U.S. patent application number 14/545996 was filed with the patent office on 2016-01-28 for thermal engine using noncombustible fuels for powering transport vehicles and other uses.
The applicant listed for this patent is Michael Mark Anthony. Invention is credited to Michael Mark Anthony.
Application Number | 20160024924 14/545996 |
Document ID | / |
Family ID | 55166338 |
Filed Date | 2016-01-28 |
United States Patent
Application |
20160024924 |
Kind Code |
A1 |
Anthony; Michael Mark |
January 28, 2016 |
Thermal engine using noncombustible fuels for powering transport
vehicles and other uses
Abstract
A thermal engine includes an expansion fluid pump which propels
water from an expansion fluid tank into an electrolytic cell having
an anode and a cathode, which generates a quantity of oxyhydrogen
from the water; and propels the oxyhydrogen into one of an engine
cylinder and an exhaust chamber, whereupon oxyhydrogen propelled
into the cylinder expands abruptly into steam in the intake chamber
to increase pressure within the cylinder and thereby enhance
thermal engine power, and oxyhydrogen propelled into the heat
exchanger cools the water vapor back into liquid water, which
generates a vacuum within the exhaust chamber to increase the power
of the thermal engine.
Inventors: |
Anthony; Michael Mark;
(Hohenwald, TN) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Anthony; Michael Mark |
Hohenwald |
TN |
US |
|
|
Family ID: |
55166338 |
Appl. No.: |
14/545996 |
Filed: |
July 15, 2015 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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12380626 |
Mar 2, 2009 |
8186160 |
|
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14545996 |
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Current U.S.
Class: |
60/531 |
Current CPC
Class: |
F02B 53/02 20130101;
C25B 1/04 20130101; F01B 23/02 20130101; F01B 17/04 20130101; Y02T
10/17 20130101; Y02E 60/366 20130101; F01B 23/08 20130101; Y02T
10/12 20130101; Y02E 60/36 20130101; F01B 31/26 20130101; F02B 5/00
20130101; F01B 29/06 20130101; F01K 21/02 20130101 |
International
Class: |
F01B 17/04 20060101
F01B017/04; C25B 1/04 20060101 C25B001/04; F01B 31/26 20060101
F01B031/26; F01B 23/02 20060101 F01B023/02; F01B 23/08 20060101
F01B023/08 |
Claims
1. A thermal engine, comprising: an electrolytic cell containing an
anode and a cathode and being connected to an electric power
source; an engine block fluidly connected to said electrolytic cell
and including a cylinder and a piston slidably retained within said
cylinder to define an expansion chamber and including an intake
chamber and an exhaust chamber; a heat exchanger fluidly connected
to said engine block; said heat exchanger being fluidly connected
to an expansion fluid tank; and an expansion fluid pump being
fluidly connected to said expansion fluid tank; wherein said
expansion fluid pump is fluidly connected to said electrolytic
cell; said electrolytic cell, said engine block, said heat
exchanger and said expansion fluid pump together defining a looped
fluid flow path; such that said expansion fluid pump propels water
from said expansion fluid tank into said electrolytic cell, which
generates a quantity of oxyhydrogen from the water; and propels
said oxyhydrogen into one of said expansion chamber and said
exhaust chamber, whereupon oxyhydrogen propelled into said intake
chamber and said expansion chamber expands abruptly into steam in
said expansion chamber to increase pressure within said expansion
chamber and thereby enhance thermal engine power, and oxyhydrogen
propelled into said heat exchanger cools the water vapor back into
liquid water, which generates a vacuum within said exhaust chamber
to increase the power of the thermal engine.
2. A thermal engine comprising: an engine block fluidly connected
to an electrolytic cell and including a cylinder and a piston
slidably retained within a cylinder to define an expansion chamber
and including an intake chamber and an exhaust chamber.
Description
FILING HISTORY
[0001] This application is a continuation-in-part of application
Ser. No. 13/506,943 filed on May 25, 2012, which is a
continuation-in-part of application Ser. No. 12/380,626, filed on
Mar. 2, 2009, issuing into U.S. Pat. No. 8,186,160 on May 29,
2012.
BACKGROUND OF THE INVENTION
[0002] 1. Field of the Invention
[0003] The present invention relates generally to the field of
engines that convert thermal energy into mechanical energy. More
specifically the present invention relates to a thermal engine such
as for powering a vehicle, and preferably a train or a motorcycle,
including a cylinder and a piston having a piston head and a piston
crank and an insulated thermal battery including at least a thermal
mass such as a metal block for storing and retaining heat to cause
expansion fluid to expand inside the a cylinder expansion chamber
between the cylinder head and the piston head to drive a
crankshaft.
[0004] In its most basic form, as mentioned above generally, the
thermal engine incorporates several conventional engine elements
including an engine valve block cover sealingly mated to an engine
valve block which is sealingly mated to an engine block which in
turn is sealingly mated to an oil sump. The engine block has a
cylinder chamber within which a piston head is slidably and
sealingly retained to form a variable volume cylinder expansion
chamber between a piston head and the engine valve block, said
engine valve block having a intake valve port with a intake valve
and having an exhaust valve port with an exhaust valve; the intake
valve port being fluidly connected to an intake chamber within the
valve cover for receiving expanded fluid from the thermal battery,
said exhaust valve port being fluidly connected to an exhaust
chamber for removal of exhausted expanded fluid; a crankshaft
mechanically linked to the piston head opposite the engine valve
block by a piston crank, a cylinder valve operating means
preferably comprising a cam shaft and cams mounted thereon, said
cam shaft preferably driven by the torque of a drive shaft. The
engine further comprises a coolant pump and a coolant radiator for
circulating engine coolant through the engine block for cooling the
engine such as a mixture of ethylene glycol and water; an engine
starting means connected to the drive shaft; a thermal battery
consisting of a contiguous thermal battery vacuum case within which
is contained a sealed thermal mass chamber for storing a thermal
mass, a heat transfer fluid chamber in fluid communication with the
thermal mass chamber. The engine further comprises an expansion
fluid tank and an expansion chamber; an expansion fluid pump for
delivering expansion fluid from the expansion fluid tank into the
expansion chamber; a heat transfer fluid blower in fluid
communication with the heat transfer fluid chamber for blowing a
heat transfer fluid such as air through said thermal mass chamber
for uniform heat removal and transporting said heat transfer fluid
to an expansion chamber; the expansion chamber receiving expansion
fluid from the expansion fluid pump to circulate therein and
receive heat from the heat transfer fluid through the heat transfer
fluid passageways within said expansion chamber, to uniformly heat
and expand expansion fluid, from a liquid phase to an expanded
fluid in the vapor phase to transmit and accumulate pressurized
expanded fluid vapor into the intake chamber. As a result, when the
engine starting means turns the drive shaft, the expansion fluid
pump delivers a quantity of expansion fluid into the expansion
chamber, and further, the heat transfer fluid blower blows heat
transfer fluid through the thermal mass chamber to receive heat
from the thermal mass and transport it to heat transfer fluid
passageways in the expansion chamber to exchange said heat with the
expansion fluid and causing expansion fluid to expand into a vapor
and become expanded fluid. When the piston head is at top dead
center of the cylinder chamber a cylinder valve operating means
opens the intake valve and expanded fluid vapor is passed through
the intake valve port into the cylinder expansion chamber to
generate pressure and drive the piston head from top dead center to
bottom dead center. The piston head motion generates a force
transmitted by the piston crank to turn the crankshaft and generate
mechanical power using the thermodynamic potential of the expanded
fluid vapor, so that when the piston head is at bottom dead center
the drive force generated on the drive shaft causes cylinder valve
operating means to close the intake valve and to open the exhaust
valve and causes expanded fluid vapor to exit through exhaust valve
port into the exhaust chamber for removal of exhaust expanded fluid
as the piston head rises to top dead center passing expanded fluid
vapor into a first heat exchanger path to exchange heat with the
engine coolant passing through a hydraulically separate second heat
exchanger path in the heat exchanger so that the engine coolant
receives heat and cools and condenses the expanded fluid vapor back
into expansion fluid and to advantageously generate a negative
vapor pressure to assist and pull the piston head back to top dead
center to repeat the cycle. A flow check valve on the heat
exchanger output prevents back flow of condensate to maintain a
negative pressure. The thermal engine further includes an expansion
fluid tank to receive condensed expansion fluid from the heat
exchanger, an expansion fluid pump for pumping expansion fluid from
the expansion fluid tank back into the thermal mass expansion fluid
passageways to repeat the process.
