved radially outward
from shaft axis 57. In both the basic embodiments of the roller of
the invention, generally work must be expended to cause the roller
to expand against the likely load of an endless band under tension.
It is for this reason that rollers are best arranged in pairs so
that one expands when the other contracts and vice versa. In such
way, the work of ratio change to be made against loading one roller
can be balanced by the work of ratio change received with belt
loading in the other roller. In a further embodiment, a CVT with at
least one pair of rollers has the increase in diameter of one
roller in the pair matched by an approximately equal decrease in
diameter of the other roller. By way of example, FIG. 438 shows
schematically how this can be regulated, especially in the case of
differential type mechanisms. A rocker 60 is pivoted at 63, with
its rounded thrust ends 61 bearing on collars 62 of one cone of
each shaft, causing loads to be approximately balanced between
rollers. The rocker is shown in a position wherein roller 1 is
enlarged and roller 2 reduced. Each roller is co-rotationally
mounted on shafts 52. When the sizes of the diameters of the
rollers is reversed, the pivotal links and the rollers are shown in
a new position, all shown chain-dashed. The pivotal points 63 are
connected by a structural mechanical element indicated by arrow 64,
which in simple embodiments will be a rigid member of fixed length.
In other, more complex embodiments, as for example that of FIG.
430, this element 64 is of controlledly variable length, thereby
causing the mean diameter of the twin rollers 1 and 2 in FIG. 438,
and optionally also of roller pairs "D" and "E" in FIG. 430, to be
variable. In an alternative embodiment, where only one cone per
roller is used as in FIG. 454, there is only one pivotally mounted
rocker 60. A rocker may be actuated in any way, including by
hydraulic action and/or by an electrical solenoid-type device. By
way of example, a hydraulically actuated piston 219 connected to
rocker 60 is mounted to portion of a casing 211, connected to a
line for hydraulic fluid 220 in turn connected to an outboard
manual or automatic hydraulic controller (not shown). In another
example, an electrical solenoid-type device 221 connected to rocker
60 is mounted to portion of a casing 211, connected to electric
circuits 222 in turn connected to an outboard manual or automatic
electric controller (not shown). In other embodiments of any of the
transmissions of the inventions, ratio changes are wholly or partly
are made by at least one mechanical linkage; connected to at least
one lever mounted elsewhere which is manually or automatically
operated. For example, linkage 223 is connected to rocker 60, is
moveable in direction 225, and passes through a sleeve or seal 224
mounted in casing wall 211.
[0377] The members spanning between the cones may be of any
convenient shape or form. In selected embodiments they are
approximately of or "T" or "I" or "L" shape in cross-section, and
they optionally have extremities capable of overlapping one
another, in a manner which can be described as a kind of iris-type
action. This is illustrated by way of example in schematic
cross-section FIG. 439 where members or segments 70 making up the
roller are shown arranged in the reduced diameter configuration in
solid line and in enlarged diameter configuration in dashed line
71. FIG. 440 illustrates by way of example in schematic
cross-section an embodiment of a load bearing cone 72 supporting
one end of each segment member (not shown), where the cone is keyed
to input/output shaft 73. The cone has a series of grooves 74
formed radially/axially along its conical surface, which in
operation receive rod- or nodule-like projections which form part
of or support the segment member. The grooves may be of any
appropriate form and cross-section. Optionally, the grooves 74 on
the cone are curved, as shown in FIG. 440, so that the segment
members change inclination relative to the axis of rotation of
shaft 72, as roller diameter changes, enabling the belt contact
areas of the "L" or otherwise shaped segment members to be
optimally inclined to the belt at each of the rollers various
diameters. Alternatively, the cones may have the male equivalent of
the grooves, that is projection or ridges, to slide in grooves or
depressions in the segment members. In a further embodiment, at
least one pair of rollers is linked by a belt complex consisting of
multiple belts, optionally linked. By way of example, FIG. 441
shows in schematic view alternate configurations of a segment
member with belt, the left half representing a member having high
mounted bearing projection 75, and the right half a low mounted
bearing projection 76. The segment member is supporting an endless
belt complex comprising separate abutting portions, wherein the
different portions 77 of the belt may move relative to one another,
being linked by floating bridging pieces 78. In a further
embodiment, the cone in CVT roller assembly is not a true cone but
includes a series of projections mounted approximately
perpendicular to axis of rotation, each projection having a profile
approximately corresponding to a half section of a cone. By way of
example, FIG. 442 shows schematically a conical end piece,
consisting of a collar 79, slidably and keyedly mounted to a shaft
80, rotating about axis 57, on which are mounted a series of
radial/axial fin-like projections 81 of roughly triangular shape,
being joined to and supported by one another by means of stiffening
webs 82. The extremity 83 of this fin forms a bearing for the
grooved support end 85 of the segment member 84, with lateral
motion of "cone" 81 causing segment member 84 to slide along the
fin extremity 83 in direction 84a, to say the position shown dashed
at 84b.
[0378] In a selected embodiment, a variable diameter roller for a
CVT includes multiple segment members in contact with an endless
belt, the segment members in operation overlapping and transferring
loads to one another. In a further embodiment, the segment members
are linked to each other by energy absorbing and/or any other
devices. By way of example, FIG. 443 shows schematically a
cross-section through two segment members 90 as they night be
positioned in an expanding roller assembly, relative to its axis
shaft 91 and each other. The members 90 are approximately "L"
shaped, having a more or less radial or perpendicular portion 92
designed to transmit substantially compression loads, indicated at
93, and another more or less arcuate portion 94, designed to
transmit substantially shear loads, indicated at 95. These loads
are transmitted by or through the band, shown dashed at 99. A
bearing nodule of one member 92 is shown elevationally at 96,
optionally having a depression to slide on a projection on a cone.
The members are optionally linked to each other by male/female
guides as at 97, and/or by tension and/or compression members such
as springs, shown at 98. Additionally or alternatively, the members
may be connected to the cones and/or shaft by any manner of
springing or loading or fastening means. In a further embodiment, a
variable diameter roller for a CVT includes multiple segment
members in contact with an endless belt, the segment members being
designedly flexible. FIGS. 444 through 446 show schematically how
the relationship between arcuate portions 94 of the members varies
between reduced roller diameter operation at FIG. 446, intermediate
at FIG. 445 and enlarged diameter operation at FIG. 444, where each
tip 100 of arcuate portion 94 is shown resting on a "catching" lip
101 adjacent to the elbow 102 of each member. It will be shown
later how individual members may at any one time have different
radii from shaft axis. In such embodiments, it is preferred that at
least part of the member is flexible, so that it may bend to
accommodate different radii, as shown by way of example dashed at
90a in FIG. 444. It is the arcuate and optionally flexible portion
of the member which will form contact with the band, and this
arcuate portion may be of any convenient form, material or
composition. In a further embodiment, a variable diameter roller
for a CVT includes segment members in contact with an endless belt,
the segment members including friction material mounted on a
structure, which is of any material including metal. By way of
example, FIG. 447 shows a segment member having a composite
construction comprising a friction material 94a having dimpled
surface, mounted on and through holes 94b in the arcuate portion
94. In a selected embodiment, a variable diameter roller for a CVT
includes multiple segment members in contact with an endless belt,
the segment members in operation overlapping and transferring loads
to one another, such transfer of loads by means including rollers
mounted on the segment members. As shown schematically by way of
example in FIG. 448, it might be desirable in heavily-loaded
applications to incorporate ball or roller elements 103 at member
tip 100 and/or elbow 102 of arcuate portion 94, or at some
intermediate points. In a further embodiment, a roller assembly is
so configured as to always have a substantially constant belt
contact area, irrespective of roller diameter. The segment members
have been shown overlapping, but in other embodiments of the
invention they may be non-overlapping, to form a roller which has
always or sometimes a substantially discontinuous or "slatted"
surface. An advantage of the slatted roller is that the contact
area between roller surface and band can be kept relatively
constant despite variation of diameter. Another advantage is that
there is no contact, and therefore no wear, between overlapping
segment members. By way of example, FIG. 449 illustrates in
schematic cross-section various alternative segment members
suitable for a slatted roller application, shown in relation to
rotating shaft 91. The cross-sectional forms of the segment members
may be of elements combined to form approximate "T" or "I" or "L"
shapes, as at 104, 104a and 104b respectively. The junctions of
these elements have been described as being rigid, but in
alternative embodiments the junction or other points of the
cross-sectional form may be hinged or designed to have greater or
special flexing. For example, such hinge or greater flexing means
may be incorporated at any convenient location, including for
example at elbow 102 in FIG. 448 or at 105 in FIG. 449. In any and
all embodiments, the location of male and female elements are
interchangeable. For example, in FIGS. 440 and 441, member 54 is
shown having male projections 75 and 76 for slidable mounting in
slot or groove 74, whereas in FIG. 442 a female element is mounted
on member 84 to slide over male projection 83.
[0379] The alternative embodiment of variable diameter roller also
has segment members--which may be of overlapping or slatted
form--but they are not supported at the ends by conical forms.
Instead they are supported at optional points on their length by a
corresponding series of linkage systems carried at at least two
points on a rotating shaft, the position of the segment member
relative to shaft axis being determined by variation of the
distances between two or more points of contact between shaft and
each linkage system. The principle of operation is shown by way of
example in schematic cross-section FIG. 450, only one of each of
two alternate segment member types being shown for simplicity of
illustration. A shaft assembly 110 having axis of rotation 120,
further described subsequently, supports each segment member by two
differing and alternative linkage systems, shown above and below
the shaft respectively. Each system is supported on the shaft at
two pivotal points 111 and 112, communicating with major lever 114
and minor lever 115 respectively. As will be described, the shaft
assembly has the special feature that the distance 113 between
points 111 and 112 is variable. The minor and major levers
intersect at pivot 116, the major lever extending to carry the
segment member 117 either rigidly mounted as at 118, as shown in
the upper portion of the diagram, or pivotally mounted about 119,
as shown in the lower portion of the diagram. It can be seen that
variation of distance 113 will cause the ends of major levers to
move further from or closer to shaft center 120, thereby causing
the variation of the diameter of a roller composed of a
multiplicity of preferably uniform segment members and associated
linkage systems. Any design of shaft assembly having mounting
points of circumferentially varying distance may be employed in the
invention, but in a preferred embodiment a shaft comprising three
concentric elements is used, as shown by way of example in
schematic cross-section FIG. 451 and elevation FIG. 452. The drive
shaft assembly consists of three concentric elements. A sleeve or
cylinder 126 is mounted on main shaft 121, which is the principle
portion of the shaft assembly carrying the input/output loads,
having disposed within it a slidably mounted shaft 122 prevented
from rotating independently of main shaft 121 by means of key 123
projecting through elongated axial slot 124 in main shaft, the key
projecting further beyond main shaft 121 through a diagonal
cross-axial slot 125 in the outer shaft sleeve 126. Sleeve 126 is
by some mechanical means restrained from axial movement relative to
main shaft, its movement only rotational relative to main shaft
121. The sleeve 126 has other slots 127 through which main shaft
pivotal lever mountings 128 located on main shaft 121 project, the
sleeve having attached to it separate pivotal lever mountings 129.
It can be seen that by axial movement in direction 130 of shaft 122
relative to main shaft 121, the circumferential distance between
mountings 128 and 129 can be varied. Because a variable diameter
roller is likely to have a multiplicity of segment members and
corresponding linkage systems, it is preferable to arrange for the
linkage systems 131 for each segment member 132 to be axially
staggered, as shown in schematic elevation FIG. 453.
[0380] In alternative embodiments, on a shaft portion of a CVT
roller assembly there is mounted only one cone which, as in the
twin cone embodiments, slides laterally back and forth on a shaft
to which it is keyed, both cone and shaft turning simultaneously,
causing members slidably mounted on the cone to rise and fall
relative to shaft axis, driving or being driven by some form of
endless belt which, in a direction perpendicular to roller
expansion, is in a fixed position relative to transmission mounting
or casing. By way of example, FIG. 454 shows schematically an
embodiment of the principles of a one-cone-per-shaft system. Only
one shaft 141 of the multi-shaft transmission system is shown, on
which shaft the cone shown in silhouette 142 is mounted to slide in
direction 143. It is keyed to the shaft by a system of projections
and depressions or keys 144, and is actuated by mechanism 146. The
shaft rotates in bearings 147 mounted in the transmission structure
or housing 148. Segment members 149 here have a female groove 150
that permits them to slide in direction 151 on male projections 152
on the cone 142, which is shown close to its leftmost extremity of
travel, with its position near rightmost extremity of travel partly
shown dotted at 153. Pressure or tension provided by the
transmission belt 154 in direction 155 will cause segment members
to slide rightwards relative to the cone, but they are restrained
by a wheel 156 rotating on axis 157 or other bearing mounted on a
radially outward projection 158 mounted on the segment member 149,
the wheel or bearing engaging with a disc-like surface 159 which is
directly or indirectly attached to the transmission structure or
housing. As the cone slides back and forth on the shaft 141, it
causes segment members to move in direction 160, effectively
forming a roller of continuously variable diameter. When the cone
is in extreme right position shown dotted at 153, the transmission
belt will be in position shown dashed at 161. Shaft 141 penetrates
a casing partly shown at 211, optionally having thermal and/or
acoustic insulation 211a, and passes through a bearing 233 and
seals 234. An electronic or electric type telescopic
piston/cylinder type actuator 231 is mounted to the inside of the
casing, with electric and/or electronic circuits 232 passing
through the casing, and is linked to cone 1142 by connector piece
235. In another embodiment, a second set of wheels or bearings 156a
mounted on radial projections 15a is provided on the other side of
the segment member, together with another disc-like bearing surface
159a connected to the structure or casing, all shown dotted in the
upper central left portion of the diagram. In further embodiments,
where appropriate all the features and disclosures of FIGS. 426
through 449 are adapted for CVT's having one or more variable
diameters roller assemblies each having a single cone. In an
alternative embodiment, the cone 142 does not slide, and segment
members 149 (optionally with structure 159) move in direction
143.
[0381] The above embodiments are especially suited to transmissions
where changes in ratio occur less frequently and relatively slowly.
At a constant speed and at a particular instant in time, in the
case of a belt wrapped through 180 degrees, the roller belt contact
area is half roller circumference multiplied by roller length, this
area exactly corresponding the area of the inside surface of the
belt that is in contact with the roller. At the instant of ratio
change, the effective circumference of the roller--and therefore
the size and configuration roller's belt contact area--will change,
causing differential slippage of the belt--its dimension is
fixed--with resultant friction, power loss, and wear. FIG. 455
illustrates this feature schematically, showing a portion of a
roller assembly having "T" shaped segment members 176 engaging with
belt 177. The edges of the segment are designated "a1" through
"f1". Let it be assumed that the corresponding points on the belt
in immediate contact with those edges are designated "a 11" though
"f 11". If the roller were to expand instantaneously, segment
members would move further from roller axis 179 to the new position
shown dashed at 178, and the points "aII" through "fII" on the
belt--which is assumed to be of fixed dimension--would shift
relative to segment members, as can be seen from the new position
of "fII", now quite distant from its former position, indicated at
"Z". Partly because the CVT is a friction drive, roller expansion
cannot be instantaneous but, nevertheless, during ratio changes
slippage and significant friction will occur, with attendant
penalties of wear and power loss. In alternative embodiments suited
to transmissions requiring relatively frequent and fast ratio
changes, this friction, heat build-up and power loss can be
substantially reduced. In selected embodiments, the cone consists
of discreet portions, each of which supports one segment member,
and which move sequentially when ratio change takes place, to
effectively provide a roller of partially and sequentially changing
diameter. During such ratio change, the roller will have one radius
at a first arcate or radial angle, and another radius at a second
arcate or radial angle. By way of example, elevation FIG. 456 and
section taken at "A" FIG. 457, schematically show a cone of eight
equal portions 171, each keyed at 172 to slide on rotatable shaft
173. One portion 174 has been positioned independently of the
others. Segment members, their guides and belt are not shown. It
can be seen that, if segment members and belt or band are
positioned similarly to the arrangement shown in FIG. 454, the
leftward movement of portion 174 would have caused the segment
member it was supporting to move closer to shaft axis, thereby
reducing the effective diameter of the roller assembly at that
point only. The cone portions may be linked to each other by
springs 175 or other tensile or compressive devices, including
those shown in FIG. 443 in relation to the linkage of segment
members. In a selected embodiment, the individual roller portions
are moved only while they are not in contact with the belt and,
after they make contact with the belt, are not moved further until
they again lose contact with it. FIG. 458 illustrates the principle
schematically, wherein only belt 177 and the segment members 176 of
a roller assembly rotating in direction 180 about axis 179 are
shown. For sake of clarity, cone portions keyed onto a rotating
shaft and the shaft are omitted. The roller is divided into two
zones, one at "X" is where the belt is always in contact with
segment members, the other at "Y" where the belt is never in
contact with segment members. The relative extent of the zones will
vary with each embodiment and particular design of transmission. To
effect ratio change, the segment member in location "H" is moved to
a new position, shown schematically dashed at 181, and will remain
in that position at least until it gets to position "F". After the
first segment member is moved, the second located at "G" is moved
to a new position, and later when the one shown at "F" has moved to
at least location "G", it too is moved to a new position. None of
the segment members change position while traveling through zone
"X". In a selected embodiment, the degree of movement between
positions that a segment member can make within one rotation is
limited to a relatively small amount, so that to effect a large
ratio change, there is a series of incremental position changes,
one per revolution. The incremental steps are not time dependant;
they are revolution dependent. In multiple variable-diameter roller
systems, incremental position changes may be at different
frequencies in different rollers, because they rotate at differing
speeds.