[0005] The cylinder valves include an intake valve fluidly
connected to the cylinder expansion chamber of the engine to
control the flow of expanded fluid into the cylinder expansion
chamber and an exhaust valve fluidly connected to the cylinder
expansion chamber of the engine to control the flow of expanded
fluid out of the cylinder expansion chamber. A cylinder valve
operating means preferably includes a camshaft and push rods and
alternatively an electronic solenoid cylinder valve actuation
means. In the case when a camshaft is used, the intake and valve
exhaust valve ride on cams along the camshaft which forces them to
open and close against a cam spring compression force in a
conventional fashion of existing engines; and alternatively an
electronic solenoid cylinder valve actuation means may be used
without a cam shaft to electronically operate the intake valve and
the exhaust valve in a cyclic sequence that is in phase with the
positions of the pistons in relation to the cylinder expansion
chamber. A flywheel is attached to the drive shaft connected to one
end of the crankshaft preferably extends out of the crankcase
through a shaft port to transmit the thermal engine power in the
form of torque to any desired mechanical load such as a
vehicle.
[0006] In the closed cycle format of the invention, the expansion
fluid delivery means preferably is an expansion fluid pump or
simply gravity in the case of a small engine. In the case of an
open cycle format of the present invention, the expansion fluid
delivery means alternatively consists of pressurizing the expansion
fluid tank to pump out expansion fluid into the expansion fluid
passageways by pressure. In the closed cycle format, no expansion
fluid is lost and the same quantity of expansion fluid remains in
the engine cycle in vapor and liquid phase and is reused over and
over again by means of condensation. In the case of an open cycle
format the expanded fluid is exhausted into the atmosphere.
[0007] In general operation of the closed cycle engine, heat is
generated and stored in the thermal mass by one of several means.
The first preferred means is by passing electric current through
resistive heating elements embedded in the thermal mass for a
period of time and the second alternative means is by imposing
radiation heater elements such as from infrared heating elements
embedded in the thermal mass, and the third preferred means is by
using an electric current to electrolyze water to generate Hydrogen
and Oxygen within a water stream which are then combusted inside
the thermal mass to generate heat. The fifth preferred means is by
using electromagnetic induction heating means on the thermal mass
for a period of time, and the fourth preferred means is by using a
radiative element such as thorium to continuously heat the thermal
mass.
[0008] The thermal engine is started by switching on an electric
engine starter and alternatively by turning on an expansion fluid
pump and switching on the heat transfer blower by means of an
electronic ignition switch which pumps a quantity of expansion
fluid from an expansion fluid tank through a bypass control valve
and then through a flow regulator. The bypass control valve allows
a predetermine amount of the expansion fluid to flow through a flow
regulator and then into the expansion fluid passageways while
bypassing excess expansion fluid back to an expansion fluid storage
tank. The heat transfer fluid blower blows heat transfer fluid such
as air or helium through the thermal mass chamber to receive heat
from the thermal mass and transport said heated heat transfer fluid
into the heat transfer fluid passageways in the expansion chamber
and to exchange heat with the expansion fluid.
[0009] The flow regulator allows only the prescribed amount of
expansion fluid to pass into the expansion fluid passageways and
the heat stored in the heat transfer fluid from the thermal mass
causes expansion fluid to expand by a phase change into expanded
fluid to generate pressure in the intake chamber. The turning of
the crankshaft causes the piston head to move and when it rises to
top dead center, the cylinder valve operating means causes the
intake valve to an open while causing the exhaust valve to close.
The pressurized expanded fluid in the intake chamber rushes through
intake valve port into the cylinder expansion chamber and pushes
the piston head to bottom dead center position turning the
crankshaft and thereby causing cylinder valve operating means to
close the intake valve and also open the exhaust valve causing the
piston head to return to top dead center position using the
momentum stored in a flywheel and allowing the expanded fluid to
exit the cylinder expansion chamber into the exhaust chamber
through exhaust valve port.
[0010] In the closed cycle format, the expanded fluid exhausted
from the exhaust port of the engine is transported through the open
exhaust valve through an exhaust tube to an engine radiator to be
cooled by a radiator fan. The cooler expansion fluid and any
expanded fluid remaining as gas is then passed through a first heat
exchanger path in a heat exchanger and at the same time the
recirculate expansion fluid is passed through is passed through a
second heat exchanger path in the heat exchanger that is in maximal
thermal contact with the first heat exchanger path to exchange heat
and cool the expanded fluid back to expansion fluid. Alternatively
air can be used to blow through the second heat exchanger path in
the heat exchanger to exchange heat and cool the expanded fluid and
expansion fluid mixture back to expansion fluid. Thus the expansion
fluid can act as coolant to remove and recover heat from the
expanded fluid and use the heat thus removed to reheat the
expansion fluid to keep it at an operating temperature close to the
boiling point. Advantageously, a radiator fan may be driven by the
engine crank shaft and alternatively by an electric motor to remove
heat from the engine radiator by means of passing air through the
engine radiator fins and directing said air back over the engine
block to reheat the engine block to a temperature close to the
boiling point of the expansion fluid. Thus very little heat from
the thermal battery is lost to atmosphere.
[0011] In the open cycle format of the invention the expanded fluid
may be exhausted directly to atmosphere from the exhaust tube. In
the closed format of the invention, the heat exchanger cools the
expanded fluid vapor back into expansion fluid and a check valve at
the end of the exhaust tube generates a vacuum within the exhaust
chamber to increase the power of the thermal engine since when the
exhaust valve port opens the negative pressure in the cylinder
expansion chamber will, in addition to the energy stored in the
flywheel, cause the piston head to rapidly return by negative
pressure to top dead center position. This adds more power to the
thermal engine since the invention essentially teaches the use of
expansion fluid in both its pressurized vapor expanded fluid form
and its vacuum condensate state to push and return the piston head
from top dead center position to bottom dead center position and
back to top dead center position. This vacuum assistance is
possible in both the open cycle format and the closed cycle format
if the exhausted expanded fluid is passed through a long enough
exhaust tube before being exhausted to atmosphere. In such a case,
the rapid cooling of the expanded fluid in the exhaust tube causes
the expanded fluid to undergo a phase change from the vapor phase
to the liquid phase and such rapid condensation results in a vacuum
being generated momentarily in the exhaust chamber. Thus, by
adjusting the amount of heat exchanger area and capacity and the
length of the exhaust tube, it is possible to regulate the timing
of the vacuum formed with the motion of the piston head as moves
from top dead position center to bottom dead center position and
then back to top dead center position.
[0012] In the closed cycle format of the invention, an expansion
fluid pump pumps a pressurized quantity of expansion fluid from an
expansion fluid tank through an excess bypass control valve and
then through a flow regulator. The bypass control valve allows a
predetermine amount of the expansion fluid to flow through the flow
regulator into the expansion fluid passageways of the thermal mass
while bypassing excess expansion fluid as recirculate expansion
fluid through the second heat exchanger path and then back to an
expansion fluid storage tank. The flow regulator allows only the
prescribed amount of expansion fluid to pass into the expansion
fluid passageways to expand by a phase change into expanded fluid
to generate pressure when the thermal mass exchanges heat with the
expansion fluid within the thermal mass. This pressure is then
transmitted into the intake chamber. Advantageously, the flow
regulator can be mechanically actuated by a manually actuated pedal
to open or close the flow regulator and allow the variation of the
quantity of expansion fluid that is fed as fuel into the expansion
fluid passageways. Since the flow regulator determines the amount
of expanded fluid that will be generated by the thermal mass,
regulating the bypass control valve determines the power of the
engine. When the piston head is at top dead center of the cylinder
chamber the intake cam shaft rotates such that a cam opens the
intake valve and expanded fluid vapor is passed through the intake
valve port into the cylinder expansion chamber to generate pressure
and drive the piston head from top dead center to bottom dead
center, and the piston head motion generates a force transmitted by
the piston crank to turn the crankshaft and generate mechanical
power using the thermodynamic potential of the expanded fluid
vapor; and when the piston head is at bottom dead center the
cylinder valve operating means closes intake valve closes and at
the same time opens the exhaust valve to cause expanded fluid vapor
to exit through exhaust valve port into the exhaust chamber for
removal of exhaust expanded fluid as the piston head rises to top
dead center again causing expanded fluid vapor to enter into the
radiator through the exhaust tube through a check valve and then
into the first heat exchanger path to exchange heat with either
recirculate expansion fluid or alternatively air passing through a
second heat exchanger path and to cool and condense the expanded
fluid vapor back into expansion fluid and to advantageously
generate a negative vapor pressure to assist and pull the piston
head back to top dead center to repeat the cycle. Alternatively in
the open cycle form, the expanded fluid can exit the cylinder
expansion chamber through the exhaust tube to bypass the heat
exchanger and be expelled directly to atmosphere. The piston head
freely returns to top dead center by the continued angular
momentum, the rotation of the crankshaft and flywheel and allowing
the remaining elements of the expanded fluid out of the cylinder
into the exhaust chamber to cool and generate a negative pressure
of vapor condensation so that the cycle can continuously repeat
until stopped. To stop the cycle, the expansion fluid pump is
simply cut off and the flow to the flow regulator is simply closed
off to stop the flow of expansion fluid into the expansion
chamber.
[0013] At close to bottom dead center the turning of the
crankshaft, the momentum stored in the flywheel, and the negative
pressure of vapor condensation causes the piston head to rapidly
move back towards top dead center to repeat the cycle and to causes
the intake valve to close while causing the exhaust valve to open
to repeat the cycle. Advantageously, the recirculate expansion
fluid is pumped through a first heat exchanger path to absorb
otherwise wasted heat directly from the expanded fluid by
exchanging heat with air or as it exits the expansion cylinder.
This allows unused heat from the expanded fluid to be absorbed by
the expansion fluid and recirculate expansion fluid before
expansion fluid renters the thermal battery and before the
recirculate expansion fluid is returned to the expansion fluid
storage tank. The recirculate expansion fluid can be mixed in with
the expanded fluid within the exhaust tube so that their mingling
will condense the expanded fluid rapidly back to expansion fluid.
Alternatively, the recirculate expansion fluid can be passed
through a condensate return tube channeled through the interior of
the exhaust tube to exchange heat with the expanded fluid and then
removed from the exhaust tube and taken to the expansion fluid
storage tank. Further, condensate expansion fluid from condensed
expanded fluid inside the exhaust tube can be removed by means of a
vapor trap such as a steam trap to be pumped to rejoin the
expansion fluid in the expansion fluid storage tank.
[0014] If more heat needs to be removed from the expanded fluid in
the exhaust tube, then a separate path for an engine coolant can
also be passed through the interior of the exhaust tube to allow an
engine coolant to absorb more heat from the expanded fluid.
[0015] The condensate and recirculate expansion fluid are combined
and transported to the expansion fluid storage tank to be reused
again. The surface area of the heat exchanger is substantial and it
is calculated to be sufficient to condense the exhausted expanded
fluid before it exist the heat exchanger. The engine coolant is
pumped to the engine block to reheat the engine block.
[0016] Unlike conventional engines that require heat to be removed
from the engine block, the present invention admits to reusing the
engine coolant thermal energy to reheat the engine block. The
engine coolant is pumped by a coolant pump through the heat
exchanger and then through the engine block, then through the
engine radiator, to remove heat from the engine coolant and use the
heat thus removed to reheat the engine block to keep it at an
operating temperature substantially close to the boiling point of
the expansion fluid. Advantageously, a radiator fan may be driven
by either the electric power from a battery or by means of the
engine crank shaft to remove heat from the engine radiator by
passing air through the engine radiator fins and directing said air
back over the engine block to reheat the engine block to a
temperature substantially close to the boiling point of the
expansion fluid. It is important that the radiator fan speed and
air CFM capacity be properly specified to just remove heat from the
radiator and impose and distribute said heat unto the engine block
and not necessarily to cool the engine block. Thus the radiator fan
must be specified with a thermostat that activates the fan only
when the engine coolant temperature is close to the boiling point
of the expansion fluid. Thus minimal heat from the thermal battery
is lost as wasted heat to atmosphere during the operation of the
engine. A negative pressure will be generated inside the heat
exchanger by the rapid condensation of the expanded fluid back to
expansion fluid and caution must be exercised to make sure that the
fluid circuits and the heat exchanger can handle a negative
atmospheric pressure.
[0017] Advantageously, the recirculate expansion fluid could be
directly sprayed inside of the exhaust tube to mingle and condense
the flowing expanded fluid into its liquid form again. This ensures
maximum use of the heat wasted from the exhausted expanded fluid
from the engine. The condensed expansion fluid, expanded fluid and
the recirculate expansion fluid could also be returned together
through the heat exchanger for further condensation of expanded
fluid. The condensate and the expansion fluid thus obtained can
then be recirculated as recirculate expansion fluid back to the
expansion fluid storage tank.
[0018] In the case of a vehicle such as a car, the flow regulator
is controlled by a foot pedal and cabling or by electronic means to
regulate the amount of expansion fluid that is fed to the expansion
chamber for expansion. This in turns regulates the power of the
engine. Generally, an electric expansion fluid pump is used to
cut-off the flow completely when the ignition is turned off and the
engine power is turned off. During normal operation, the bypass
valve and flow regulator are designed to have a minimum pass
through for the expansion fluid so that the engine can idle at low
speeds.
[0019] A pressure sensor attached to read the pressure of the
expanded fluid in the expansion chamber can be used to sense the
pressure of the expanded fluid in the expansion chamber to cutoff
the flow of expansion fluid from the expansion fluid pump to
maintain the pressure of the expanded fluid at a preset maximum
value and to turn on the flow from of expansion fluid pump to
maintain the pressure of the expanded fluid at a preset minimum and
maximum pressure.
[0020] Further, the thermal battery has a temperature sensor and
charge regulator for controlling the thermal mass heating means and
thus control the temperature of the maximum and minimum
temperature-charge of the thermal mass.
[0021] In the case when the thermal battery is used in an electric
train for example, electricity can be charged into the thermal mass
heating means of the thermal mass through conventional electric
tracks so that the thermal mass can continuously be heated during
operation. In the case of road vehicles, it is possible to place
induction chargers directly beneath the road to directly recharge
the thermal mass during motion as the vehicle passes over the
induction chargers. It is important that thermal blankets and other
means be used to prevent loss of heat from the entire engine block,
the thermal battery and the expansion fluid tank and other heated
parts such as the exhaust tube.