[0382] In the embodiments described above, each segment member is
mounted on its own cone portion, and the segment movement along the
lines described in FIG. 458 is effected by actuation of one cone
portion relative to another, by any convenient means. In a selected
embodiment, the movement of the cone segments is controlled by a
series of guides whose telescopic motion is actuated or controlled
electronically and/or by solenoids or other electro-mechanical
actuators. By way of example, schematic FIG. 459 shows a cone
consisting of eight identical portions 171, similar to the cone of
FIGS. 456 and 457, slidably mounted on rotating shaft 173 by means
of keys and slots 172. Cone portion 174 is shown moved to a new
position A ring-shaped actuating structure 185, which is fixed
relative to shaft 173 and which does not rotate, is shown supported
on arms 186 which control the ring structure's movement in
direction 187. Mounted on the ring structure is a series of
telescopic actuators 188, of number and spacing equal to the cone
portions, the majority of which are shown in their neutral or
default positions. The actuator comprises an inner telescopic
barrel 189 slidably mounted to rove in direction 187 in an outer
telescopic barrel 190 fixedly mounted onto the ring structure 185.
At the tip of each inner barrel is a wheel 191 or other bearing, to
engage with the approximately vertical faces of the cone portions
in operation moving past it. The inner barrel of each actuator is
be powered by a solenoid 192 or other electrically driven device
from its default position, shown for the majority of actuators, to
either a retracted position, shown for actuator guiding cone
portion 174, or an extended position. The position of the wheel on
the actuator which is guiding cone portion 174 is shown dotted at
193 when the actuator is extended. In operation, referring also to
FIG. 458, when it is desired that the diameter of the roller
assembly be reduced, when cone portion 174 is not in contact with
belt and is in zone "Y", it is moved by the actuator with which it
is in contact retracting its inner telescopic barrel and wheel so
that 174 is in the position shown. When portion 174 approaches the
next actuator it also retracts, and the portion behind it moves to
a new position corresponding to that of portion 174, and so on
until portion 174 can complete its path through zone "X" and all
the cone portions are in the new positions. At that time all the
actuators are returned to their default positions, and
simultaneously and synchronously structure 185 is moved
dimension"a" in direction 188a. To expand the roller, the process
is reversed, and the actuators are all sequentially extended,
before returning to their default position and structure 185 moved
dimension "a" in the opposite direction. In this embodiment, there
is only one dimension of retraction or extension from default
position and both are "a", with no other dimension of retraction or
extension possible. In alternative embodiments, the actuators can
be moved in any dimension in relation to any default position. In
further alternative embodiments, there is no default position. In
another alternative embodiment, structure 185 does not move and the
actuators have a much greater telescopic action, sufficient to
accommodate the full range of movement of the cone segments. In
another embodiment, the actuators may terminate in ring segments,
against which wheels or bearings mounted on the cone portions make
contact. In a further embodiment, the actuators are mounted on the
cone portions, to be guided by a fixed or reciprocating structure.
In a further embodiment, the actuators do not move in discreet
steps or distances, but can move any convenient distance desired.
In another embodiment, the actuators cause the cone portions to
move while they are in zone "X" and their related segments are in
contact with the belt. Previously, groups of rollers have been
described as pairs, with one roller of a pair linked to another by
a mechanical device. In the case of rollers with electronic
actuation of variation of diameter, rollers can be arranged in any
combination of groups. Optionally springs, indicated schematically
dashed at 185a, can load each cone portion towards the ring
structure.
[0383] Each of actuators 188 is controlled by a distinct and
separate electrical circuit, indicated in dashed line at 188b (for
clarity, only two are shown), which passes through portion of a
housing to at least one electrical data-handling system,
hereinafter referred to a computer, which functions as a controller
and is here mounted outboard (not shown). The controller is driven
by a computer program which determines the timing and/or the degree
of movement of one actuator 188 relative to the one next to it, as
the program is fed information on the degree and timing of the
ratio change desired. The latter information is optionally provided
by at least one other computer, driven by another computer program,
and which is provided with pertinent information, such as engine
load, wind resistance or other parameters. In alternative
embodiments, the two programs are combined into one program, and/or
several computers are combined as one. A program controlling the
degree of movement of the actuators is optionally so structured as
to cause the diameter of one roller to shrink while causing the
diameter of another roller to which it is linked by belt to expand.
In other embodiments, one or more computers are located within a
housing containing the transmission of the invention. By way of
example, referring to schematic FIG. 459, computer 229 is mounted
to inside of casing 211 and is connected by electrical circuits to
each actuator 188, as indicated schematically in the case of two
actuators at 188c. The computer is supplied with electric power by
any convenient means, for example here by power circuits 227
passing through a sleeve or seal 226 in the casing wall. Here the
computer is programmed to both control the movement of the
actuators 188 and to determine an appropriate timing and degree of
ratio change, and so is provided with information from outboard
sensors via wiring indicated dashed at 231 and optionally from an
inboard sensor 230, optionally mounted casing wall, via electric
and/or electronic circuits 231, some of which pass through sleeves
or seals 226 in the casing wall 211. The sensors provide any kind
of information in any application. For example, sensor 230 provides
information on air temperature within the casing and the other two
sensors (not shown) information on engine load and vehicle or craft
speed.
[0384] Previously, output shafts have been shown rotating in the
same direction. In another embodiment, at least one output shaft
rotates in a direction opposite to that of at least one other
output shaft. By way of example, FIG. 460 shows schematically a CVT
with one input roller 1 driving three output rollers 2 via endless
belt 3, in an arrangement wherein two output rollers turn in one
direction while the third output roller turns in the other
direction None of the diameter-variation mechanisms in each roller
are mechanically linked; instead the diameter of each roller is
separately controlled electronically and/or electrically,
optionally along the lines of the embodiment of FIG. 459. In a
further embodiment, one CVT of the invention may drive at least one
other CVT of the invention, to form a compound CVT. The principle
is illustrated very schematically in FIG. 461, wherein power input
shaft 194 is linked to lay shaft 195 by any CVT of the invention
197, including the embodiment of FIG. 426, and lay shaft 195 is
linked to power output by any other CVT of the invention 198.
Optionally additional features are incorporated in each CVT. For
example, CVT 197 could include a clutch function, including as
disclosed herein, and CVT 198 a reversing function, including as
disclosed herein. Another advantage is the ability to multiply
ratio ranges. For example, if the CVT of FIG. 426 with its 4:1
ratio range were used for both 197 and 198, the compound
transmission would provide a ratio range of 16:1 between input
shaft 194 and output shaft 196.
[0385] The transmissions described may be mounted in any manner,
including in any kind of casing or housing. In further embodiments,
the CVT of the invention is part of any drive system, propulsion
system, gas generator system, electrical generator system,
compressor system and/or pump system mounted in any kind of marine
craft, aircraft, wheeled vehicle and/or tracked vehicle. In various
examples, the CVT of the invention is the transmission 433a of FIG.
11, the transmission indicated schematically by bracket 566a in
FIG. 16, the transmission 4644 of FIGS. 325, 327, 329, 331 and 335,
the transmission 3807 of FIGS. 341, 343, 346, 351, 352, and 412,
the transmission 3807a of FIG. 357, the transmission 4009a of FIG.
386, and the transmission 4816 of FIGS. 413 and 414. By way of
example, plan view FIG. 462 shows very schematically a city parcels
delivery truck 199, wherein the engine "A" drives the rear wheels
via drive shafts "C", differential "D", and a compound CVT "B",
optionally the CVT of FIG. 461. The truck has road wheels 202,
brakes 204, brake and/or stop lights 205, an openable hood 201, a
windshield 200, doors 203, a driver's seat 206, steering wheel 207,
throttle control 208 and brake pedal 209. The variable ratio
transmission features and characteristics described above and in
relation to FIGS. 426 through 461 may be used in any combination to
carry out the invention. The embodiments described generally relate
to multiple variable-diameter roller systems, but the principles of
the invention may alternatively be embodied in a transmission
having only one variable diameter roller and one or more
fixed-diameter rollers. The components of the transmission assembly
may be of any convenient construction or material, including of
metal, plastics or ceramic material. The latter material is
considered particularly suitable for the components of some
embodiments because of its low weight in relation to compressible
strength. Lubrication as required may be by any convenient system
and be powered by any appropriate means, including drives off
crankshafts, by electrical motors or pumps, etc. The lubrication
mechanism could be placed in any convenient location including,
where the transmission is coupled to an engine of the invention,
adjacent to multiple concentric toroidal combustion chambers.
[0386] Herein novel embodiments of vehicles are disclosed.
Generally, only the novel and distinguishing features are
described, with components that are known and commonplace generally
omitted, in order to simplify descriptions and diagrams and provide
a clearer understanding of the inventive steps. In the case of the
vehicles here disclosed, they will all have such components as a
structural body or chassis to which wheels and/or tracks are
mounted by any convenient method; means for stopping the vehicle
including a brake drum or disc to which friction material is
applied, actuated by a control such as a brake pedal; a
rear-mounted red light which is illuminated when the vehicle is
slowing down or braking; means for varying the direction of travel
such as a steering wheel or tiller; a throttle for regulating
engine and/or vehicle speed.
[0387] Potentially important advantages of the new engines concern
packaging. As pointed out previously, the engines should vibrate
less than conventional units. They should be much more silent, due
to the insulation that can be provided, and due to the fact that a
principal sound generator--the exhaust system--can now be at least
partly in the interior of the engine. As can be seen from FIGS. 23
to 25, the units can be rectangular and, because no air circulation
is required, placed in locations previously not feasible. They can
be easily removable and replaceable. For example, in automobiles
and light trucks, they can be installed under seats, or within
double skin floors. In small pleasure craft, they can be inserted
and removed vertically or otherwise from above, from a deck, or an
open cockpit, or cabin, or lounge, or sail locker. In aircraft,
especially smaller ones, they can be horizontally installed and
removed from the side of the fuselage. Because they are typically
housed in insulated casings or housing, the engines of the
invention can be more conveniently mounted in the equipment they
serve. In a further embodiment, the complete engine, including a
compound engine, is in a package which "snaps in" to the equipment
its serves, and is installable and removable in minutes. The
"snap-in" action can be of any kind, including sliding in and out
in a drawer-like motion, a substantially vertical lifting in and
out, or a key-like insertion-and-rotation and reversal for
installation and removal. The engines of the invention are much
lighter than their conventional equivalents, so are in most cases
easily replaceable by one individual. In a further embodiment, the
afore-mentioned package includes within it the engine of the
invention plus any other mechanism, such as for example an
electrical generator, a compressor, a pump, and/or an exhaust
treatment system. This "snap-in" characteristic is useful in any
industrial or commercial application where down-time caused by
engine malfunction would present a problem, including oil pipeline
pumps, hospital electrical generators and so on, and is as
important in any kind of vehicle, aircraft or marine craft. In the
case of the latter, a spare engine carried on board could be easily
and quickly substituted for a defective engine while under way. In
every case, repairs would be less inconvenient, since a "loaner"
replacement engine can be installed to replace a defective unit,
which could be repaired at leisure, while the "loaned" engine
enabled the equipment to continue to function. Additionally, it
would be easy to downgrade or upgrade equipment performance by
quickly substituting engines. Certain equipment could have
different interchangeable engines for different operating
modes.
[0388] In vehicles, marine craft and aircraft, an exhaust pipe
outlet is traditionally placed at the extreme rear of a vehicle or
craft. The tradition dates from the days when exhaust gas was
generally untreated and contained dangerous or noxious substances,
and the risk of exhaust gas blow-back into the vehicle or craft
needed to be limited. Today, in many regions of the world including
California, the new exhaust emission regulations are so demanding
that compliant vehicles or craft emit exhaust gas which is
effectively overall as clean as ambient air, and the old restraint
on placement of tail pipes is effectively no longer relevant for
those vehicles and craft in those regions. In selected
applications, the exhaust gas from the engines of the invention may
be so hot, that the end of the tail pipe or its equivalent should
not be placed where creatures are in close proximity to it. For
example, such situations may arise when pedestrians cross a street
between closely packed vehicles with their engines running, or
where an operative is using mechanized farm equipment close to
livestock. In a further embodiment, exhaust gas outlets are placed
in or on vehicles and craft in locations remote from those in close
proximity to passing creatures. In the case of road vehicles, such
locations are at the roof or under the vehicle and spaced from the
vehicles' periphery. In a selected embodiment, a vehicle or craft
exhaust gas outlet when in motion functions as a gas extractor,
optionally having a venturi effect, this venturi effect reducing
engine back pressure and improving fuel economy. In another
embodiment, a major portion of an entire exhaust gas system is
fixedly mounted in a vehicle or marine craft or aircraft, with an
optional flexible connection to an IC engine relatively near the
engine. In a further embodiment, hot exhaust gas is used to at
least partly heat all or portion of an interior of a vehicle or
marine craft or aircraft.
[0389] In this entire disclosure, any feature described in relation
to exhaust emissions treatment may, where appropriate, be adapted
to any treatment of any fluids relating to the invention Many
present emissions regulations are based on a manufacturer having to
install an exhaust emissions system which is guaranteed operative
for a long period. For this reason, promising technologies having a
shorter life-span, for example urea systems for NOx reduction, are
generally not in use today. An alternative approach, feasible in
the case of "snap-in" units, would be to mandate performance and
compliance only, not system life-span. Such a "snap in" unit could
comprise an engine package complete with exhaust emissions system,
or a package consisting of a complete emissions system, or a
package comprising only part of an emissions system. For example, a
manufacturer, rather than installing a vehicle system guaranteed
for 200 000 km costing 400 Euros, may wish to install one lasting
100 000 km and costing 125 Euros, and make "snap-in" replacement
systems available for replacement by the customer. In a further
embodiment, suited to any application, including for industrial
plant and power generation equipment, an exhaust emission removal
system for any regulated pollutant or other substance, whether
fixedly mounted or of "snap-in" configuration, has within it or is
exposed to one or more sensors that will monitor its condition
and/or the condition and/or composition of the exhaust gas.