[0022] In one form of the invention, the expansion fluid is an
electrolyte such as water. An expansion fluid pump pumps a
pressurized quantity of expansion fluid from an expansion fluid
tank through an excess bypass control valve and then through a flow
regulator. The bypass control valve allows a predetermined amount
of the expansion fluid to flow through the flow regulator into the
expansion fluid passageways of the thermal mass while bypassing
excess expansion fluid as recirculate expansion fluid through the
second heat exchanger path and then back to an expansion fluid
storage tank. The flow regulator allows only the prescribed amount
of expansion fluid to pass through an electrolysis chamber before
it enters the thermal mass passageways. An electric current is used
to generate Oxyhydrogen, a mixture of hydrogen (H.sub.2) and oxygen
(O.sub.2) gases within the electrolyzer therein. Oxyhydrogen is
also sometimes referred to as Brown gas or HHO. While it is known
that Oxyhydrogen gas can explode to form steam when at the
stoichiometric ratio of its components oxygen and hydrogen, it can
also implode to form water. However, no prior art describes how to
cause the Oxyhydrogen gas to remain as autoignited steam for use as
a power generator. A lot of literature has been published on the
phenomena of heat and explosion generation from Oxyhydrogen gas.
However, the present inventor has investigated the claims made for
the use of Oxyhydrogen gas as an over unity power generation means
and found them to be false. The amount of energy used remains
constant with the amount of energy it generates. However if one
considers that a given volume of the gas can be reduced to
about
1 1400 ##EQU00001##
times its original volume, then one can generate either pressure or
a vacuum using the gas. In theory, Oxyhydrogen, is a gas and not
steam. Since steam expands to about 1400 times its volume as water,
Oxyhydrogen gas will expand when there is no thermal energy loss
and when it is ignited by the heat of reaction .delta.E that goes
to form steam from water molecules. All its thermal energy comes
from ignition reaction
H.sub.2+2O.sub.2.fwdarw.2H.sub.2O+.delta.E
[0023] Thus the formation of a dry gas form of Oxyhydrogen formed
within a fluid matrix generates a gas as opposed to steam. If this
gas is then subjected to high temperatures from a spark or from a
thermal mass it will ignite and form steam instead of water. Thus
it can explode to 1400 times its volume when subjected to
temperatures greater than its phase change temperature. That is why
a spark or a flame which is above the phase change temperature can
ignite the gas and cause it to explode. It is a very efficient way
to use any energy source above the phase change temperature to
convert expansion fluid to expanded fluid. However it accords no
magic or over unity energy.
[0024] In the presence of a heat absorber however, the heat removed
from the Oxyhydrogen when ignited can immediately re-condense any
local steam thus formed by the reaction resulting in an implosion
to water. Thus it is important that the Oxyhydrogen gas thus
generated by electrolysis of the expansion fluid be contained as
bubbles within the flowing expanded fluid that enters into the
thermal battery and that the heat caused by the reaction not be
removed from. An electrolytic cell uses electricity from a battery
to split the expansion fluid (water in this case) into hydrogen and
oxygen. When molecules of this gas are ignited by either a heat
source of a spark above the phase temperature of the expansion
fluid, they form steam since the reaction has no time to condense
the steam and the heat SE thus generated can cause the water thus
formed to explode to 1800 times its volume as steam. Heat generated
by this explosion within the thermal passageways adds to the heat
from thermal mass by means of an electric power source. No
additional energy is gained when one considers that the source of
the heat is from a battery. However it is a means of very
efficiently and continuously converting an electric energy source
to thermal energy in the thermal engine. It is thus important that
the Oxyhydrogen gas be subjected to temperatures much higher than
500.degree. F. to autoignite and explode and remain as steam.
[0025] The Oxyhydrogen thus generated must be encapsulated as
bubbles within the expansion fluid and when in contact with the
thermal mass and will auto ignite and generate additional pressure
as it converts to expanded fluid within the hot thermal battery. In
this form of the invention, the electrolysis can be performed
within the flow stream of expansion fluid that is channeled into
the thermal mass to gain heat from an electric current without
introducing any additional heating elements except for a battery.
It is like direct heating of the expansion fluid using an electric
current.
[0026] In this form of the invention, the electrolysis can be
performed by a series of metallic anodes and cathodes that are
sealingly within the flow stream of expansion fluid that is
channeled into the thermal battery expansion passageways.
[0027] In yet a very innovative and inventive manner, the
Oxyhydrogen gas can be generated by electrolysis in a cooler than
temperature than the phase change temperature of the expansion
fluid. This can be done within the recirculate expansion fluid and
then removed therefrom and directed into the first heat exchanger
passageways where the expanded fluid is being cooled to expansion
fluid below the phase change temperature. In this case the
Oxyhydrogen gas will immediately implode to about
1 1800 ##EQU00002##
times its original volume. The implosion is a result of the gas
thus formed reducing in volume back to a fluid phase from a gas
phase. However, it is important that the electrolysis be done at an
electrode temperature higher than the phase change temperature of
the expansion fluid. My investigation shows that when the current
to the electrodes exceeds the electrolytic capacity of the
electrodes, the local extra energy from the electrodes cause the
phase change temperature of the Oxyhydrogen and it is immediately
form as steam (already expanded gas). Thus when this steam is
cooled at the heat exchanger, one can generate a tremendous vacuum
within the exhaust tube that acts within the exhaust chamber. Thus
one can effectuate the exhaust stroke and cause a negative vacuum
pressure to occur while the piston is rising from Bottom dead
center to increase the power of the engine. Thus the electrolysis
of water, or any electrolyte can be used to power the engine both
in a positive pressure form at the intake and as a negative
pressure form at the exhaust.
[0028] 2. Description of the Prior Art
[0029] So-called gas and combustible fluid engines are known that
can operate with different types of fuels and are based on certain
thermodynamic principles, such as the Diesel, Carnot, Rankine, and
Otto cycles. In combustion engines an air-fuel mixture is
compressed and then ignited. The compression results in an
expansion of gases within the cylinder chamber, pushing a piston
slidably retained within the cylinder in a repeated cycle to turn a
crank shaft and so to generate mechanical power from the fuel. The
current prior art engines therefore rely on combustible fuels that
cause global pollution and health associated problems. In an effort
to reduce the pollution and dependence on fossil fuels, several
types of engines have been invented including electrically powered
vehicles which rely on the storage of electric power in
batteries.
[0030] While these vehicles are of current interest, a growing
concern about the disposal of chemical batteries and the efficient
global transformation of these new technologies to replace existing
technologies has emerged. What is needed is a thermal engine design
which adopts a philosophy of replacing or assisting existing
technologies such as fossil fuel combustion engines and electric
battery powered vehicles. Such a thermal engine as described by the
present invention uses thermally generated power in a closed or
open thermodynamic cycle to generate power without pollution. It
also can be used in conjunction with conventional engines to
improve their efficiencies without substantial change to current
engine manufacturing technology.
[0031] It is thus an object of the present invention to provide an
engine which can be operated with non-combustible expansion fluids
which do not combust and which uses a phase change to expand a
fluid from a liquid phase to a vapor phase and generate power
thereby achieve a high degree of efficiency during operation. An
engine of this kind, in accordance with the invention, can be
optimized by its geometry through maximizing the thermal mass and
minimizing the surface area of the thermal battery for storing a
maximum amount of thermal energy in the form of a direct heat.
Without limiting the scope of the invention, however, the preferred
mode of operation is in a pure thermal mode where the thermal
battery is simply a thermal mass consisting of a preferably
stainless steel allows and ceramic composite and alternatively
other metal allows and molten salts that have high thermal storage
capacity.
[0032] It is another object of the present invention to provide and
thermal battery which can be used in conjunction with a molten
electrolytic salt contained within the battery as a thermal mass to
store heat.
[0033] It is still another object of the present invention to
provide an engine in which pressure generated when vapor expands
from a liquid state can then be used as a vapor powered engine,
whereof, a liquid such as water is injected into the thermal mass
of the engine to generate pressurized steam as an expanded fluid to
generate power.
[0034] Advantageously, much more energy can be stored in such a
thermal battery than in a conventional electric battery of the same
weight since the thermal storage capacity of a regular chemical
battery far exceeds its electric storage energy. It is in fact the
preferred means that Nature has chosen to store energy in stars and
gravitating bodies.
[0035] Advantageously, such a thermal battery powered engine can be
equipped with an expansion fluid condensation radiator to generate
addition negative pressure within the cylinder during the exhaust
cycle to increase the power of the engine.
[0036] Since the closed system does not lose any expansion fluid to
atmosphere, the thermal expansion fluid can be chosen from any
thermodynamic fluid such as a refrigerant that has suitable
properties. Water, HFE7000, HFC134a and other refrigerants can be
used.
[0037] It is a further objective of the present invention to
disclose a thermal engine that is powered by a thermal battery
causing a phase change in an expansion fluid from a liquid phase to
a vapor phase.
[0038] It is yet another objective of the invention to use an
electrolytic cell to generate Oxyhydrogen as steam as a means of
conversion of electric energy to steam for powering a thermal
engine with pressure with little or no energy loss.
[0039] It is yet another objective of the present invention to use
an electrolytic cell to generate Oxyhydrogen as steam to convert
electric energy into a vacuum source to power a thermal engine by
means of a vacuum.
[0040] It is a further objective of the present invention to
disclose a thermal engine that can be operated in a closed cycle
without any exhaust and that reuses a fixed amount of expansion
fluid in a closed cycle that undergoes a phase change from a liquid
to a vapor to do thermodynamic work and then back to a liquid phase
to be reused in a continuous fashion.
[0041] It is a further objective of the present invention to
disclose a thermal engine that can be operated in an open cycle
that uses an indefinite amount of water as an expansion fluid that
undergoes a phase change to steam to do thermodynamic work and that
can be exhausted to atmosphere without causing pollution.
[0042] It is a further objective of the present invention to
disclose a thermal engine that can be recharged by means of
electric thermal heating means over a period of time to store
energy in a thermal battery.
[0043] It is a further objective of the present invention to
disclose a thermal engine that can be rapidly recharged by means of
electromagnetic induction heating over a period of time to store
energy in a thermal battery. Advantageously such an electromagnetic
induction charging system can be non-invasive and thus in the case
when the thermal engine is used in a vehicle, the vehicle would
simply slowly pass over such an inductor placed alongside or under
the road and gets charged without having to stop.
[0044] It is a further objective of this invention to provide an
engine wherein the thermal mass energy can be isolated away from
the expansion chamber by means of a heat transfer fluid.
[0045] It is finally an object of the present invention to provide
an engine which is highly efficient and easy to operate and
environmentally friendly. Advantageously the thermal battery can be
made from recyclable materials that have no adverse environmental
effects.
[0046] Advantageously, unlike electric batteries whose potential
deteriorates with the number of charges, the thermal battery can be
recharged with heat a large number of times without reducing its
capacity to store heat energy, and without deterioration. Further,
the thermal battery is environmentally safe and can be reused to
manufacture new items by recycling its material without any
consequences to the environment.
[0047] Further, in an open cycle embodiment of the present
invention, the exhaust of the engine using a thermal battery can be
pure water or steam. In a closed cycle format embodiment of the
present invention, any refrigerant fluid that has suitable
thermodynamic properties can be used since the exhausted condensate
of the expanded fluid is recaptured from the engine and recycled,
and such an engine would need very little expansion fluid to
operate in a closed system and no emissions would result.
SUMMARY OF THE INVENTION
[0048] The present invention accomplishes the above-stated
objectives, as well as others, as may be determined by a fair
reading and interpretation of the entire specification.
[0049] The present invention relates generally to the field of
engines that convert heat into mechanical energy. More specifically
the present invention relates to a thermal engine such as for
powering a vehicle, a train or other devices, including a cylinder
and a piston having a piston head and a piston crank and an
insulated thermal battery including at least a thermal mass such as
a metal block for storing and retaining heat to cause expansion
fluid to expand inside the a cylinder expansion chamber between the
cylinder head and the piston head to drive a crankshaft.
[0050] Since the anticipated operating temperature of the thermal
expansion fluid depends on it boiling point, except for the thermal
battery, the remaining thermal engine can be constructed from
durable materials such as aluminum and a suitable plastic material
such as polypropylene or peek. In its most basic form, as mentioned
above generally, the thermal engine incorporates several
conventional engine elements including valve cover sealingly mated
to a valve block sealingly mated to an engine block with a crank
case that is sealingly mated to a sump. These components of the
thermal engine could be injection molded from suitable plastics and
then lined with stainless steel inserts in areas where wear might
be a problem.
[0051] The engine block has one or more longitudinal spaced
cylinder chambers bored through it with axes perpendicular to its
open face within each of which a piston head is slidably and
sealingly retained to form a variable volume cylinder expansion
chamber between the piston head and the valve block. The other end
of the engine block is sealingly connected to thin walled
crankcase. The anticipated operating temperature of the engine
block, the valve cover, the valve block, the crankcase, the sump
and the piston head is below the melt point of most plastics and so
these components could be constructed from durable materials such
as aluminum allows, plastics such as Peek, Vespel.RTM. SP-1
Polyimide, Meldin.RTM. 7001 Polyimide, Kapton.RTM. Polyimide,
Kaptrex.RTM. Polyimide, Torlon.RTM. 4203, Vestakeep.RTM. PEEK,
CeramaPEEK.RTM., Ryton.RTM.--PPS--40% Glass-Filled and
Celazole.RTM. PBI. Celazole.RTM. PBI offers the highest heat
resistance and mechanical property retention over 400.degree. F.
well above the boiling point of water. The cylinder chamber could
be lined with stainless steel sleeves to prevent wear due to the
sliding motion of the piston head. The piston head has piston rings
that form an adequate slide seal with the cylinder chamber. A
crankshaft is mechanically linked to the piston head opposite the
valve block by a piston crank.
[0052] The valve block has intake valve ports with intake valves
and the same number of exhaust valve ports with exhaust valves for
fluid communication with the cylinder chambers in the engine block;
the valve cover sealing forms an intake chamber and an exhaust
chamber over the intake valve port and the exhaust valve ports
respectively. The intake chamber is fluidly connected to receive
expanded fluid through an intake tube from a thermal battery; the
exhaust chamber is fluidly connected to an exhaust tube at the end
of which is a check valve that only allows exhaust expanded fluid
from the exhaust chamber to exit the exhaust tube. A heat exchanger
may be optionally placed after the check valve to cool and condense
exhausted vapor from the exhaust chamber using an engine coolant
and an engine radiator. A thermal battery consisting of a
contiguous thermal battery vacuum case within which is contained a
sealed thermal mass chamber for storing a thermal mass, a heat
transfer fluid chamber in fluid communication with the thermal mass
chamber. The thermal mass chamber surrounds the thermal mass and
the thermal battery vacuum case surrounds the thermal mass chamber
so that a vacuum can be pulled in the thermal battery vacuum case
to surround the thermal mass chamber and insulate it from
convective heat loss. Sealed heat transfer fluid passageways
fluidly connect the thermal mass chamber to a heat transfer fluid
blower to circulate heat transfer fluid such as air within and
through the thermal mass chamber for uniform heat removal and
transporting said heat transfer fluid to an expansion chamber
remotely located from the thermal battery vacuum case. The heat
transfer fluid passageways sealingly pass through the walls of the
thermal battery vacuum case and fluidly and sealingly connect to
the thermal mass chamber to continuously circulate heat transfer
fluid through and between the expansion chamber and through and
between the thermal mass chamber without introducing any heat
transfer fluid into the thermal battery vacuum chamber. Thus the
integrity of the vacuum within the thermal battery vacuum chamber
that surrounds the thermal mass chamber is maintained. The thermal
battery vacuum chamber, the thermal mass, the thermal mass chamber,
the heat transfer fluid passageways and the expansion chamber must
all be constructed from durable high melting point materials such
as stainless steel, titanium or ceramics. The heat transfer fluid
passageways are preferably tubes of suitable diameter for easy
flowing of the heat transfer fluid by means the heat transfer fluid
blower and can be welded through the walls of the thermal battery