Optionally, one or more sensors will trigger an electrical or
electronic optionally tamper-resistant circuit if the condition of
the treatment system and/or the composition of the exhaust gas
falls outside a desired or mandated standard. Optionally, the
electrical circuit is used to sound an audible alarm and/or
illuminate a light and/or generate a signal in a visible or exposed
location, including on a vehicle, marine craft or aircraft, that is
normally easily observable to law enforcement officers. Optionally,
an operator can be given some advance warning of when such a light
will come on, giving the operator a chance to replace the system or
any defective parts of the system. In another embodiment, in the
case of any kind of equipment, including surface vehicles or marine
craft or aircraft, the electronic circuit triggered by the exhaust
treatment system causes the equipment or vehicle or craft to be
inoperative a certain period after the light or signal has come on,
or at such time make the equipment or vehicle or craft not
restartable after the operation during which the light came on is
completed. In another embodiment, an exhaust gas treatment system
includes a removable and/or exchangeable module or cartridge with
openings on opposing sides which is placed in an exhaust gas flow,
such that the gas passes through the openings from one side of the
module or cartridge to the other. Such a cartridge works on the
same principle as a tea strainer, a device with two holed
spoon-shaped openable and closable halves, one hinged on a spoon
handle, which is filled with tea leaves and moved through hot
water. Such a "tea-strainer" emissions cartridge is of any size and
configuration. In a further embodiment, such an emissions cartridge
may comprise several sub-cartridges, each having a different
function and/or each for the removal of a different component of
the exhaust gas, each of the sub-cartridges separately removable
and exchangeable. In a further embodiment, such a module or
cartridge or sub-cartridge contains at least one substance that
ablates or reduces over time, either due to being "worn down" by
fluid flow, or because the substance reacts chemically with a
component of the exhaust gas, and the substance needs to be
replaced at intervals. The exhaust treatment systems referred to
above can be for any purpose, including for removal of any
substance, including particulate matter, hydrocarbons, carbon
monoxide, nitric oxides, and carbon dioxide.
[0390] By way of example, FIGS. 463 through 468 show schematically
an inner-city small parcels delivery truck having the packaged
engine of the invention, where FIG. 463 is an elevational view,
FIG. 464 is a plan view, FIGS. 465 and 465 are details of engine
connections, FIG. 467 is a view of the vertical exhaust pipe riser
enclosure, and FIG. 468 is a detail of an engine mounting option.
Direction of normal vehicle movement is indicated at 240. The truck
has front and rear wheels 208, a steering wheel 14, brake pedal 15,
accelerator pedal 16 and red rear-mounted stop lights 13. An
optional photovoltaic army 71 is mounted to the roof of the
vehicle, as shown only in FIG. 463. The truck 201 is shown with
driver's sliding door in the open position shown dashed at 202,
exposing the engine casing 203 with recessed drawer-style pull
handle 206 located under the driver's seat 204. The height of the
vehicle is shown proportional to the height of a 1.95 meter tall
person 205 standing nearby. A bulkhead 207 which has the female
recess 208 into which the engine casing is fitted extends all the
way across the vehicle, and accommodates a connection zone 209, a
transmission 210, and a space for ancillary equipment 211, such as
air conditioning system, etc., all indicated separately by dashed
diagonal lines. FIG. 465 shows the exterior of the engine casing
having side 203, top 203a and rear plate 214. FIG. 466 shows the
recess 208 into which it installed in direction 212 and removed in
direction 213, having side 208b and backplate 221. To assist
visualization, plane 208a in FIG. 466 is the floor of the recess,
and 202a, shown chain-dashed, indicates a plane parallel to and
co-incident with the side of the vehicle. The back of the casing
214 has female openings for fuel 215, intake air 216 and exhaust
gas 217, male electric 218 and electronic 219 connectors, and the
end of a rotatable hollow output shaft 220 having female splines.
The recess has a vertical backplate 221 having conically shaped
stub tubes for fuel 222, for air 223 and exhaust gas 224, female
electric 225 and electronic 226 connectors, and the end of a
splined rotatable shaft 227 which passes through the connection
zone 209 to drive the transmission 210, from where power is
transferred to rear wheels 228 via drive shaft 227, differential
229 and rear axle 230. Exhaust gas travels via optionally thermally
insulated passage 231, up riser pipe 232, across underside of roof
234 via another optionally thermally insulated passage 233 to a
large flat muffler shown dashed at 235 located between roof and
shallow roof-mounted housing or projection 236. Exhaust exits at
roof, away from vehicle sides and distant from vehicle rear, in
direction 237. Optionally, both muffler 235 and housing 236 are so
designed that when the vehicle is in motion airflow at 238 creates
a venturi effect to extract exhaust gas and reduce engine
back-pressure, so improving fuel economy. The principles of
discharging exhaust gas remote from vehicle periphery via a flat
muffler in a housing, optionally having a venturi effect, can
equally be applied to smaller vehicles such as sedan cars, as
illustrated schematically in FIG. 469, with direction of normal
movement indicated at 240. The housing for the muffler is mounted
underneath the car 243 and is shown dashed at 241, with exhaust gas
exiting the underside of the vehicle at 242. For each application,
an appropriate dimension for "x" and "y" has to be determined.
Going back to the truck of FIGS. 453 through 458, the exhaust riser
232 is contained in an enclosure 239 inside the vehicle in area
indicated at "A", and is shown in schematic detail FIG. 467. Within
the enclosure, the exhaust gas pipe is not thermally insulated, and
is optionally fitted with heat transfer fins 244. When vehicle
interior heating is desired, adjustable flaps communicating with
the interior of the riser enclosure at the bottom 245 and top 246
are controlledly and variably opened, permitting cooler air to
enter at bottom at 247, be heated by the exhaust riser, and exit
warmer at top at 248. Unlike in today's vehicles where they are
suspended in some way, after leaving the engine or connection zone,
the exhaust system components for the truck are all rigidly
mounted, including pipes 231, 232, 233 and muffler 235.
[0391] In a further embodiment, the engine in its casing is mounted
in a female recess that is an independent structure or frame, and
this structure or frame in turn is suspended or flexibly mounted in
the system which the engine serves. Such a system could be
anything, including an electrical generator set, a pumping or
compressor set, an aircraft, marine craft, or vehicle of any kind.
By way of example, detail plan view FIG. 468 shows schematically
how an engine is mounted in a suspended frame in a vehicle such as
the parcel truck of FIGS. 463 and 464. The engine in its casing
with recessed pull handle 206 and optional lock 251 is shown dashed
when installed at 203. It sits on telescopic drawer-style roller
slides 252 inside a box or frame 253 which is suspended in the
truck's power bulkhead 207, above which is seating 204, by means of
springs 254 and/or material 255 which serves as both acoustic and
thermal insulation. If the springs are omitted, the material 255 is
compressible. Similar springs and or material are installed above
and below the box or frame 253 to separate it from the roof and
floor of the recess in bulkhead 207, and between the back of the
box or frame 221 and projections 256 in the bulkhead. Optional
inflatable seals are provided at 257. All the connections in zone
209 are flexible. The power drive shaft 227 linking engine to
transmission 210 is mounted in bearings 259, has a universal joint
258 at each end, and is splined at 227a. Fuel flow at 560 is via
flexible fuel line 561. Exhaust gas flow 562 is via flexible
bellows duct 563, optionally thermally insulated and optionally of
a high-temperature metal alloy. Air supply 564 is via plenum 565
and flexible duct 256, optionally of controlledly variable
diameter, as disclosed subsequently herein. Spaces in the regions
of "B" and "C" can be used for exhaust emissions treatment systems,
turbines using hot exhaust gas, charge air compressors, fuel
delivery pumps, and the like. In an alternative embodiment, not
illustrated, some connections in zone 209 are rigid and box or
frame 253 is enlarged to include a fixedly mounted transmission
and/or ancillary equipment. In such case, flexible connections are
provided elsewhere between box or frame 253 and bulkhead 207,
including optionally in zones "B" and "C", optionally along the
lines described above. In a further embodiment, the reciprocating
stage optionally operates at a virtually constant fuel air mixture
ratio, which in selected embodiments is at stoichiometric mixture
ratio.
[0392] In order to better match charge air supply to fuel delivery
under varying operating conditions, the flow of charge air supply
through a passage is variably restricted. In a selected embodiment,
a pump or compressor or combustion engine may have a variable
diameter or cross-section charge intake throat. This may be used in
any type of engine, including somewhere in a charge air entry path
to an intake port of the engine of the invention, or it may be used
in any device handling fluid flow. Essentially the variable throat
comprises a stretched elastomeric tube about which is wound one or
more tension members, whose free ends once pulled effect a
reduction in tube diameter. By way of example, section plan view
FIG. 470, cross-sectional view FIG. 471 and detail FIG. 472 show
diagrammatically a stretched elastomeric throat shown solid in open
position at 739, fixed within charge housing 740 by means of
expandable clamp rings 741. Wound externally about the elastic
throat 739 and mounted in lubricant 743 in guide channels 742,
shown in detail section FIG. 316, are multiple tension members 744,
whose ends are taken via pulleys 745 and wound about variable
diameter cylinder 746 mounted adjacent to throat. In operation,
rotation of cylinder causes the tension members 744 to effect a
partial strangulation of throat, so reducing its diameter, as shown
dashed in FIGS. 470 and 471. It is desirable that throat or
membrane 739 when in the open position should be in significantly
greater tension due to stretching in direction 747 than in
direction 748, this differential ensuring throat remains open. The
tube and tension members may be of any suitable material, including
rubber, nylon, metal wire, etc. In a further embodiment, such a
variable diameter fluid passage is used for any fluid, in any
application. As can be seen from the diagrams, the relatively
gradual variation of passage cross-section ensures a reasonably
regular and un-impeded fluid flow, in contrast to other more
conventional devices such as butterfly valves.
[0393] As noted, the installable and removable "snap-in` type
casing can contain not just an engine, but any other system or
systems, including charge compressors, electrical generators which
optionally function as starter motors, turbine stages for compound
engines, exhaust treatment systems for removing regulated
emissions, and exhaust treatment systems for removing CO2. In
alternative embodiments, some or all of such systems can be mounted
in separate "snap-in" type casings, so that only those systems
requiring maintenance or repair can be removed. In a further
embodiment, an exhaust gas treatment system has components which
are removable and replaceable, optionally contained within
"snap-in" type cartridges or modules. Removable and replaceable
cartridges or modules can be used as part of more elaborate
emissions systems, especially those for larger engines in large
vehicles, marine craft and/or in stationary power generation
plants. The contents of such removable and replaceable cartridges
or modules may be of any substance, including catalysts, NOx
reduction materials, particulate filters, water, aqueous solutions,
all the former either new or defective, as well as replacements for
substances which have ablated, or substances formed in the process
of removing CO2 from the exhaust. In other embodiments, sub-systems
of a complete propulsion system, such as a turbine stage of a
compound engine, may be housed in a "snap-in" package. By way of
example, elevational view FIG. 473 and plan view FIG. 474 show
schematically a hybrid electric drive military tank 271 having
conventional tracks 272, with turret 273 on for sake of clarity in
plan view. The latter shows schematically a photovoltaic array 274
for supply of energy to an energy storage device, here a battery
pack 279, optionally via a controller 280. Direction of normal
movement is indicated at 240. The drive and other systems inside
the tank are shown dashed with major items indicated by a diagonal
line, except the face panels of the snap-in removable units, which
are shown in solid line. Removable casing 275 contains the
reciprocating stage of a compound reciprocating/turbine IC engine,
together with its charge compressor and an electrical generator
which doubles as a starter motor. Removable casing 276 contains the
turbine stage of the compound engine, with its own electrical
generator/starter motor. Removable casing 277 contains an exhaust
treatment system for removing regulated emissions, and removable
casing 278 an exhaust treatment system for removing CO2. Major
power circuits, indicated by crossed-dashed lines 284, take power
from the generators to the battery pack 279, accessible from
underneath the tank, optionally via controller 280. Fixedly mounted
thermally insulated passages 281 carry exhaust gas between the
removable casings and on to a muffler 282 mounted underneath the
fore part of the vehicle underside to exit underneath the vehicle
at 283, to ensure the best mixing with ambient air before leaving
the perimeter of the vehicle, and to ensure that the lowest heat
signature is emitted. Not shown are the electric motors which drive
the tracks 272. The vehicle optionally has non-metallic tracks and,
because of its electric drive is virtually silent. The turbine
stage as well as the reciprocating stage of the compound engine,
both in thermally and optionally acoustically insulated casings,
will generate negligible noise and vibration while operating.
Exhaust-bourne noise is reduced by passing the exhaust, after it
leaves the turbine, through several insulated passages and the
exhaust treatment system 278, to enter the muffler and exit it
below the vehicle, the adjacent underside of which optionally
includes sound deadening materials. Optionally the exhaust system
will include an exhaust dilution system, as disclosed elsewhere
herein, to reduce temperatures in the system before gases are
ejected to ambient air.
[0394] A schematic detail FIG. 475 shows the layout of casing 276,
consisting principally of a structure of any appropriate material
with a lining of thermal and acoustic insulating material together
297 enclosing the turbine stage 289 and electric generator/starter
motor 291, removable from vehicle side 286 and installable both in
direction 285. Hot exhaust gas travels in fixedly mounted thermally
insulated passage 281 to enter a plenum 288 in the casing from
direction 287. From the plenum, which surrounds electric
generator/starter motor 291 on at least two sides, the exhaust
enters the turbine stage 289. After powering the turbine stage it
becomes cooler and travels on in direction 290 through fixedly
mounted thermally insulated passage 281. Motor 291 and turbine
stage have a common axis 292 and are linked by rotatable shaft 293.
Air enters the casing at 294, passes through filter 295, to cool
the generator, via its partially surrounding plenum 296, and to
provide optional by-pass air for the turbine stage. Power supply
284 from the generator goes to the battery pack, optionally via the
controller. Detail FIG. 476 shows schematically in outline the
layout of the principle elements in casing 275, containing the
reciprocating engine stage and electric generator/starter motor,
nested in a recess in the rear tank body 271. Although not shown,
where appropriate any of the features and details of FIG. 468 can
be used to accommodate casing 275. For the sake of simplification,
fuel delivery mechanisms, fasteners, electric power wiring,
electronic controls and wiring are all not shown. Again for the
sake of simplification, the piston assembly and the cylinder
assembly are both shown as of one piece, but in practice at least
the cylinder assembly would be made up of multiple pieces held in
assembled condition by fasteners loaded in tension. The outer
casing structure 301, of any suitable material including metal, is
generally lined with thermal and acoustic insulating material 302.
In other embodiments, there is no thermally and/or acoustically
insulating material, or the casing is made of a monolithic material
having thermal and/or acoustic insulating properties. The casing is
divided into three areas: area "A" is for the electric
generator/starter motor, area "B" is for the charge air compressor
and area "C" for the reciprocating stage of the compound
reciprocating/turbine IC engine, in this application with the two
stages remote from each other. Air 313 enters zone "A" via aperture
314 shielded by projecting eyebrow-like overhangs 316 and passes
through removable and/or cleanable filter 315 to cool the generator
and any ancillary equipment, such as fuel delivery systems,
electronic controls, etc, optionally located in zones "D" and "E".
From zone "A" the air 318 goes to zone "B", to be compressed in
toroidal working chambers 307 in the manner of the embodiment of
FIG. 162, and then the compressed air enters the central volume 319
of the piston assembly, which reciprocates in direction 317, and
from there it goes to the zone "C" reciprocating IC engine stage.
After combustion has powered the piston assembly, which in turn
powers both compressor and generator, hot exhaust gas passes via
ports 321 to an optionally circumferential exhaust gas processing
volume 320, containing filamentary material 312, into plenum 310 in
the rear part of the tank 271, as indicated by solid arrows 311.
Compressible and optionally thermally insulating seals are provided
at 309. Optionally, one pair of working chambers 308 and/or 307
could be so configured as to cause the piston assembly to both
reciprocate and rotate. This single or combined motion powers the
generator, consisting two principle parts or windings. One 305, the
equivalent of a rotor, is mounted on the piston assembly 303, the
other, the equivalent of a stator, is fixedly mounted in zone "C".
Apart from ancillary equipment, the contents of casing 275/301 have
only a single moving part, common to the reciprocating stage, the
compressor, and the electric generator. In an alternative
embodiment, either one or both of the working chamber pairs 307 and
308 can be so embodied as to cause piston assembly 303 to rotate
while reciprocating, relative to the cylinder assembly 304, in the
manner of the embodiments of FIG. 123, which uses a guide system,
or of FIG. 138, which uses sinusoidal or wave-shaped surfaces to
the working chambers. The casing is held in place by optionally
lockable fasteners having axes 301a, and rearmed in direction 213
by arms of an optionally recessed handle, indicated schematically
by dashed line 301b. Here "E" is a high pressure fluid delivery
pump and "D" is a computer, with fluid delivery devices indicated
at 32. High pressure fluid lines pass from the pump through ambient
charge air in zone "A" through center of the reciprocating
component where there is an elastomeric or folded or coiled portion
of line in length "F", pass through the dividing wall into the
compressed air volume to the fuel delivery devices at 322.
Similarly, electric circuits and/or wires for purpose of actuating
fuel delivery go from the computer to the fluid delivery devices.
In this layout all the fluid lines and all the circuits and/or
wires pass only through relatively cool charge air volumes, and
none are housed within hot components or hot exhaust volumes, so
conventional materials can be used for fluid lines and circuits
and/or wires. In alternative embodiments, in any of the engines or
components disclosed herein, electronic circuits are printed on
selected components or portions of components of any material,
including ceramic materials. Any kind of exhaust gas treatment
system can be used with the engines of the invention, for any
purpose, including those disclosed herein.
[0395] Many engines are used in portable devices, such as
landscaping equipment, compressors, emergency pumps for the navy,
and electricity generating sets used in many applications. In
alternative embodiments the engines, or the systems they are part
of, are packaged in such a manner that they can operate while stood
on the ground, and/or while carried by one or more handles, and/or
while being strapped to a persons back. In other embodiments, the
package includes any interchangeable and/removable sections, which
optionally are modular, including fuel tanks, exhaust emission
control modules, turbines, and exhaust diffusion systems. At the
exhaust port, and probably in a first exhaust emissions treatment
volume, gas temperatures could be well over 700 degrees C. In the
case of man-portable equipment, the exhaust gas has to be cooled
and/or diffused before it can cone into contact with and injure
humans or animals, and in most applications it has to be
substantially silenced. In further embodiments, exhaust gas
diffusers and/coolers, which optionally also at least partly
function as silencers, are fitted to man-portable equipment having
the engines of the invention. By way of example, FIG. 528 shows
schematically a pumping set stood on the ground 1. The casing shown
in profile 2 has straps, shown dashed at 3, to enable the set to be
carried on the back, feet 4 which are optionally modular, an
underslung fuel tank with a removable sump 6 into which a fuel line
7 penetrates and a cut-out 14 to clear an opening for ambient air,
shown by dashed arrow 11. Charge air, indicated by dashed arrow 11,
flows through a removable filter cartridge 10. Connectors for
pumped fluid in and out are shown at 19. The tank 5 is optionally a
pre-filled cartridge, to replaced by another cartridge when empty.
Exhaust gas from the engine, indicated by solid arrow 12 passes
through a separately removable emissions treatment module 15, is
mixed with ambient air in a ball-type diffuser/silencer 17 as will
be described subsequently, to emerge in diluted form by circle
arrows at 13. The diffuser 17 optionally has protective shields
shown dashed at 21 and its base fits into a female depression 16 on
top of the casing 2, which has a central handle 23. In another
example, FIG. 529 shows schematically an electricity generating set
stood on the ground 1. The casing shown in profile 2 has larger
feet 4 which are optionally nodular, a larger underslung fuel tank
5a with a removable sump 6 into which a fuel line 7 penetrates and
a cut-out 14 to clear an opening for ambient air, shown by dashed
arrow 11, which flows through a removable filter cartridge 10. This
tank has a crown, fitting into a recess formed in the base of the
casing, and a filler cap in the crown, indicated by a circle.
Connectors for electricity out are shown on both sides at 20. The
casing contains a small base fuel tank, which tank 5 supplements.
If the tank in FIG. 528 had the same crown, it would be
interchangeable with the one of FIG. 529. In such manner, a fuel
supply for every situation could be carried: the base tank 9 alone,
or an additional small modular tank 5, or an additional large
modular tank 5a. If the package is to remain stood on the ground,
only the feet have to swapped with change tank option. Optionally
an energy storage device 9a and/or an electric controller 9b is
included in the package. Exhaust gas from the engine, indicated by
solid arrow 12 passes through a separately removable emissions
treatment module 15 from both sides, is mixed with ambient air in
an antler-type diffuser/silencer 18, as will be described
subsequently, to emerge in diluted form at 13. An optional turbine
module with its own generator and electricity out connectors 20 on
both sides is attached to the top of the package 24. Optionally,
the package is so wired that, when the turbine is fitted, only
aggregate electrical power is available from the upper pair of
connectors. The base of the diffuser 18 fits into a female
depression 16 on top of the turbine module or on the casing 2,
which has twin handles 23. Providing a turbine module to convert
exhaust energy into work will substantially reduce exhaust gas
temperatures, before it reaches the diffuser. Optionally an energy
storage device 9a and/or an electric controller 9b is included in
the package.
[0396] In a new embodiment, an exhaust gas diffuser comprises one
or more holed or pierced bowls optionally nested and approximately
concentric about a more or less vertical axis, made of any suitable
material, with exhaust gas entering a smallest bowl from the bottom
through a neck or tube and exiting through the top. Optionally,
heat shields are places around portions of the outermost bowl and
any tube. Optionally, the bowls are of thermally insulating
material, or at least partly have a lining of such material. By way
of example, FIG. 530 shows schematically on the left of centerline
CL a regular bowl-type diffuser, with first bowl or bulb 27 having
torn apertures 25 at bottom and more or less regular holes 26
above, screw threaded into casing 23 so as to locate and trap
emissions cleansing module 15. There is optionally a second holed
bowl 28 over the first, with either bowl having optional insulation
at 30. Optionally, there are one or more additional holed bowls 29.
As the exhaust gas rises, it mixes with more and more ambient air
11, becoming ever more dilute and therefore cooler, emerging as a
cool mixture of air and exhaust gas, as indicated by circle arrow
at 13. For a given application, careful location and sizing of
holes and tears, which optionally are of any configuration, will
optimize the degree of exhaust gas diffusion and cooling. The
layout on the right of the center line CL is of a "hydra head" and
is broadly similar to that on the left, except that the holes are
the base of tube-like extensions 27 which, by careful design and
placement of the extensions, more widely disperse the exhaust
gas/air mixture 13. In an alternative embodiment, an exhaust gas
diffuser comprises two or more holed or pierced hollow forms
connected to and radiating from a first hollow form in an
optionally T-shaped configuration, with the first form optionally
aligned more or less vertically, any part of the whole made of any
suitable material, with exhaust gas entering the first form and
substantially exiting through the other forms. Optionally, heat
shields 21 are places around portions of one or more of the forms.
Optionally, the forms are of thermally insulating material, or at
least partly have a lining of such material. In another example,
FIG. 531 shows schematically on the left of centerline CL one half
of an "antler"-type diffuser, with first hollow form 31 press
fitted into casing 23. There are one or more secondary hollow forms
32 with holes 26, connected to the first form, with any of the
forms having optional insulation at 30. Optionally, there are one
or more holed covers or shades over the secondary hollow forms. As
the exhaust gas rises, it mixes with more and more ambient air 11,
becoming ever more dilute and therefore cooler, emerging as a cool
mixture of air and exhaust gas as indicated by circle arrow at 13.
FIG. 532 shows schematically a cross-section taken through "A" in
FIG. 531, wherein the secondary form is made up of two deformed
holed sheets fused or otherwise assembled together, having rolled
lips 36 that act as heat shields. In alternative embodiment, charge
air is taken in by the engine past some or all of an exhaust gas
diffuser and/or past an exhaust gas treatment volume, and heat is
transferred to the charge air from the exhaust gas, thereby cooling
it. By way of example, FIG. 533 shows spacers 37 supporting an
annular sleeve 38 about first hollow form 31, which is here screw
threaded into top of an enclosure 39 to an exhaust treatment volume
40, with the sleeve supported on a relatively soft compressible
gasket 41 located in a recess in casing 24. Optionally cooling fins
42 are provided on component 31 and or enclosure 39. Charge air
flows in via throat 43 down the sleeve past component 31 and
optional cooling fins 42, as shown by dashed arrows 11, while hot
exhaust gas, indicated by solid arrows 12, flows through treatment
volume 40 up through component 31, into an optional diffuser, as
disclosed above. In further embodiments, any of the arrangements of
FIGS. 528 through 533 are adapted to diffuse any warm or hot gas,
from any source.
[0397] In further embodiments, diffusers for hot or warm gas are
incorporated in vehicles, aircraft and/or marine craft, wherein
ambient air is directed to flow past a holed or pierced diffuser,
into which hot gas from any source enter by any passage(s) and
leaves via one or more holes and/or apertures. Such diffusers can
be mounted anywhere on a vehicle, aircraft or marine craft.
Optionally, on marine craft they are mounted at high level and on
vehicles about the roof or the underside. Optionally, the diffusers
for engine exhaust gas also function at least in part as mufflers.
FIG. 534 shows schematically the general principles of such
diffusers, here mounted on the roof of a marine craft or vehicle
44, with direction of normal forward motion indicated at 43. Hot
gas 12, shown as solid arrows, enters diffuser 46 via passage 45,
and leaves via holes 47, and/or tears 48, and/or one or more rear
elongate slit(s) 49. In alternative embodiments, the rear slit 49
is omitted. When the vehicle or craft is in motion, ambient air
shown as dashed arrows 11 enters at 50, due at least in part to a
ram effect, and flows through an enclosure 51, past any surfaces of
the diffuser, including upper and lower surfaces, and mixes with
the hot gas, with the mixture of ambient air and hot gas leaving
the enclosure at 52 as indicated by circles arrow 13. In
alternative embodiments, air flows over only one of the diffuser
surfaces shown here. Optionally, thermal and/or acoustic and/or
vibrational insulation or protective layer is placed at 53 between
enclosure 51 and vehicle or craft 44, and/or to the underside of
enclosure 51 at 54. Optionally, any kind of projection or deflector
55 may be positioned any where in the enclosure 51 or inside or
outside of the diffuser 46 to better control gas flows. Optionally
a scoop 56 is placed in the fore part of the enclosure 51 to direct
ambient air to any part of the vehicle or craft via passage 57, the
transfer of air optionally assisted by a ram effect. Optionally,
any kind of exhaust treatment and/or sound dampening system(s) can
be installed in the fore part of the diffuser, as indicated at 60.
Optionally, air is variably pumped through the enclosure by any
means to dilute the hot gas when vehicle or craft is moving slowly
or is stationary and there is little or no ram effect, including by
one or more holed ducts 58 and passage(s) 59. In a further
embodiment, charge air is used to cool the exhaust before it enters
the engine of the vehicle, aircraft or marine craft. FIG. 535 shows
schematically the general principles of such a diffusers, here
mounted on the roof of a marine craft or vehicle 44, with direction
of normal forward motion indicated at 43. Hot gas 12, shown as
solid arrows, enters diffuser 46 via passage 45, and leaves via
holes 47, and/or tears 48. In alternative embodiments, there is a
rear slit, as shown at 49 in FIG. 534. When the vehicle or craft is
in motion, ambient air shown as dashed arrows 11 enters at 50, due
at least in part to a ram effect, and flows through a volume
defined by an overhead enclosure 51, past any surfaces of the
diffuser, including here the upper surface, and mixes with the hot
gas, with the mixture of ambient air and hot gas leaving the
enclosure at 52 as indicated by circles arrow 13. In alternative
embodiments, there is air flow over the underside of the diffuser,
which is spaced from vehicle or craft 44. Optionally, thermal
and/or acoustic and/or vibrational insulation and/or a protective
layer is placed at 53 between diffuser 46 and vehicle or craft 44,
and/or any surface of enclosure 51, including on the upper surface
as shown here at 54. Optionally, any kind of projection or
deflector 55 and/or any kind of cooling fins 61 may be positioned
any where in the volume define by enclosure 51 or inside or outside
of the diffuser 46 to better control gas flows and facilitate heat
transfer. Optionally a scoop 56 is placed in the fore part of the
volume defined by enclosure 51 to direct ambient air to any part of
the vehicle or craft including an engine via passage 57, the
transfer of air optionally assisted by a ram effect. Optionally,
any kind of exhaust treatment and/or sound dampening system(s) can
be installed in any convenient part of the diffuser, as indicated
at 60. Optionally, air is variably pumped through the enclosure by
any means to dilute the hot gas when vehicle or craft is moving
slowly or is stationary and there is little or no ram effect,
including by one or more open ended elongate volumes 58 and
passage(s) 59. Optionally a scoop 62 is placed in the airflow over
enclosure 51 to deflect air into a mixing zone between diffuser 46
and enclosure 51. In FIGS. 534 and 535, enclosures 51 and diffusers
46 have forms broadly similar to those of conventional mufflers. In
a further embodiment, the well known arts of designing,
manufacturing and mounting mufflers and similar structures are
adapted to the diffusers and enclosures of the invention. In
further embodiments, portion and/or all of enclosure 51 is omitted,
and the diffuser is mounted directly in the air stream flowing
above, below or past the vehicle or craft.
[0398] Such man portable and other electricity generating and/or
pumping and or compressor sets can have very compact interior
packaging. In further embodiments, the engine of the invention
drives a machine located substantially in the interior of the
piston/rod assembly, and further work from the exhaust of the
engine is obtained from a turbine placed substantially in the
interior of the machine. By way of example, FIG. 536 shows
schematically such a layout, where within thermally insulating
casing 37, components shown in section that reciprocate in
direction 38 are shown hatched with parallel lines, and those that
are fixed within the casing in single lines, with paths of ambient
air circulating throughout interior volume 60 shown by dashed
arrows, and the path of exhaust gases circulating within optionally
thermally insulated ducts or equipment shown by solid arrows.
Piston/rod assembly 39, shown at center of reciprocation CR,
constructed in any manner including as disclosed herein,
reciprocates inside cylinder assembly 40 having exhaust port 41
communicating with circumferential gas processing volume 42, and
defines a pair of toroidal combustion chambers 43. A structural
frame 44 is attached to the piston/rod assembly 39 and supports the
reciprocator portion 45 of a linear electric generator and/or
motor, which has stator portion 46 supported by one or more frames
47 attached to the cylinder assembly 40 and/or structural
components of casing 37. Reciprocating frame 44 is part of a scotch
yoke and has an elongate slot 48 communicating with on or more
crank pins 49 having travel path 50 mounted on one or more
crankshafts 51. One or more crankshafts drive(s), optionally as
disclosed herein by bevel gears or any other means, central shaft
52 linked to a turbine inside an optionally thermally insulating
casing, indicated schematically by doubly crossed rectangle 53.
Optionally the shaft goes through the turbine to drive to drive
second crankshaft 54, which drives other shafts 56, in turn driving
a fuel delivery mechanism 57 on one side and any other mechanism 58
on the other side. Charge air enters the casing via optionally
grilled apertures at 55 and optionally removable and/or replaceable
and/or cleanable filters 67, and a computer is located at 59 and
any piece of fixed equipment at 61, both close to charge entry air
flow. Exhaust gas leaves the combustion chambers via ports 41,
passes through treatment volumes 42, and from there travels via
optionally thermally insulated ducts 62 to the turbine. The turbine
extracts work from the hot exhaust gas to drive shaft 52, and
optionally via scotch yoke the electrical generator and/or motor.