vacuum case to sealing and fluidly communicate with the thermal
mass chamber and the expansion chamber. Advantageously, the
expansion chamber can be located a distance away from the thermal
battery itself and still effectuate the expansion of expansion
fluid to expanded fluid using heat transferred by the heat transfer
fluid from the thermal mass. The expansion chamber receives
expansion fluid from an expansion fluid pump to circulate therein
and exchange heat from the heat transfer fluid through the heat
transfer fluid passageways within said expansion chamber to
uniformly heat and expand expansion fluid from a liquid phase to an
expanded fluid in the vapor phase to transmit and accumulate
pressurized expanded fluid vapor into the intake chamber of the
engine so that when the engine starting means turns the drive
shaft, the expansion fluid pump delivers a quantity of expansion
fluid into the expansion chamber, and further, the heat transfer
fluid blower blows heat transfer fluid through the thermal mass
chamber to receive heat from the thermal mass and transport it to
heat transfer fluid passageways in the expansion chamber to
exchange said heat with the expansion fluid and causing expansion
fluid to expand into a vapor and become expanded fluid, and when
the piston head is at top dead center of the cylinder chamber a
cylinder valve operating means opens the intake valve and expanded
fluid vapor is passed through the intake valve port into the
cylinder expansion chamber to generate pressure and drive the
piston head from top dead center to bottom dead center, the piston
head motion generating a force transmitted by the piston crank to
turn the crankshaft and generate mechanical power using the
thermodynamic potential of the expanded fluid vapor, so that when
the piston head is at bottom dead center the drive force generated
on the drive shaft causes cylinder valve operating means to close
the intake valve and to open the exhaust valve and cause expanded
fluid vapor to exit through exhaust valve port into the exhaust
chamber for removal of exhaust expanded fluid as the piston head
rises to top dead center passing expanded fluid vapor into a first
heat exchanger path to exchange heat with the engine coolant
passing through a hydraulically separate second heat exchanger path
in the heat exchanger so that the engine coolant receives heat and
cools and condenses the expanded fluid vapor back into expansion
fluid and to advantageously generate a negative vapor pressure to
assist and pull the piston head back to top dead center to repeat
the cycle; a flow check valve on the heat exchanger output prevents
back flow of condensate to maintain a negative pressure; an
expansion fluid tank to receive condensed expansion fluid from the
heat exchanger, an expansion fluid pump for pumping expansion fluid
from the expansion fluid tank back into the expansion chamber to
exchange heat with the heat transfer fluid through the heat
transfer fluid passageways and then to repeat the process.
[0053] The thermal battery vacuum case must be made from heat
resistant and low expansion materials such as ceramics and metal
allows. It cannot be made from plastic or aluminum since it must
withstand very high temperatures.
[0054] In a conventional engine form, an exhaust cam shaft is
axially positioned inside the exhaust chamber with a cam mounted
thereon above each exhaust valve. In regular gas engines, the
intake valves are designed to open up when subjected to negative
pressure within the cylinder expansion chamber. They are generally
only subjected to no more than atmospheric pressure or super
charger pressures. This allows gas and air mixtures to be aspirated
into the cylinder expansion chamber. In this invention however, the
intake valves are designed to maintain a seal under high pressure
and cannot be opened up by negative cylinder expansion chamber
pressures. The intake valve can only be opened by the action of an
intake cam shaft pushing the intake valve open. Both the intake
valve and the exhaust valve must be actuated by cams and not by
aspiration or negative pressures. Advantageously, both the intake
valve and the exhaust valve form a positive seal under any
pressure.
[0055] An intake cam shaft is axially positioned inside the intake
chamber with a cam mounted thereon above each intake valve. Both
cam shafts are suitably mechanically attached by a drive belt or
gear system to a drive shaft at the end of the crankshaft. An
engine starter is also connected to drive shaft to rotate the drive
shaft when the thermal engine is started. In an electronic cylinder
valve format, electric solenoids could be used to exactly open and
close the intake and exhaust valves in phase with the engine
cycle.
[0056] The thermal engine further comprises an expansion fluid pump
for pumping expansion fluid into the expansion chamber. The heat
from the thermal mass is transported by the heat transfer fluid
into the expansion chamber by the expansion fluid pump which
delivers a quantity of expansion fluid into the expansion chamber,
and further, the heat transfer fluid blower blows heat transfer
fluid through the thermal mass chamber to receive heat from the
thermal mass and transport it through heat transfer fluid
passageways in the expansion chamber. Thus when the expansion fluid
pump pumps expansion fluid into the expansion chamber the heat from
the heat transfer fluid causes expansion fluid to expand into a
vapor and become expanded fluid. The expansion chamber is fluidly
connected to the intake chamber of the engine.
[0057] Expansion fluid flow is regulated to divide into two paths
with one path entering the into the expansion chamber to exchange
heat with the heat transfer fluid and to expand into expanded
fluid, then flowing expanded fluid into the intake chamber then
flowing expanded fluid to the intake valve ports, which if open
will have fluid communication with the cylinder expansion chamber
and the pressure of expanded fluid will cause the piston head to
move and then fluidly communicate expansion fluid through the
exhaust valve port, which if open will fluidly communicate through
the exhaust tube and through the check valve with either atmosphere
when an open cycle design is used, or with one path through a heat
exchanger where it is condensed back to expansion fluid and then
passed through the suction of the expansion fluid pump back to the
expansion fluid tank, then finally back to the expansion chamber to
re-expand and repeat the cycle.
[0058] The second path from the bypass valve passes some of the
expansion fluid as recirculate expansion fluid in a recirculate
tube that passes through the interior of the exhaust tube to
exchange and absorb some more heat from the expanded fluid and help
cool expanded fluid in the exhaust tube; then passing expanded
fluid and any condensed expansion fluid through a one path of a
heat exchanger to exchange heat with another separate path of the
heat exchanger; through which engine coolant is passed to exchange
heat with the expanded fluid and condense all the expanded fluid
back to expansion fluid; then passing to the suction of the
expansion fluid pump to be pumped back as expansion fluid to the
expansion fluid tank to repeat the cycle.
[0059] The recirculate tube passing through the interior of the
exhaust tube is preferably made from heat conductive materials such
as finned aluminum tubing to allow maximum loss of heat to the
recirculate expansion fluid. This way most of the heat from the
expanded fluid is reabsorbed back into the recirculate expansion
fluid and not lost to atmosphere before it returns to the expansion
fluid tank to repeat the cycle. It is advantageous to insulate the
exhaust tube so that very little heat is lost to atmosphere. Most
of the heat from the expanded fluid should be absorbed by the
engine coolant and by the expansion fluid so that it can be reused
as thermal energy in the engine. The area of the heat exchanger is
substantial and it is calculated to suffice to condense the
exhausted expanded fluid before it exist the heat exchanger. The
engine coolant is pumped by the engine coolant pump and circulated
back through the engine block and then through a radiator. The
engine coolant is pumped to the engine block to reheat the engine
block and further heat is removed from the engine coolant by means
of a radiator fan that blows air through the radiator to remove the
heat of condensation from the engine coolant and reheat the outer
perimeter of the engine block. It is advisable to insulate the
entire engine block for maximum heat storage, but also to allow the
radiator fan airflow to envelop and surround the engine block.
Unlike conventional engines that require heat to be removed from
the engine block, the present invention admits to reusing the
engine coolant thermal energy to reheat the engine block. The
engine coolant is pumped by a engine coolant pump through the heat
exchanger and then through the engine block, through the engine
radiator, to remove heat from the engine coolant and use the heat
thus removed to reheat the engine block to keep it at an operating
temperature close to the boiling point of the expansion fluid.