The then cooler exhaust gas travels via optionally thermally
insulated ducts 63 to exhaust emission treatment modules 64, and
from these to central plenum 64 and to an exhaust gas diffuser 66
screw threaded into the top of the casing 37, which is optionally
similar to that described in FIGS. 506 and 507. In other
embodiments, the principles of the invention are adapted so that
the electric generator and/or motor is of rotary design. In further
embodiments, the principles of the invention are adapted so that a
compressor or pump is provided instead of an electric generator
and/or motor. In alternative embodiment, any convenient means are
used to convert reciprocating motion to rotary motion of combined
motion, including variably angled links to crankshafts and any of
the devices or mechanisms disclosed herein. In additional
embodiments, any of the electrical generators and/motors disclosed
herein are used to start any turbines and/or the engines of the
invention
[0399] In rotating machines, such as electric generators and/or
motors and turbines, power density is generally proportional to the
speed of rotation. The main factor limiting rotational speed is
mostly the centrifugal forces set up at the extremes of the
rotating body. In new embodiments, such as in electric generators
and/or motors, and in turbines, rotor and "stator" components
contra-rotate. In such embodiments, especially in the case of
electric devices, if both components rotate at roughly equal speed,
for a given speed differential, rotational speeds in each component
are roughly halved, and centrifugal forces reduced to about a
quarter. If the original components of given mass rotate at their
speed limits but in opposite directions, then speed differential is
doubled, resulting in an approximately proportionate increase of
power. In the case of turbines, one component would likely rotate
at a different speed than the other, the speeds of "stator"
relative to rotor being governed by numerous factors, including the
mass, direction and velocity of the hot gas before it enters the
stator/rotor interface. In further embodiments, inside a casing
containing an engine, one or more scotch yokes that are linked to a
reciprocating piston/rod assembly directly dive or are driven by
the rotating shaft of a rotating device or machine, such as an
electric generator and/or motor, a pump, a compressor and/or a
turbine. In additional embodiments, the rotating devices or
machines, that drive or are driven by the piston/rod assembly, have
contra-rotating components, optionally using a contra-rotating
scotch yoke device, including as disclosed herein or as a variant
of the principles disclosed herein. By way of example, 537 shows
schematically such a layout, wherein scotch yokes directly drives
four shafts all having axes 90 and 91 perpendicular to axis of
reciprocation parallel to centerline CL in direction 38, where
within thermally insulating casing 37, components shown in section
that reciprocate in direction 38 are shown hatched with parallel
lines, and those that are fixed within the casing in single lines,
with paths of charge air shown by dashed arrows circulating
throughout interior volume 60, and the path of exhaust gases
circulating within optionally thermally insulated ducts or
equipment shown by solid arrows 12. Two alternative piston/rod
assemblies are shown each side of centerline CL at center of
reciprocation CR, each having thermal insulation 67, reciprocating
inside a cylinder assembly 40 common to both sides and which has
exhaust port 41 communicating with circumferential gas processing
volume 42, and defines a pair of toroidal combustion chambers 43.
Structural assembly 47 on the left side is attached to the cylinder
assembly and/or to a structural or frame component of the casing as
one complete assembly, on the right side as two assemblies, one
each attached to the top and bottom of the cylinder assembly. On
the left side, the piston/rod assembly comprises a cylinder 69 and
an integral component 39 both sandwiched between two annular plates
70 by means of fasteners having axes 68. Attached to the cylinder
by any means including welds 71 is a plate 72 forming a chord to
cylinder 69 (the plate runs in and out of the page), and which has
two elongate slots 73, each part of a scotch yoke, and each
communicating with a crank pin 74 on a crankshaft 75, which is
supported by a bearing 76 in a bridge portion 77 of structure 47.
On the right side, the piston/rod assembly comprises two components
39a and two bowls 78 and is held in assembled condition by
fasteners having axes 68 and/or fasteners having axes 79. Attached
to the each bowl 80 by any neaps including welds 71 is a plate 81
forming a chord to bowl 78 (again the plates run in and out of the
page), and which have an elongate slot 73, part of a scotch yoke,
communicating with a crank pin 74 on a crankshaft 81, which is
supported by a bearing 76 in an extension portion 82 of structures
47. The different arrangements shown on each side of centerline are
alternatives; in practice each of the complete cylinder assembly
and the complete piston/rod assembly will be assembled according to
only one of the alternatives. The scotch yokes are so configured
that crankshafts 75 on the left side rotate counterclockwise to
shafts 81 on the right side, with each pair of contra-rotating
shafts having common axes 90 and 91. In the upper central portion
of the diagram an electric generator and/or motor is shown very
symbolically, with rotating "stator" portion 83 turning at equal
speed but opposite direction relative to rotor portion 84.
Optionally, the crankshafts nest inside each other as shown dashed
and are mutually supported by bearings shown schematically at 85.
The lower half of the central portion of the diagram shows an
optionally thermally insulated housing 87 enclosing a turbine, with
hot high pressure exhaust gas 12 entering the housing via
optionally thermally insulated duct 88, and lower pressure cooler
exhaust 12a leaving via optionally thermally insulated duct 89. The
lower crankshafts 75 and 81 are optionally mutually nested and
supported in the manner indicated in the upper portion of the
diagram. One shaft is connected to turbine "stator` and the other
to turbine rotor. In his embodiment of a contra-rotating turbine,
the two shafts turn at the same speed and in opposite directions,
so the mass, direction and velocity of the gases has to be designed
to be optimum for that condition. In a further embodiment, an
electrical generator and/or motor is not exposed to the gas flow in
volume 60, but is placed in its own enclosure, and optionally
cooled by any convenient means. In another embodiment, the pairs of
contra-rotating shafts do not have a common axis. In alternative
embodiments, any mechanism having contra-rotating shafts may be
positioned in any convenient location in a casing having the engine
of the invention. In other embodiment, at least one pair of shafts
o not contra-rotate, but rotate in the sane direction. In an
additional embodiment, at least one each of crankshafts 75 an 81
are integral and/or are linked by a single common shaft and the
device they serve does not have major contra-rotating components.
In further embodiments, any of the features of FIGS. 463 through
513 and FIGS. 523 through 537 may be combined with any other
features of these Figures, and with any of the features disclosed
in FIGS. 1 through 324 and FIGS. 400 through 425.
[0400] In selected embodiments, exhaust gas from any combustion
source whatever, including industrial fluid bed combustion and IC
engines, either traditional or the engines of the invention, is
mixed with water or other fluid in any way to remove selected
constituents of the exhaust gas, including particulates,
hydrocarbons, carbon monoxide, nitric oxides (NOx) and carbon
dioxide (CO2). The water before coming in contact with the exhaust
gas optionally is part of a fluid containing one or more other
substances. The gas is passed through a tank or reservoir
containing the water-based fluid or, alternatively and/or
additionally, water or a water-based fluid in any form, including,
liquid, gas, vapor or steam, and is introduced into the exhaust gas
flow, in a process that can be described as washing the gas. After
the water has moistened, weighted down and/or reacted with at least
one of the constituents of the exhaust gas, the water will contain
at least one new component, or an additional quantity of a
component already in the water, and the water or water-based fluid
will have a modified composition. After contact with the exhaust
gas, the modified water-based fluid can either be stored in a tank,
to be removed and disposed of at intervals, or it can be processed
to remove the new component, or the additional quantity of a
component previously present. Optionally, the processing is to the
degree that the water or water-based fluid is substantially
restored to its original condition and is once again exposed to the
exhaust gas, for the cycle to be repeated. In the case of the water
or water-based liquid trapping and containing particulate matter,
the modified liquid can be passed through a particulate trap, which
is cleaned or replaced at intervals, or the modified liquid can be
passed through or over or otherwise mixed with a substance which
will react with the particulate matter to produce a new compound.
After a period, the substance will have ablated or become used up
and will need to be replaced and, optionally after the same period,
the deposits of the new compound will need to be removed.
Optionally, either one or both of the ablatable substance and the
substance to be removed will be in removable and replaceable
cartridges or modules, including as disclosed herein. The processes
and procedures described above for the removal of particulate
matter can be used and/or adapted to remove any component of the
exhaust gas. In an alternative and/or additional embodiment,
exhaust gas is mixed with one or more other substances including
water and/or a substance in solution in water, in an exhaust gas
processing system in part to remove the presently substantially
unregulated carbon dioxide (CO2) from the exhaust by causing it to
react or otherwise combine with other substances and/or water to
form any other product. By way of example, a system for removal of
CO2 optionally incorporates the formation of carbonic acid, which
is optionally passed across a metal or base filamentary or other
system which combines with the acid to form salts in the processing
system. The salts are removed at intervals, optionally after
transfer to a storage location, or they are combined with other
matter to form new compounds. In an alternative water-based system
for removing CO2, line or calcium oxide is introduced to water to
form calcium hydroxide, which reacts with CO2 to form calcium
carbonate, a precipitate which is later removed. In an alternative
embodiment, a water-based system for removal of CO2 includes a
solution of potassium carbonate or any other carbonate or
substance. In the case of CO2, the inter-action with water alone
will produce carbonic acid, an the interaction with another
substance in solution in the water will produce another compound,
typically in solution or suspension. The resultant mixture of water
and carbonic acid and/or of water and other substance can be stored
in a tank, with the tank emptied into a disposal system of some
kind at intervals. Alternatively, the mixture of water and carbonic
acid and/or water and other substance can be passed through or over
or otherwise mixed with a metal or base or other material, with
which the carbonic acid and/or other substance will react to form a
salt and/or other matter. After a period, the metal or base or
other material will have ablated or become used up and will need to
be replaced and, optionally after the same period, the deposits of
salts and/or other matter will need to be removed. It should be
noted that, if all CO2 is removed from exhaust to be combined in
another substance, one kilogram of fuel will produce approximately
somewhere between five and ten kilograms of other substance. If
refueling and removing of the other substance are to be
simultaneous, the tank holding the other substance will be
significantly larger that the fuel tank, and the system the exhaust
treatment system is part of, such as an aircraft or vehicle, will
increase in weight as the fuel is used up.
[0401] In any application, including for industrial plant and power
generation equipment, a pollutant removal system of any kind may
have at its end a pollutant measuring sensor, that will trigger an
electrical or electronic circuit if the pollutant content of the
exhaust gas is higher than it should be. In the case of replacement
of defective components of and/or removal any substance from the
exhaust of IC engines in vehicles, marine craft or aircraft, these
may optionally be include an electronic or other default system
whereby they cannot be refueled and/or cannot be operated before
any defective component of the exhaust treatment system is replaced
or any tank or reservoir holding a product of the treatment system
is emptied. The electrical circuit can be used to sound an audible
alarm and/or illuminate a light in a highly visible location,
including on a vehicle, marine craft or aircraft. In the case of
the IC engines of the invention, the exhaust gas leaving the
combustion chamber is likely to have a temperature of somewhere
between 900 and 1400 degrees C., depending on state of engine tune,
application, and location of the treatment system. This is higher
than in conventional engines, and will generally make the initial
reactions between the water and/or other substance in solution and
the exhaust gas component to be removed more effective and more
rapid. In a further embodiment, the quantity of water exposed to
the gas is metered or otherwise proportional to quantity of gas
flow, so there is just enough or a little more water to complete
the desired reaction(s). In some applications this quantity of
water is so small that all or nearly all of it will be turned into
steam by the hot exhaust gas and, in the case of possible CO2
reduction, some or all of any carbonic acid formed will be a gas,
rather than a liquid. In some applications, all the constituents of
the fluid after the desired reactions have taken place will be in
gaseous form, including the remains of the original exhaust gas,
and possibly traces of water. In such case, the hot gas can be
passed over or through suitable metal or base or other filamentary
material for removal of the products of the first reactions. If,
after the conversion of water to steam, the mixture is not hot
enough for any desired reaction to be completed in a limited time,
then addition heating may be applied to the gas at any time during
its treatment. In all the embodiments and applications mentioned
above, desired reactions are optionally encouraged and/or hastened
by the placing of catalysts in the reaction environment. In a
further embodiment, if a reservoir or tank of water is part of the
exhaust gas treatment process, the water is maintained at a desired
temperature by suitably scaling the amount of water or other liquid
in the tank or reservoir and/or by separately cooling or heating
it. The cooling or heating can be by any convenient means. For
example, cooling can be effected directly by passing incoming
charge through the tank or reservoir, or directly by passing air
through heat ex-changers, passages or radiators located in the
liquid. Heating can be my means, including by placing of an
electric or other heater in the reservoir or tank. Depending
largely on the amount of water that has been converted to steam,
the temperature of the exhaust gas, after it has completed all
processing described above, will be reduced but will still be high.
In a further embodiment, the residual heat energy in the exhaust
gas is used by any convenient means to maintain a desired
temperature of water in any tank or reservoir, and/or to wholly or
partly boil off a liquid to leave a desired deposit, before
discharge of the exhaust gas into the atmosphere. Such means
include directly passing the gas through a liquid tank, or a
reservoir containing liquid and/or gas, or passing the gas across a
heat ex-changer system which transfers the heat energy to a liquid
tank, or a reservoir containing liquid and/or gas. In any of the
embodiments or applications of this disclosure, a fan or impeller
or other device to promote mixing of fluids may be positioned in
any part of an exhaust treatment system.
[0402] Some of the embodiments mentioned above are illustrated by
way of example in schematic FIGS. 477 through 480. FIG. 477 is a
schematic diagram showing a system based on a liquid tank or
reservoir, wherein 1851 is an optionally partially filled tank or
reservoir containing water 1852. Exhaust gas enters at 1853, is
passed through or is otherwise mixed with the water, after which it
passes through an optional particulate filter 1855, optionally
including filamentary material, and subsequently through an
optional pollutant removal system 1856, optionally including
filamentary material, with exhaust gas passage through the system
aided by optional fan or impeller 1857 to exit to the atmosphere at
1854. Optionally, there is a fan 1858 powered via electric circuits
1860 anywhere in the tank to better mix water vapor or steam with
the exhaust gas, as well as an electric heater 1859 powered by
electric circuits 1860 to keep the water to a desired temperature.
Optionally, the water is re-circulated by pump 1861, to be passed
through a pollutant removal device 1862, to return via passage 1863
in direction 1864 to be fed back into the tank at 1865. Optionally,
a heat ex-changer 1866 over which the still hot gases pass
transfers heat energy to one or more other heat ex-changers 1867
and 1868, to heat the pollutant removal device 1862 and/or tank
1851 to maintain temperatures at desired levels. The heat
ex-changers are connected by passages or pipes 1869 through which
fluid flows, optionally in direction indicated by adjacent
un-numbered arrows, and may include any number or type of valves
(not shown). The pollutant removal device 1862 and the pollutant
removal systems 1855 and 1856 can be configured to remove any
substance, including particulate matter, hydrocarbons, carbon
dioxide, nitric oxides and carbon dioxide, and one or more of the
removed substances can be stored in one or more tanks 1870. If a
gas is stored, it is optionally compressed and stored under
pressure. Although only one device 1862 and one system 1856 are
shown in each location, any number of devices and systems can be
placed in each location, linked either in series or in parallel.
Any of the components shown in FIG. 477 may have thermal insulation
applied about them. In an alternative embodiment, a metered supply
of water is mixed with the exhaust gas, optionally enough or just
more than enough for the constituents of water to complete one or
more desired chemical reaction(s).