Advantageously, a radiator fan may be driven by either the electric
power from a battery or by means of the engine crank shaft to
remove heat from the engine radiator by passing air through the
engine radiator fins and directing said air back over the engine
block to reheat the engine block to a temperature close to the
boiling point of the expansion fluid. It is important that the fan
speed and air CFM capacity be properly specified to just remove
heat and not necessarily cool the engine block. Thus the radiator
fan must be specified with a thermostat that activates the fan only
when the engine coolant temperature is close to the boiling point
of the expansion fluid. Thus minimal heat from the thermal battery
is lost as wasted heat to atmosphere during the operation of the
engine. A negative pressure will be generated inside the heat
exchanger by the rapid condensation of the expanded fluid back to
expansion fluid and caution must be exercised to make sure that the
fluid circuits and the heat exchanger can handle a negative
atmospheric pressure.
[0060] Advantageously, the recirculate expansion fluid could be
directly sprayed inside of the exhaust tube to mingle and condense
the flowing expanded fluid into its liquid form again. This ensures
maximum use of the heat wasted from the exhausted expanded fluid
from the engine. The condensed expansion fluid and the recirculate
expansion fluid could then be returned through the heat exchanger
for further cooling. The condensate and the expansion fluid thus
obtained can then be recirculated as recirculate expansion fluid
back to the expansion fluid storage tank.
[0061] Thus when the engine starter turns the drive shaft, the
expansion fluid pump delivers a quantity of expansion fluid through
the bypass valve flow regulator into the expansion chamber causing
expansion fluid to expand into a vapor and become expanded fluid;
and when the piston head is at top dead center of the cylinder
chamber the intake cam shaft rotates such that a cam opens the
intake valve and expanded fluid vapor is passed through the intake
valve port into the cylinder expansion chamber to generate pressure
and drive the piston head from top dead center to bottom dead
center, and the piston head motion generates a force transmitted by
the piston crank to turn the crankshaft and generate mechanical
power using the thermodynamic potential of the expanded fluid
vapor; and when the piston head is at bottom dead center the
cylinder valve operating means closes intake valve closes and at
the same time opens the exhaust valve to cause expanded fluid vapor
to exit through exhaust valve port into the exhaust chamber for
removal of exhaust expanded fluid as the piston head rises to top
dead center again pushing expanded fluid vapor into the exhaust
tube through a check valve and into the heat exchanger to mingle
with recirculate expansion fluid and to cool and condense the
expanded fluid vapor back into expansion fluid and to
advantageously generate a negative vapor pressure to assist and
pull the piston head back to top dead center to repeat the cycle.
The check valve prevents backflow of condensate into the exhaust
chamber to maintain a negative pressure and prevent condensate from
entering the cylinder expansion chamber. The expansion fluid tank
receives condensed expansion fluid from the heat exchanger above
the level of the expansion fluid therein to prevent expansion fluid
from flooding the heat exchanger. In the closed cycle format of the
invention, an expansion fluid pump for pumping expansion fluid from
the expansion fluid tank into bypass valve and flow regulator is
provided. It is not necessary for the expansion fluid pump to be
driven electric, however it is important that it can be controlled
to completely shut down when required even if the engine is
running. If the expansion fluid pump is connected to the crankshaft
and powered by the crank shaft, an electric clutch must be used to
disengage it when it is required to be turned off while the engine
is in operation. The expansion fluid is then sent to the the
expansion chamber to expand to expanded fluid repeat the
process.
[0062] In a conventional engine format, the intake valves and the
exhaust valves ride on cams which forces them to open and close
against a cam spring compression force in a conventional fashion.
However, it is important that the both the intake valve and the
exhaust valve be sealked by positive pressure and not aspirate as
in a conventional engine.
[0063] A flywheel is attached to the drive shaft connected to one
end of the crankshaft preferably extends out of the crankcase
through a shaft port to transmit the thermal engine power in the
form of torque to any desired mechanical load such as the expansion
fluid pump, and the engine coolant pump.
[0064] In the open cycle format of the present invention, the
expansion fluid can be delivered into the expansion chamber by the
expansion fluid pump, and by either gravitational potential or by
pressurizing the expansion fluid tank. In the closed cycle format,
no expansion fluid is lost and the same quantity of expansion fluid
remains in the thermal engine cycle in vapor and liquid phase and
is reused over and over again by means of condensation and
expansion. In the case of an open cycle format the expanded fluid
is exhausted into the atmosphere without the need for a heat
exchanger.
[0065] In general operation of the closed cycle engine, heat is
generated and stored in the thermal mass by one of several means.
The first means is by passing electric current through resistive
heating elements embedded in the thermal mass for a period of time
and the second alternative means is by imposing an electromagnetic
induction heating means on the thermal mass for a period of time,
the third means is by exposing the thermal mass to infra red heat
from infrared lamp radiators. A fourth means of heating can be used
that involves radioactive heating materials such as thorium. If
Thorium is used, a substantial radiation shield such as lead and
carbon can be sued to shield the Thorium from outside exposure.
Since the shield is also a thermal mass, a thick layer of shielding
could be incorporated enough to reduce any possible radiation from
contaminating the environment. Thorium is a chemical element with
symbol Th and atomic number 90. Thorium was commonly used in gas
mantles in the past. Thorium is used as an alloying element in
non-consumable TIG welding electrodes, in high-end optics and
scientific instrumentation. Thorium has a half-life of 7,340 years
and melting point of 1750.degree. C. and thus can be used as a
heating source for the thermal mass up to 1200.degree. C. for an
indefinite period of time.
[0066] The thermal engine is started by the engine starter switch.
Thus sends power to an electric engine starter and causes it to
rotate the drive shaft connected to turn a crankshaft. If the
expansion pump is directly driven by the crankshaft then the
crankshaft turns the expansion fluid pump which pumps a quantity of
expansion fluid from the expansion fluid tank through a flow
regulator into the expansion chamber. However it is preferable that
an electric expansion fluid pump be used so that it can be started
and turned off by the engine starter switch. If the expansion fluid
pump is driven by the engine crankshaft and since the speed of the
engine can influence the speed of the expansion fluid pump, the
engine power can exponentially decay if it slows down and then
slows expansion fluid pump as well. Thus, preferably, the expansion
fluid pump should be electric driven and made independent of the
engine crankshaft motion. The bypass valve and the flow regulator
allow only the prescribed amount of expansion fluid to pass into
the expansion chamber and the rest is returned as recirculate
expansion fluid through the exhaust tube to the expansion fluid
tank by a recirculate tube. It is important to note that the
recirculate expansion fluid need not pass through the exhaust tube
but can go directly into the expansion fluid storage tank.
[0067] The heat stored in the thermal mass causes the expansion
fluid to expand by a phase change into expanded fluid to generate
pressure in the intake chamber. The turning of the crankshaft by
the engine starter causes the piston head to move and when it rises
to top dead center, the cylinder valve actuating means, which could
be the intake cam shaft causes the intake valve to open while at
the same time closes the exhaust valve. The pressurized expanded
fluid in the intake chamber rushes through intake valve port into
the cylinder expansion chamber and pushes the piston head to bottom
dead center position turning the crankshaft and thereby rotating
the exhaust cam shaft and the intake cam shaft to cause the cams to
close the intake valve and also open the exhaust valve. When the
intake valve closes the expanded fluid in the cylinder expansion
chamber is exhausted by the piston head as it returns to top dead
center position using the momentum stored in a flywheel. As the
piston head returns to top dead center position, the expanded fluid
exits the cylinder expansion chamber into the exhaust chamber
through exhaust valve port. The expanded fluid is either
transported through an exhaust tube to the heat exchanger in the
closed cycle format of the invention, or it is expelled to
atmosphere in the open cycle format of the invention from the
exhaust tube.