[0403] By way of example, schematic longitudinal section FIG. 478
and cross-section FIG. 479 taken at "B" show an exhaust treatment
system aligned at an angle, wherein the arrow at "A" points
vertically downwards. Exhaust gas at 1853 passes through passage
1871 and is turned at an angle to enter the main treatment
structure 1880, the first part of which is the mixing chamber 1872
of approximately circular cross-section. Thermal insulation to
structure 1880 is optionally provided at 1882. The greatest density
and possibly velocity of the gas is at the elbow at 1873, where the
gas velocity can to a degree be set by the cross-sectional area at
"A", relative to the cross-section area of passage 1871 and mixing
chamber 1872. Water or other liquid is supplied at 1875, and enters
the mixing chamber by one or more alternative means; at 1876 it is
fed in as a drip or stream, to be broken up into smaller droplets
at 1879, at 1890 it is a gravity feed from a shower-head type of
device, while at 1877 it is supplied under pressure by an injector
in a spray 1878 optionally directed substantially opposite to
direction of gas travel. In either embodiment, the liquid may be
heated, superheated or, in the case of water, be at least partly in
the form of steam, and may be delivered at any convenient pressure
and temperature. The gas then passes through removable and
replaceable treatment modules or cartridges 1855 and 1856, before
optionally exiting to the atmosphere at 1854. If desired, an
extract fan is provided at 1857 to help draw the gas in direction
1854. Optionally, a fan 1858 is provided to push along and/or
accelerate the gas. The treatment nodules sit in cross-sectionally
enlarged portions of the treatment structure, as shown in
cross-section FIG. 479 which is a view through the enlarged section
with treatment module or cartridge removed and shows the inside
diameter of the regular treatment structure at 1885, with dashed
line 1886 indicating where the module or cartridge would be if
inserted. The inside of the lid 1881 is crescent shaped so that any
moisture can run down off the lid into the main structure, which
like the lid, is optionally entirely encased in thermal insulation
1882. Drains 1883 to the enlarged section enable excess moisture to
run down pipe 1884 to be discharged in to bottom of the mixing
volume. The elbow at 1873 is provided with an emergency or service
drain plug 1874. The fall in the system is shown against direction
of gas flow, but in an alternative embodiment it is with the
direction of gas flow. The treatment modules can be designed to
wholly or partly remove any component of the exhaust gas, and may
be of any form including fibrous, filamentary or porous, and be
composed of any material, including ceramics, high temperature
metal alloys, metals, bases, or of a combination of any materials.
They may include material reacting with a constituent of the gas
and which becomes ablated or reduced over time, and/or may comprise
a catalyst which assists in the reaction process but which it self
not part of it. To facilitate easy and clean removal/replacement of
the treatment modules or cartridges, they may consist of a
structure having apertures in the faces through which the gas
flows, with the treatment substance, optionally including
filamentary material, mounted within the treatment module
structure. Axonometric sketch FIG. 480 illustrates very
schematically an example of such an easily installable and
removable treatment module structure, which is of the
"tea-strainer" configuration. It has meshed or otherwise apertured
faces 1887 perpendicular to gas flow, solid faces 1888 parallel to
gas flow, and containing within any filamentary material 1889,
including as disclosed herein. Removable "tea-strainer" type
modules which are part of an exhaust emissions treatment system can
be of any convenient cross-sectional form including circular as
shown here, oval, rectangular, etc. They can contain any hardware,
including filamentary material as disclosed herein, and/or any
other substance including catalysts and/or material that ablates
and is over types used up and replaceable. Alternatively and/or
additionally, they may contain any kind of filter. The removable
module of FIG. 480 is by implication part of a fixed system. In an
alternative embodiment, a tea-strainer type removable module may be
part of a system which is itself removable, such as the "snap-in"
type reciprocating engine stage 275 and CO2 emission system 278 of
the tank of FIGS. 473 and 474. FIGS. 463 through 480 are schematic
and to no particular scale, nor do they show features and
components in any particular proportion to one another, except for
the heights in FIG. 463.
[0404] Today's metal engine hardware was commercialized during the
steam age, then adopted for use in reciprocating IC engines. There
is a huge global installed base of such engines, as well as
production facilities and skills to manufacture these engines and
the many components used in their assembly. Entirely new and more
efficient engines, using very different components and
manufacturing and assembly methods, are highly desirable, but it is
clear that their wide introduction will take considerable time. An
important and equally attractive strategy would be to take today's
conventional engines and, by effecting relatively simple
modifications, make them capable of mare efficient operation,
thereby saving fuel and reducing CO2 emissions. Today, engine
speed, and therefore power density, is limited by many factors,
including the time available for the required fuel delivery and
combustion processes to be properly completed. In the case of
vehicles, aircraft and marine craft, improved power density leads
to improved fuel economy, and therefore also reduced CO2 emissions,
because less engine mass needs to be transported. In the case of
larger engines, including for power generation and marine
propulsion, the single most important factor limiting engine speed
and therefore power density, are the stresses causes by the masses
of the reciprocating components. In another part of this
disclosure, in a description of less conventional engine layouts,
there is shown how the link between crankshaft and piston can be
primarily loaded in tension. Any mechanical linkage in an engine
can be constructed to be principally loaded in tension. For
example, in today's engines, a push rod can be replaced by a "pull
wire". In a further embodiment, a camshaft located near a
crankshaft actuates one or more valves by a component principally
loaded in tension. By way of example, in schematic FIG. 481,
camshaft 1256 actuates rocker arm 1257 fixed at pivot 1258 which,
via tensile member 1259, activates rocker 1260 anchored at pivot
1261, which in turn opens valve 1262 in head 1004, the valve loaded
by spring 1263 to return to its original closed position. It is
clear that the use of tensile members permits greater freedom in
location of cam and valve mechanism, since the line of force need
no longer be a straight path. By way of example, tensile element
1259 is shown routed clear of another engine element 1264 by means
of wheel, roller or bearing 1265. The tensile element need not be a
wire; it could be a slim rod. In another embodiment, a lever
mounted on a pivot is used both to create an indirect path around
an obstruction, and to function as a stroke magnifier. In the
example of FIG. 482, "pull rods" 438 are used. In this embodiment,
upper rocker 1260, pivot 1261, valve 1262, spring 1263, head 1004,
cam 1256, lower rocker 1257 and pivot 1258 are all as shown in FIG.
481. The two rockers are linked by the two rods 438 so as to clear
obstruction 1264 by a stroke magnifier 437 pivoted at 436. The rods
have threaded ends with adjustable lock nuts 439 mounted through
cylindrical pivots 440, in turn mounted on the rockers and the
stroke magnifier 437. The drawing is to no particular scale. Since
the pull rods are principally loaded in tension, they can be much
thinner and lighter than conventional push rods, which usually have
to be in direct line between a lower cam follower and upper
follower, and require substantial mass and thickness to prevent
bending or other deformation. In a further embodiment, the lower
rockers of FIGS. 481 and 482 are eliminated by having the cam
directly actuate the "pull" wire or rod by any convenient means. By
way of example in schematic FIG. 483, the tensile member 1259 is
attached to a movable cage 1266 surrounding the cam 1267, the cage
having a cam follower 1268, shown by way of example as a roller
bearing, and slot 1269 moveable on a fixed cylindrical guide 1269a,
for defining follower movement relative to cam in the direction
indicated by arrow 1270. Guide 1269a may also be the cam axle. The
top extension of the cage 1266a is slidably mounted to part of the
engine housing at 1269b Optionally, the cage may have a lower
extension, shown dashed at 1266b, slidably mounted to a part of the
engine housing shown dashed at 1269c. The actuating mechanisms
principally loaded in tension that are described above can be
adapted to function as any actuating mechanism for any purpose in
any engine or mechanical system.
[0405] Virtually all IC engines operate under widely varying
conditions of load and speed, at least to some degree. They are
designed for operation through speeds ranging from low at idle
through to their designed maximum, and under loading ranging from
very small, as when idling, to the maximum they are designed for.
An engine runs hottest at maximum load and speed and, to prevent
overheating, most cooling systems are of fixed design to remove
substantial amounts of heat energy under these conditions. Rates of
heat dissipation are a function of time, so as the engine runs
slower and/or is less loaded, a greater proportion of the fuel
energy used is dissipated as heat by the cooling system, since the
cooling system is generally of a capacity fixed for the maximum
load and speed condition. Efficiency is a function of the
difference in temperature between that at the beginning of the
combustion cycle, which is that of the incoming air and therefore
relatively constant, and that at actual combustion. Today's engines
generally run at widely differing temperatures, and therefore at
widely varying efficiencies, depending on load and speed. It is the
object of the invention to have the engine always run at the
maximum temperature it is designed for, whatever the load and speed
conditions, and therefore always operate at its maximum possible
efficiency, as determined by temperature. Other factors affect
efficiency too, but they are not the major focus of the inventions
relating to improvements to present engine technology. It is clear
that most current engines are normally running at far below their
optimum efficiency, as determined by temperature. A classic case is
today's automobile, having an engine designed to provide, when the
vehicle is fully laden, a maximum acceleration and speed up a
substantial incline for a distance of around 25 kilometers. In
every day use, these conditions are hardly ever met: often there is
only one occupant, travel is mostly over more or less level ground,
speed is set far below capability by local laws, or the vehicle is
at idle or moving slowly in traffic. If, under the latter
conditions, the engine can always be running at very close to its
maximum design temperature, then overall efficiency would improve
greatly and fuel use and CO2 emissions would decline substantially,
and important advantage of the invention. Almost all IC engine have
today to net emissions regulations requiring often draconian
reductions of pollutants such as particulates, hydrocarbons, carbon
monoxide (CO) and nitric oxides (NOx), and fitted with exhaust
emissions control systems. These include reactors and catalyst of
varying types: almost all the devices involve hastening chemical
reactions which would normally take place slowly in untreated
exhaust gas. Generally, the speed of chemical reactions increases
rapidly with increase in temperature. Separately, the effectiveness
of a given catalyst increases with rise in temperature. In the case
of the automobile cited above, exhaust gases are usually passing
through the emissions system at temperatures far below the maximum
the system is designed for. If the engine--and therefore its
exhaust gas--can have substantially constant temperature under
virtually all operating conditions, optionally a temperature close
to the design limit of the engine, then the emissions system can
either be made less elaborate and costly, or it can cleanse the
exhaust to a greater degree, an important advantage of the
invention. It proposed to provide exhaust treatment systems which
operate at the highest temperature and, where appropriate, lengthen
the dwell times of gases in the hotter treatment systems. It is
further proposed to provide for a constant operating temperature,
maximum efficiency engine of generally conventional construction by
relatively minor modifications and adjustments in four principle
areas: (1) Make changes to engine constructional details and
materials; (2) During periods where the engine is normally lightly
loaded, introduce additional loads; (3) Provide for a cooling
system of widely varying performance and, in addition, to provide
for insulation and to compensate for it for by increasing the
capacity of the cooling system at selected times; (4) Heat the
incoming charge air during periods of low speed and/or low
load.
[0406] In important embodiments of the modified traditional engines
disclosed herein, at least any one or more of the following
variable parameters is determined, controlled and/or varied by
manual action, and/or by a computer program, or by a combination of
both, the latter either on separate occasions or simultaneously:
speed of the engine; quantity of charge air flow through any rocker
enclosures or crankcase or through any enclosure to all or part of
the engine; timing and degree of engagement of any electrical
charging apparatus, air conditioning or heating; regulation of
exhaust gas flow during cold start; timing and degree of fuel
supply; timing and degree of lubricating fluid flow; timing and
quantity of coolant fluid flow; fining and degree of opening of
input and exhaust valves; timing and degree of engine braking. Any
computer program is loaded into one or more computers which provide
and optionally receive varied electrical circuits to directly or
indirectly vary the parameters, by any appropriate means. Such
means optionally include, and the determination, control and/or
variation referred to above is optionally by, use of such as
solenoids, servo motors and/or hydraulic fluids with hydraulic
motors or pumps in one or more actuation mechanisms. The computers
are mounted in any convenient location on or in the engine or on or
in the system in which the engine is mounted, such as a vehicle,
electrical generating set, etc. The computer optionally receives
electric or electronic signal(s) from, and the computer program is
designed to process data from, at least one or more sensors or
treasuring devices determining one or more of the following:
forward speed; direction of wind; force of wind; temperature and
pressure of ambient air; temperature and/or pressure of fluid(s) in
any actuating system associated with the engine; temperature and/or
pressure of any coolant fluid(s); engine speed and/or load;
temperatures in one or more portions of any engine; pressures in
one or more portions of any engine; the composition of portion of
the engine exhaust gas; temperature and/or condition of air in any
enclosure for an operator and/or any other enclosed space; the rate
of fuel being used; the quantity of fuel used and/or remaining.
[0407] The disclosures relating to FIGS. 183 through 193 show how
the standard manifold can be removed and replaced by an exhaust gas
reactor adjacent to the exhaust ports, and is therefor in operation
at the highest temperature, and how such reactor with their
relatively large volumes provide longer gas dwell times. In engines
for some applications, especially for vehicles, there may not be
enough room, say in an engine compartment, for the reactor housings
of FIGS. 183 through 193, or the existing block may be so
configured as to make it difficult or impractical to fit such
housings. In a further embodiment, existing manifolds are replaced
by larger and modified manifolds capable of attachment to existing
blocks, the replacement manifolds having most of the features of
the reactors of FIGS. 183 through 193, including optionally
containing the filamentary material and/or catalysts of the
invention, and optionally having the variable closure device of the
invention, typically operable during cold start. By way of example,
FIGS. 484, 485 and 486 show schematically in top plan view, in
elevation and in cross-section at "A" the shape of a typical
present-day manifold 3210 fitted to an engine block 3211 by means
of horizontally and vertically spaced nuts 3212 tightened on
screwed studs of the engine block 3213, with a valve cover
indicated notionally at 3214. Center lines of the exhaust port
openings 3215 in the block are shown at 3223, with line of interior
surface of the manifold volume shown dashed at 3222. A replacement
manifold 3216 to be mounted on the sane block 3211 is shown in
similar schematic views in FIGS. 487, 488 and 489, where the
exhaust reaction volume has been increased in all dimensions,
including vertically to mask the mounting nuts 3212, shown dotted
at 3217 in FIG. 488, leaving just enough space for tool and nut at
"B". Optionally, a partition is provided at 3218 to separate the
reactor into upper volume 3219 and lower volume 3220, linked by a
series of holes 3221 whose total area is at least equal to the area
of one exhaust port. The holes and partition lengthen the shortest
possible path from a port to the manifold exit 3224. To further
lengthen the minimum path, the holes 3221 may be concentrated in
one region of the reactor, as shown for example in FIG. 487.
Optionally, filamentary material shown at 3225 is loaded into the
manifold before its placement on the engine block 3211. In another
embodiment, another group of fasteners 3212 is used at the bottom
of the manifold to attach it to engine block 3211 (not
illustrated). In a further embodiment, the manifold is made up of
multiple pieces fasten together, optionally to facilitate the
placement and or replacement of filamentary material and/or other
substances within the manifold, including the filamentary material
and/or substances as disclosed herein. For example, viewing FIG.
489, the enclosure for volume 3220 could be a separate piece
attached to another piece enclosing volume 3220a. By way of a
further example, schematic cross-section FIG. 490 shows an
arrangement similar to that of FIG. 489, except that manifold 3216
has a bottom plate 3227 to which the outlet 3224 is attached or
integrally formed, the plate secured to the main body of the
manifold by fasteners on axes 3226, after placement of filamentary
material and/or other substances 3225 in the lower section.
Optionally spray-on type thermal insulation is provided at 3228. In
another embodiment, suited to engines with intake and exhaust ports
on the same side, intake and exhaust manifold are combined in such
a way as to permit transfer of heat from exhaust gas to intake
charge air. At low or idle engine speeds, when the engine is
running coldest, charge air is slowest and will take up most heat,
raising engine temperatures overall, while at high speed it will
take up negligible heat. By way of example, FIG. 491 shows in
schematic cross-section a combined manifold 3216 having an upper
volume 3231 for charge air, with intake at 3230, and a lower volume
for exhaust gas. Here the lower volume is constructed similarly to
the lower portion of the manifold of FIG. 490, and contains
filamentary material and/or other substances 3225. The partition
3218 is optionally thinner than the other walls, and may optionally
have heat transfer fins 3232, here shown projecting into the charge
air volume. Additionally and/or alternatively they may project into
the lower exhaust gas volume. If the axes of intake and exhaust
ports are substantially aligned, as indicated at 3229, the
partition undulates around them, as indicated schematically at
3233. Optionally, spray-on type thermal insulation is applied to
the entire manifold, including the upper charge air portion. If the
manifold is made of such material as cast iron, most or all of it
will become hot, and the insulation to the upper portion will
increase heat radiated or otherwise transferred to the charge
gas.
[0408] Over time, the interior surfaces of the liquid coolant
passages in an engine block, cylinder head and/or radiator react
chemically with the coolant to form often randomly disposed oxide
and other compound deposits and/or film patches. Impurities in the
coolant, such as the calcium in some water, often lodge against
these small projections to form encrustations, which both impede
water flow and restrict heat transfer from the coolant. In
recognition of this, many manufacturers design the cooling systems
to cope, oxidized and encrusted, with the engine at maximum speed
and load at the end of its design life, in the case of an
automobile engine at somewhere around 150 000 kilometers. At all
previous times in its life the cooling system has been greater than
required, causing the engine to run cooler. It is proposed to
construct the engine block, cylinder head and/or at least the
radiator core portion of the radiator of corrosion-resistant
materials, with the interior of the coolant passages almost
entirely smooth. Suitable materials include ceramics, as is
disclosed elsewhere herein, but the most obvious are
corrosion-resistant alloys, including those belonging to such as
the stainless steel and nickel-chrome family of alloys. With these
materials there will be virtually no build-up of oxides and
encrustations over the life of the engine, and the cooling system
will operate at substantially constant effectiveness over engine
design life. Bolts connecting head to block, or other components to
block or head, may also be of corrosion-resistant alloy. This
presents two advantages: They will have the same coefficients of
thermal expansion as the components through which they pass, and
they may penetrate the coolant passages, in contrast to prevailing
practice. The latter will permit the creation of larger coolant
volumes in the engine, and a greater coolant capacity. It will be
shown later that enlargement of capacity can contribute to
maintaining maximum engine temperatures. Present engine blocks and
cylinder heads are often castings. If it not considered practical
to cast corrosion-resistant alloys, or if casting cannot create the
smooth surface to cooling passages that is desired, the engine
block or cylinder head may be made up of separate components,
machined if desired to create smooth surfaces. In another
embodiment, the path of incoming charge gas to the main engine has
at least one alternative path, which is variably openable and
closeable and passes across an electrical generator or gas pump,
whose efficiency losses are converted to heat and which warms the
charge gas. In another embodiment, the path of incoming charge gas
to the main engine has at least one alternative path, which is
variably openable and closeable and passes either directly or via a
heat ex-changer through the crankcase volume and/or oil reservoir
and, when open, the gas is warned by heat in the crankcase and/or
oil. In a further embodiment, the oil is variably passed through an
oil cooler, such that at high speed and/or load when no or little
charge is passing through the crankcase, the oil is close to
maximally cooled, and at low speed and/or load when charge air
passes through the crankcase, the oil is cooled hardly or not at
all. In another embodiment, the path of incoming charge gas to the
main engine has at least one alternative path, which is variably
openable and closeable and passes either directly or via a heat
ex-changer through an enclosed volume above the head optionally
housing valve gear, to absorb heat and warm the charge gas. When
the main engine is running at or close to full speed and/or full
load, the charge gas is hardly or not at all directed to one or
more of the alternative paths. When the engine is operating at
lower load or speed, the charge air travels to the engine at least
partly via at least one of the alternative paths, to be heated. The
heating of the charge will increase the temperature at the
beginning of the cycle and also increase the combustion
temperature, to help maintain the temperature of the block,
cylinder head and exhaust emissions system at close to maximum
design temperature. Engines having multiple charge gas paths
branching from a single charge intake may have a filter or
cleansing device placed before such paths diverge. In another
embodiment, thermal insulation is applied to the exterior of the
engine and a large volume of cooling fluid is supplied, which is
hardly circulated during low load and/or low speed and
substantially circulated during high load and/or high speed. In
today's engine, very roughly half of total heat dissipation is via
general radiation from the engine and exhaust manifold, which has
generally not been controllable, with the balance dissipated by the
cooling system, which is controllable.
[0409] To enable engines to be run close to their maximum design
temperatures, heat dissipation via general radiation is eliminated
or restricted as far as possible, and heat dissipation by the
cooling system is regulated to maintain high engine temperatures.
Some of the above embodiments are illustrated by way of example in
schematic cross-section FIG. 492 and part plan FIG. 493, showing a
multi-cylinder engine with cylinder head 3241, cylinder 3242,
bottom plate 3243, principal bolts 3244 and crankshaft bridge 3245
all made of stainless steel type alloys. Piston 3246, connecting
rod 3247, and arc of big end pin center 3248 are shown dashed. Side
plates 3249 define cooling fluid volume 3250. Charge air, indicated
by dashed arrow, enters the engine at port 3256; exhaust, indicated
by solid arrow, leaves via port 3257, with both ports indicated by
dashed line profile. The valve enclosure 3251 and/or the crankcase
3252 each have two heat ex-changers 3259 of folded metal, to give
high surface area, each carrying charge air to ports 3256 under
certain operating modes, with the crankcase heat ex-changers partly
submersed in lubricating fluid 3253. Bolts tie the cylinder head
3241 and bottom plate 3243 together, with the cylinder 3242 and
side plates 3249 sandwiched between them, to form large water
jacket 3250, through which the bolts pass. The head is cut out to
permit the water jacket of large volume to surround most of the
exhaust port 3257. Thermal insulating material 3260 covers the side
plates 3249, the valve cover 3254 and the crankcase cover 3255. The
figures are diagrammatic only; valves, cams and camshafts, fuel
delivery devices, gaskets are all not shown. In an alternative
embodiment, no heat ex-changers are used. Instead, charge air
passes directly through valve enclosure 3251 and/or crankcase 3252
before entering port 3256. In a further embodiment, some or all of
the thermal insulation 3260 is omitted.
[0410] In order to better regulate engine temperatures to be as
close as possible to the maximum designed for, some form of
insulation is applied to at least one of the cylinder head, engine
block, valve cover, oil pan cover and/or similar components,
together with making the degree of coolant circulation
substantially infinitely variable and controllable, governed by
engine load and speed. In a selected embodiment, the exterior of an
engine is as far as possible covered with thermal insulating
material to restrict general radiation to a minimum, and the
maximum percentage of heat removed from the area about the
combustion chamber is via optionally variable and controllable
fluid heat transfer. The engine exterior insulation may take either
one or both of two basic forms. Firstly, a layer of thermally
insulating material is applied to the metal of the engine block or
other component. This layer may be sprayed on during the
manufacturing process, much as insulating material is sprayed onto
structural steel in buildings to provide fire resistance.
Alternatively, it may be some form of insulating mat which is
screwed or bolted or clipped to a component such as a block,
optionally in such a way that, by removing sections, insulation can
be adjusted to suit seasons, regional markets, application and use,
etc, and/or access is obtained to components mounted in or the
engine, such as injectors, glow plugs, spark plugs, etc. Secondly,
the engine component may have effectively infinitely variable
insulation by mounting it within a housing from which it is spaced,
with varying amounts of ambient air circulated through the space.
The circulation can be varied by providing variably sized air entry
and/or egress openings to the space. Circulation may be induced by
convection, by a variable speed fan, or by both. The housing may be
provided with removable covers to access components, apertures or
ports. Electrical wires and/or fuel lines may pass through the
removable covers in the housing, to connect to such as spark plugs,
glow plugs or fuel injectors. To change an injector for example, a
cover is removed to perhaps be slid along the fuel line
sufficiently for a tool to be inserted through the aperture or port
to disconnect the fuel line and to loosen and remove the injector.
By way of example, cross-section FIG. 495 and longitudinal section
FIG. 496 show very schematically an engine 3271 linked to a
transmission 3272, the engine having crankcase 3252 and valve
enclosure 3251, surrounded by a spaced and removable enclosure or
jacket 3273. At the lower front there is a openable and closable
flap 3276, with a similar flap 3277 at the upper rear. At low speed
and/or low load, the flaps are closed, and the air remains in
volume 3275, effectively acting as thermal insulation and, while
there, warning up. At high load and/or speed, the flaps are fully
open and the air passes through the volume 3275 past the sides of
the engine, as indicated by dashed arrows. The air movement is
either by convection, or alternatively fixed speed or variable
speed fans can be located at "A" and/or "B" to push air through
volume 3275, cooling the sides of the engine. Optionally, all or
part of this air can be directed to the charge air inlet.
Optionally enclosures or jackets similar to 3273, shown dashed at
3274, can be provided for crankcase cover 3252 and/or valve cover
3251 and/or transmission 3272. Optionally, cooling fins at selected
location on the head radiate heat into a valve cover enclosure, as
shown in FIG. 492 at 22, in volume 3251. Fuel lines or electrical
wiring or other tubes are passed through the jackets in any
convenient manner, including as shown below in FIG. 523. In
association with an insulated engine component, engine coolant
fluid is variably circulated, preferably at least partly by at
least one variable speed pump. Such a pump could be driven
mechanically by the engine by a CVT, or by a variable speed
electric motor. In a selected embodiment, coolant circulation is
only by convection under low load/low speed conditions, with a
variable speed pump cutting in as load and/or speed increases. In
another embodiment, major engine components each have independent
coolant circulation systems, each with its own pump, radiator,
hosing etc. For example, a cylinder block would be separately
cooled from the cylinder head, with coolant circulation separately
regulated for each separate component, such as cylinder head and/or
engine block, to maintain each component at its optimum
temperature. In addition to variable coolant circulation, the heat
dispersal from the coolant can be regulated by imam of a variable
speed fan blowing air at variable flow rate across a radiator. By
way of example, schematic FIG. 520 shows a section through an
engine having a cylinder head 1, through which valve stems 5
project mounted on an engine block 2 in which a piston 3
reciprocates in direction 11 to define a combustion chamber 4. The
cylinder head 1 has cooling fluid passages 6 which do not
communicate with the block and are linked to a first radiator 7.
The block has cooling fluid passages 8 which do not communicate
with the cylinder head and are linked to a second radiator 9. The
circulation is independently and variably maintained in each
cooling system to always keep the engine at close to its maximum
designed operating temperature. In a further embodiment, the engine
block does not have a cooling jacket but instead has depressions
communicating with cooling passages in a cylinder-head-based
cooling system, with the mass of the block so designed and
distributed that fluid flow through most of the block is not
required. By way of example, schematic FIG. 521 shows a section
through an engine having a cylinder head 1, through which valve
stems 5 project, mounted on an engine block 2 in which a piston 3
reciprocates in direction 11 to define a combustion chamber 4. The
cylinder head has coolant flow passages 6 linked to single radiator
7, and the head has depressions 9 aligned with the passages 6 in
the head. Optionally, cooling fins 10 are incorporated on portions
of the block 2.
[0411] In further embodiments, the principles of enclosure are
applied to one or more fuel delivery components in order to heat
the fuel. Generally, the hotter the fuel, the quicker combustion
and, if the fuel is liquid, vaporization will take place, so
enhancing engine performance. By way of example, FIG. 522 shows in
schematic cross-section a diesel high pressure pump 12 such is
typically mounted in the open space in the center of the engine 13
found between the banks of V-configuration engines. A casing 14,
optionally including thermal and/or acoustic insulating material,
is attached by fasteners, axes shown at 14a, to portion of engine
13. Low pressure fuel traveling in direction 15 in line 16, made of
material having good thermal conductivity, passes through the
casing and line 16 is then optionally coiled or otherwise folded
before connecting with pump 12. Optionally heat transfer fins are
placed on line 16. From the pump, fuel in high pressure waves in
lines 18 passes through the casing 14 to connect in direction 20
with individual injectors (not shown). Optionally lines 18 are
lagged with thermal insulation material 19 after they leave
enclosure 21. Because there is nor ambient air circulating in
enclosure 21 and because engine surfaces are radiating heat,
temperature in the enclosure will be much higher that of ambient
air, allowing the fuel during its passage along the optionally
lengthened travel path to absorb considerable heat energy, before
entering the pumps. In alternative embodiments, travel paths of
lines 18 are lengthened before they leave the enclosure, as shown
for line 16. In another embodiment, if the pump cannot tolerate
more elevated temperatures, a casing only covers line 16 up to its
connection to the pump and/or lines 18 from their connection to the
pump. Optionally apertures 22 in the casing are substantially
larger than needed for the lines, to facilitate line connections at
the pumps, with the holes filled by covers or collars that can be
slid along the lines. By way of example, schematic FIG. 523 shows
collar 23 in position sealing an aperture between thermally
insulating casing 14 defining heated enclosure 21 and line 18
having thermally insulating lagging 19. The collar is shown dashed
at 24 moved far up line 18 to permit work through the aperture.
[0412] When an engine is running at low speed and/or low load,
additional loading may be imposed to raise engine temperature. In a
selected embodiment, an energy accumulator or other engine or motor
engages with the main engine at low speed and or low load, or when
braking to help slow the engine or vehicle, and disengages when
more main engine work is required for non-accumulator or
non-secondary engine operation, or for steady operation or for
acceleration. The energy accumulator can be of any type, including
electrical batteries supplied by an electrical generator, a
variable pressure gas reservoir fed by a gas pump, a flywheel, etc.
In one embodiment, the accumulator is an electrical generator,
optionally charging batteries, optionally via a controller. In
another embodiment, the accumulator comprises a pump compressing
air into a pressurized charge reservoir, similarly to the
embodiments disclosed in relation to FIG. 11. This high pressure
charge is fed back to the main engine under selected operating
modes, such as acceleration or high load operation. When the
accumulator systems are engaged with the main engine during idle,
the new load imposed will cause main engine speed to drop, with any
charge gas passing through such as a crankcase and/or rocker cover
becoming hotter due to longer dwell times in such volumes, and when
it is disengaged idle speed will rise again. In a further
embodiment, the accumulator, such as an electrical generator, is
only engaged during braking and at low speed and/or load, and is
sized to meet all its requirements while substantially operating
only under those circumstances. In another embodiment suited to
vehicle and other applications, the accumulator is automatically
dis-engaged when a throttle pedal is depressed during idle. In many
engines, idle speeds are today set relatively high, to maintain
exhaust temperature and flow at the minimum required to maintain
proper operation of the exhaust emissions system, with consequent
increase in fuel use. In the above examples, the extra loading and
to a degree the extra heat generated, maintains proper emissions
system operation, and whatever fuel is used is at least partly
converted to useful work by the accumulator. Related technologies
are employed in hybrid vehicles as part of a duel prim mover system
(the IC engine and the electric drive motor); in the present
invention the operation of the accumulator is not governed by
hybrid drive considerations, but rather to a significant degree by
the need to raise engine load to maintain temperature at or close
to the maximum engine design temperature, and also during selected
operating nodes to assist in breaking the vehicle. An air
compressor for filling a high-pressure charge gas reservoir may be
electrically driven, either from a battery or from an electrical
generator, or by a combination of both. The electrical generator is
engaged during low load and/or low speed operation of the engine to
impose additional load on the main engine and so increase
temperature, its work used directly or indirectly at least partly
used to power the pump supplying the high-pressure charge gas
reservoir. Optionally the generator charges a battery, from which
energy can be drawn at any time to charge an accumulator, such as a
pump filling high-pressure gas reservoir and/or a flywheel. In a
selected embodiment, the accumulator has variable performance, that
is it absorbs varying amounts of main energy to store varying
amounts of energy. For example, the electric generator may be
linked to the engine by a continuously variable transmission (CVT),
whose gearing ratio is controllable. Initially on engagement with
the main engine it night absorb a small amount of energy and, by
varying the CVT ratio, it rapidly absorbs more energy. In another
embodiment, the mass usually built into one or more of the
components between crank shaft and transmission to cause such
component(s) to function as a flywheel is moved elsewhere to
another rotatable component, which is separately and variously
engagable and becomes the engine flywheel, now of variable
performance. This separate and variously engagable flywheel can be
located anywhere, including in the crankcase or outboard the
engine. In another embodiment, if a main energy accumulator is a
flywheel, the engine can be variably coupled to it, so that it can
also function as the engine flywheel. By variably coupled is meant
it can be engaged or disengaged, and/or when engaged it can be by
varying gear ratios. In alternative embodiments, in vehicles the
accumulator is also used to at least drive the vehicles. By way of
example, FIG. 494 shows very schematically an engine 3261 linked to
an electricity generator 3262 by a twin-cone-and-belt type CVT,
comprising two pairs of cones connected by an endless belt. The
cones 3264 on the engine are close together providing the belt with
a large diameter wrap-around there, while the pair of cones on the
generator are far apart providing the belt with a small diameter
wrap-around there. In that arrangement, the generator shaft on axis
3267 will turn much faster than the engine shaft on axis 3266, so
that the generator produces much electricity and imposes a
significant load on the engine. When the separations of the cones
of each pair are reversed, the generator shaft will turn much more
slowly than the engine shaft, producing little electricity and load
on the engine. Optionally, the generator can be entirely disengaged
from the engine by means of one or more clutches and/or belt
tensioners. In another embodiment, the principles of engagement
described for the generator are adapted for a flywheel, shown
dashed at 3262 a.
[0413] It is today difficult to net the new strictest mandatory
emissions levels, especially for NOx. The problems are especially
challenging for diesel engines. The latter have generally been run
lean, with air/fuel mixture ratios by mass running at between 20:1
and 30:1. The excess of air and therefore causes oxygen to combine
with nitrogen to form NOx. At stoichioment ratios, theoretically
there is just sufficient oxygen to combine with all the carbon,
with no oxygen left to combine with nitrogen, since the
carbon/oxygen reactions happen more quickly and take precedence
over the oxygen/nitrogen reactions. In the real world the
theoretical conditions are rarely attained but far less NOx is
produced than when running lean, at a given temperature. In a
further embodiment, the engines of the invention operate at or very
close to stoichiometric ratios for the particular fuel used, to
limit creation of NOx in the combustion chamber and in any exhaust
processing volume immediately downstream of the chamber. In a
further embodiment, the engines of the invention operate at or very
close to a constant air/fuel mixture ratio substantially under all
operating conditions. This can be done by twin throttling:
simultaneously increasing or decreasing both charge gas supply and
fuel supply in tandem, so that always the right mass of fuel for a
given mixture ratio is supplied to the charge gas actually in the
combustion chanter. The cross-sectional area of the charge gas
inlet can be controllably enlarged or reduced to match the increase
or reduction of fuel supply, including as disclosed herein in
relation to FIGS. 470 through 472. In further embodiments, when an
engine is operating at stoichiometric fuel/air ratios at low load
and/or low load and more work is produced than necessary for the
operating mode, such as idle, then any kind of accumulator can be
engaged, including as described herein, and the excess work at
least partly conserved or retrieved.
[0414] Variable valve actuation capability has many useful
applications, apart from increasing volumetric efficiency
throughout a wide speed range in naturally-aspirated engines. In
two-stroke engines, which are often force-aspirated, variation of
inlet valve actuation may be used to compensate for the reduced
charge-to-exhaust pressure differential required at lower speeds.
In all middle to high compression ratio engines, inlet valve
variation may be used to lower effective compression ratios during
cold start or idle. In engines where there would otherwise be too
much energy remaining in the exhaust gases, the variation of inlet
actuation may be used to cause some of the charge to be bled back
to an intake gas reservoir, so reducing effective compression
ratios, but maintaining expansion compression ratios. In a further
embodiment, variation of valve actuation is achieved by laterally
moving a shaft having a cam with variable profile against a fixed
follower. In another embodiment, variation of valve actuation is
achieved by laterally moving a cam follower relative to a shaft
having a cam with a variable profile. Examples of these embodiments
are given in the disclosures relating to FIGS. 46 through 51. In
further embodiments, where appropriate any of the features and
disclosures herein relating to advanced and/or un-cooled engines
are adapted to more conventional cooled engines having neral
blocks, including any of the features and disclosures relating to
exhaust gas treatment, charge gas management and fuel delivery,
including those relating to FIGS. 183 through 320. For example the
gas reservoirs of FIGS. 270 through 272 may be used to store charge
air and/or exhaust gas for later re-circulation, at any convenient
pressure, and may be mounted in any convenient location in relation
to any system, including such as fixedly mounted electricity
generator or pumping sets.
[0415] It is proposed to briefly describe those materials which are
in general suitable for the high temperature and/or mechanical
requirements of the pumps, compressors and IC engines of the
invention, and to also describe materials particularly suitable to
the filamentary matter in particular. If the reciprocating device
is a pump or compressor, any suitable material may be used,
including those mentioned here in connection with other
applications and those presently used for pumps and compressors.
The invention in any of its embodiments may be made of any suitable
material, including those not mentioned here and those which will
be devised, discovered or developed in the future. Among the
material suitable for use in engines are the high-temperature
alloys known as "super alloys," usually alloys based on nickel,
chrome and/or cobalt, with the addition of hardening elements
including titanium, aluminum and refractory metals such as
tantalum, tungsten, niobium and molybdenum. These super alloys tend
to form stable oxide films at temperatures of over 700.degree. C.,
giving good corrosion protection at ambient temperatures of around
1100.degree. C. Examples include the Nimonic and Iconel range of
alloys, with melting temperatures in the 1300.degree. to
1500.degree. C. range. At colder temperatures of up to 1000.degree.
C. and perhaps higher, certain special stainless steels may also be
used. All may be reinforced with ceramic, carbon or metal fibers
such as molybdenum, beryllium, tungsten or tungsten plated cobalt,
optionally surface activated with palladium chloride or any other
appropriate coating or film. In addition, and especially where
reinforcement capable of oxidizing is not properly protected by the
matrix, the metal may be face hardened. Non metal fibers or
whiskers (often fibers grown as single crystals) such as
sapphire-aluminum oxide, alumina, asbestos, graphite, boron or
borides and other ceramics or glasses may also act as reinforcing
materials, as can certain flexible ceramic fibers. Materials,
including those used as filamentary matter, may be coated with
ceramic by vapor deposition techniques. Ceramics materials are
especially suited to the manufacture of pumps or compressors which
process corrosive materials, and of engine piston and cylinder
assemblies, as well as engine or reactor volume housings,
inter-members and opening linings, because of their generally lower
thermal conductivity and ability to withstand high temperatures.
Suitable materials include ceramics such as alumina,
alumina-silicate, magnetite, cordierite, olivine, fosterite,
graphite, silicon nitride, some carbides such as silicon carbide;
glass ceramics including such as lithium aluminum silicate,
cordierite glass ceramic, "shrunken" glasses such as borosilicate
and composites such as sialones, refractory borides, boron carbide,
boron silicide, boron intride, etc. If thermal conductivity is
desired, beryllium oxide and silicon carbide may be used. These
ceramics or glasses may be fiber or whisker reinforced with much
the same material as metals, including carbon fiber, boron fiber,
with alumina fibers constituting a practical reinforcement,
especially in a high-alumina matrix (the expansion coefficients are
the same). It is the very high alumina content ceramics which today
might be considered overall the most suited and mast available to
be used in the invention generally. The ceramic or glass used in
the invention may be surface hardened or treated in certain
applications, as can metals and often using the same or similar
materials, including the metal borides such as of titanium,
zirconium and chromium, silicon, etc. Where silicon nitride or
other non-oxide ceramics are used in high-performance or long-life
engines, or pumps or compressors processing corrosive materials,
the surfaces exposed to the worked fluid may be coated with an
oxide such as silica, to prevent the base materials surface forming
oxides over time and possibly degrading. The filamentary material
in the reaction volumes may be made of metals, preferably smoothed
and rounded to avoid undue corrosion, or of ceramics or glasses.
Other materials which may be particularly suitable once they are in
full commercial production are boron filaments, either of pure
boron or compounds or composites such as boron-silica, boron
carbide, boron-tungsten, titanium diboride tungsten, etc. The
material, especially if ceramic, may easily and conveniently be in
the form of wool or fibers, and many ceramic wool or blanket type
materials are today manufactured commercially, usually of
alumina-silicate, and could readily be adapted to the invention.
Such ceramic wool could also be used as a jointing material either
alone or as a matrix for a more elastomeric material such as a
polymer resin. The material may either be such to have catalytic
effect, as in the case of many metals and some ceramics such as
alumina, or a surface having catalytic effect may be mounted or
coated on a base material, such as ceramic. High temperature
lubricants may be necessary for some moving parts, and may be
applied either as a liquid or as material coated onto or doped into
the surface of a component. They may comprise conventional oil
products, or less usual materials such as boron nitride, graphite,
silicone fluids and greases, molybdenum compounds, etc. For perhaps
the less direct mechanical applications, polymers may be employed
Silicones have already been mentioned as being suitable in rubber
form for the expansible bellows of the gas reservoirs, and may also
be used structurally in harder, resinous form Resins suitable
include those of the phenolic family (eg polytetrafluoroethelyne)
and boron-containing epoxy resins. Other polymers suitable are for
example the boranes, such as decaborane silicones containing
un-carborane and other silicon-boron groups. These polymers may be
reinforced with any whisker or fiber, including those mentioned
above. Any appropriate materials can be used for the various
structures and components of the vehicles, aircraft, the marine
craft and the transmissions of the invention, including any in use
for such applications today. In selected embodiments, much or most
of marine craft, including the underwater portions of hydrofoil
craft, are constructed of stainless-type metal alloys, including
non-rusting alloys and those referred to above. Under water marine
drive components, such as propulsion devices including propellers
and impellers, turbine stages, hydrofoil and flap actuating
mechanisms, are in selected embodiments made of stainless-type
metal alloys, including non-rusting alloys and those referred to
above, and/or alloys including bronze and copper.
[0416] The components and features shown in the Figures are drawn
in no particular proportion and at no particular scale relative to
one another and serve merely to illustrate the principles and
concepts described herein. The different concepts, features and
innovations of this disclosure can be combined in any way. For
example, any single combustion chamber can be deployed each side of
a guide system or a conventional crankshaft. Any combination of
combustion chambers can be arranged each side of the above
mentioned drive or guide devices, the numbers of the chambers and
their configuration not necessarily being the same on each side. In
a further example, the combustion chamber grouping of FIGS. 110 and
111 can be arranged on one side or either side of a different drive
system, or a power take-off (FIG. 157). Separate retractable guide
systems can be associated with each of the differently sized
chambers, either the largest or smallest chamber closest to the
drive, to provide engines having three or six toroidal combustion
chambers of three different sizes. In a further example, the
combustion chamber and pumping chamber combination of FIG. 161 can
be arranged on one or both sides of a crankshaft. Generally, it
will be sensible to group combustion chambers in coaxial pairs,
with each of a pair on opposite sides of a central flange forming
part of a reciprocating system, and/or each side of a more or less
centrally located guide system(s) or crankshaft(s). However,
multiple chambers need not be either equal or coaxial, and could be
deployed in any fashion about a crankshaft or other drive or guide
system. Where appropriate, "sinusoidal" toroidal chambers may be
used, such as are shown in FIGS. 138 through 144, for example,
instead of the "regular" toroidal chambers generally illustrated.
The "regular" toroidal chambers may be defined as surrounding or
containing within them a component, which just reciprocates, or
which both reciprocates and is caused to rotate by a guide system
"Sinusoidal" toroidal chambers may be defined as having opposing
surfaces, each of which are not on a straight plane but have a
three dimensional form of regular configuration. By regular, it is
meant that an entire surface has a form consisting of a sub-form
which repeats (but the sub-form may also comprise the whole form in
special cases), this sub-form or whole form having a wave-like
configuration, the wave being defined by the sine curve or any
other mathematical formula, and it may be regular or irregular.
Here, wave form is meant to include a series of apexes linked by
substantially straight lines or planes. Crankshafts can be used
singly in any location or they can be used in multiples, as shown
schematically in FIGS. 20 to 32. Toroidal combustion chambers or
pumping volumes can be used in combination with non-toroidal
combustion or pumping chambers.
[0417] The discussions, disclosures and recital of features above
referred to engines using air as a charge gas. Where appropriate,
in further embodiments any feature of the inventions disclosed
herein is employed in engines using other charge gases, including
hydrogen peroxide. Any or all of the embodiments described in this
disclosure may be used in any combination with each other, and the
features of the invention incorporated in any practical and
convenient manner, in any type of pump compressor or IC engine, in
turn incorporated in any type of mechanism, system, vehicle, marine
craft or aircraft. For example, in order to illustrate the
principles, the cams and followers have generally been shown as
solid, but these may be of any materials or construction, including
hollow, built-up, of pressed sheet, formed tube, etc, appropriate
to any scale of working chamber or mechanism, for example in the
case of IC engines, from model airplane or lawn mower to giant
marine applications. For simplicity's sake, many illustrations in
this disclosure show cylinder assemblies, piston/rod assemblies and
other components as of one piece, but in constructional practice
the cylinder assembly can comprise multiple pieces, optionally
assembled around a piston, which in turn may be an assembly of
multiple pieces. Similarly, many of the injector and other
components shown as of one piece may comprise assemblies of
multiple pieces. Constructions are described in their basic
embodiments, without consideration of possible refinements. As
examples, single chamber multiple fuel delivery points may be
activated sequentially to induce controlled turbulence, a
"stretched circle" bearing may be replaced by an elastomeric device
in the tensile/compressive crank link or its bearing. The various
constructional details described can be combined in any way, to
produce pumps, compressors and IC engines for a wide variety of
applications. For example, where the highest power to bulk or mass
is not required, a four-stroke engine with a relatively low speed
may be used. Where a lack of vibration is important (eg generating
engines in research or science environments), a two-stroke engine
having "elastic" tensile/compressive crank link may be employed,
where work is continually done by each piston on both cranks,
providing an exceptionally smooth supply of power. If crankcase
size is limited, the "stretched circle" gas crank bearing with
compressive/tensile link may be used. With these designs,
dimensional variations can be accommodated in the bearing, so
permitting crank throw diameter to equal or even be less than the
stroke. Most engines will be direct injected (the high temperatures
will tend to cause pre-detonation or knocking in carburetor or
indirect injection engines), so will be able to use virtually any
fuel. Where applicable, any or all of the features disclosed herein
may also be applied to the exhaust gases from any other source of
combustion, including an external combustion engine, such as the
Stirling engine or the Rankine cycle engine, or to industrial
combustion processes, including fluid bed combustion, continuous
combustion processes including those using fossil fuels such as
coal or gas. It is emphasized that the illustrations herein serve
show principals of the invention and examples of how the inventions
can be embodied and, that in individual Figures, none of the
features are shown at any particular scale relative to one another.
Hopefully the foregoing has shown by way of example that the
various features described can be combined in any way to produce a
complete new generation of more efficient pumps, compressors,
internal combustion engines including compound engines, surface
vehicles, aircraft, marine craft and transmissions.
INDUSTRIAL APPLICABILITY
[0418] The overall objectives of the inventions disclosed herein
are broadly twofold. A first objective is to reduce the
environmental cost of pumps, compressors and IC engines through
simplification, by reduction of materials needed for production of
each unit, and by making such machines longer-lasting and more
reliable. A second and perhaps more important objective is to
substantially reduce fossil and other fuel consumption and output
of emissions, including CO2. The inventor does believe that global
warning is taking place, that it is substantially caused by human
CO2 production over the last two hundred years or so, and that
today it is essential to reduce CO2 emissions as far and as quickly
as possible. Disclosed herein are improved engines which are much
more efficient than today's engines, helicopters and fixed-wing
aircraft using such engines, marine craft which require less energy
to propel through water per unit of load and speed, and a
continuously variable transmission for high load applications which
will reduce combined engine/transmission fuel use. All of the
innovations herein can be readily embodied in volume-manufactured
products, and it is the inventor's intention to ensure that as many
products as possible, which incorporate all or part of the features
disclosed, are put into production as soon as possible, to reduce
energy consumption, to reduce CO2 emissions, and to reduce the
environmental cost of manufacturing such products.
* * * * *