[0068] In the closed format of the invention, the heat exchanger
cools the expanded fluid vapor back into expansion fluid by using
the engine coolant to cool the vapor. An exhaust check valve at the
end of the exhaust tube causes a vacuum within the exhaust chamber
as the expanded fluid condenses to expansion fluid. This vacuum is
generated in the exhaust tube and transmitted to the cylinder
expansion chamber and this increases the power of the thermal
engine since when the exhaust valve port opens the negative
pressure in the cylinder expansion chamber will, in addition to the
energy stored in the flywheel, cause the piston head to rapidly
return by negative pressure to top dead center position. This adds
more power to the thermal engine since the invention essentially
teaches the use of expansion fluid in both its pressurized vapor
expanded fluid form and its vacuum condensate state to push and
return the piston head from top dead center position to bottom dead
center position and back to top dead center position. This vacuum
assistance is possible in both the open cycle format and the closed
cycle format if the exhausted expanded fluid is passed through a
long enough exhaust tube before being exhausted to atmosphere. In
such a case, the rapid cooling of the expanded fluid in the exhaust
tube causes the expanded fluid to undergo a phase change from the
vapor phase to the liquid phase and such rapid condensation results
in a vacuum being generated momentarily in the exhaust chamber.
Thus, by adjusting the length of the exhaust tube, it is possible
to regulate the timing of the vacuum formed with the motion of the
piston head as moves from top dead position center to bottom dead
center position and then back to top dead center position.
[0069] At close to bottom dead center the turning of the
crankshaft, the momentum stored in the flywheel, and the negative
pressure of vapor condensation causes the piston head to rapidly
move back towards top dead center to repeat the cycle and to a
position that causes intake valve close while causing the exhaust
valve to open. In a closed cycle format of the invention, the
pressurized expanded fluid in the cylinder expansion chamber is
pushed through the exhaust valve port into the exhaust chamber
allowing the expanded fluid to exit the cylinder expansion chamber
and through the exhaust tube and check valve into the heat
exchanger. Alternatively the expanded fluid can exit the cylinder
expansion chamber through the exhaust tube and check valve to
bypass the heat exchanger and be expelled directly to atmosphere.
The piston head freely returns to top dead center by the continued
angular momentum from the rotation of the crankshaft and flywheel
allowing the remaining elements of the expanded fluid out of the
cylinder expansion chamber into the exhaust chamber and then to
cool either in the exhaust tube or in the heat exchanger to and
generate a negative pressure of vapor condensation so that the
cycle can continuously repeat until stopped. To stop the cycle, the
bypass valve simply bypasses expansion fluid through to the
recirculate expansion fluid and closed off the flow to the flow
regulator and stop the flow of expansion fluid into the thermal
battery.
[0070] The thermal mass can be constructed with multiple layers of
metal slabs so that it is easier to handle and easier to conform to
the space requirements of a vehicle. In one preferred embodiment,
the thermal mass is constructed from layers of metal slabs which
form a stack with passages and openings that are needed for the
embedded heating means and to allow heat transfer fluid to freely
and evenly flow through the entire surfaces of the thermal mass to
effectuate adequate heat transfer to the heat transfer fluid.
[0071] The thermal mass can be made from a single casting with all
the required passages already configured within it for the heat
transfer fluid and the heating means. Thermal insulation surrounds
the thermal battery vacuum case to insulate and prevent loss of
heat energy to the environment. Preferably, the thermal insulation
is made from such as polyamides and ceramics fiber materials that
can withstand extremely high temperatures. Such materials are
available as wrap around tapes from companies such as Engineered
Tapes Inc., and ABS Thermal Technologies in New York. The thermal
mass is preferably made from stainless steel and metal alloys, but
can also be made from ceramics, silicates, clays or carbon
compounds. Preferably a dense material with a high heat storage
capacity should be used to achieve a high storage heat capacity in
the thermal mass. The heat energy, q, stored in a material of mass
m, is proportional to the temperature difference, dt, it undergoes
and its specific heat capacity c.sub.p as given by the formula:
q=mc.sub.pdt
Such dense materials that may be used for a thermal mass include
iron, lead, stainless steel, titanium, aluminum, molten salts,
carbon composites, fiber glass composites and ceramics. The heat
energy storage density is a function of the density of the material
since the mass is a function of the density. Examples of the heat
storage density of some materials are shown in the table below:
TABLE-US-00001 Heat storage density Operating temperature Material
kJ/m.sup.2.degree. C. range, .degree. C. Aluminum 2484 680 Cast
Iron, 3889 1151 Stainless Steel, Ceramics 2800 2000 Taconite 2500
2000 Saltstream .TM. 565 1960 565
[0072] The expansion fluid tank should be made from durable water
and pressure resistant materials such as Aluminum, Stainless steel
or Fiberglass including Carbon. Since the expansion fluid tank can
be pressurized in some instances, it must be designed to hold
adequate pressure and its construction should follow adequate
guidelines for manufacture of pressure tanks of the required
pressure ratings.
[0073] The engine block and engine components can be constructed
from metal alloys commonly used in the manufacture of standard
combustion engines. However since the thermal loads that the
thermal engine is subjected to can be far less that regular
combustion engines, it is possible to construct the engine
components from aluminum alloys, ceramics, plastics and even carbon
fiber materials. If water is used as an expansion fluid, it is even
possible to manufacture the engine and its components using high
temperature engineering plastics such as mentioned earlier. The
design of the cylinders in the cylinder head could be augmented by
inserting stainless steel sleeve cylinders to prevent the wear of
the plastic due to the friction of the piston head sliding on the
cylinder walls.
[0074] Advantageously, the use of engineering plastics could make
the thermal engine as light as possible to compensate for the
additional weight that is needed for the thermal battery. Some
other components of the thermal engine such as the cams and the
camshaft could also be made from adequate engineered plastics that
can withstand mechanical loads and heat. In all the cost of
manufacture of the thermal engine can be reduced considerably by a
suitable choice of materials.
[0075] The engine starter is mechanically coupled to the drive
shaft by either a gear or a pulley and belt. The engine starter is
preferably an electric starter of conventional design that is
operated by an electric battery. It could also be an air pressure
starter or a rope starter similar to conventional pull rope
starters used for small combustion engines. In the case when there
are multiple piston heads and cooperating cylinders incorporated
into the thermal engine, the power stroke of at least one piston
head is opposed to the exhaust vacuum stroke of another piston
head. In this case, the thermal engine will start when expansion
fluid is simply delivered to the expansion chamber by opening the
flow regulator and turning on the engine starter. Thus the thermal
engine may be started by simply opening the flow regulator and
allowing expansion fluid to push the piston head in a power stroke
to bottom dead center and allowing at least another piston head to
come to top dead center to the restart the cycle.
[0076] The engine is a two-stroke engine and unlike a four-stroke
engine, the thermal engine can be started by a compressed air
acting as the engine starter. In the case of a small engine when
the thermal engine could simply be rotated by applying mechanical
torque on the drive shaft, the engine starter could simply be a
crank that can be manually placed on the drive shaft to turn the
drive shaft and start the thermal engine.
[0077] The starting of the thermal engine power cycle causes the
expansion fluid pump to deliver a quantity of expansion fluid
through the bypass valve and the flow regulator into the expansion
chamber and the heat stored in the thermal mass causes the
expansion fluid to become heated and to undergo a phase change and
become an expanded fluid vapor within the expansion chamber. The
expanded fluid is under vapor pressure and expands in the expansion
chamber from where it is transmitted through intake tube under
pressure into the intake chamber. The valve cover forms the two
fluidly separate chambers that form the intake chamber alongside
the exhaust chamber where it abuts the valve block. Every intake
valve port is in common fluid communication with the intake chamber
and so any intake valve that is open will immediately transmit the
pressure of the expanded fluid into the cylinder expansion chamber
to push its corresponding piston head from a position substantially
at top dead center to bottom dead center, thereby rotating the
crankshaft and producing mechanical energy. When the piston head is
at bottom dead center and about to rise again to top dead center,
the cam causes the intake valve to close and simultaneously causes
the exhaust valve to open and to allow the piston head to freely
return to top dead center and since every exhaust valve port is in
common fluid communication with the exhaust chamber any exhaust
valve that is open will immediately transmit the expanded fluid
from the cylinder expansion chamber into the exhaust chamber and
allow the continued angular momentum and rotation of the crank
shaft and flywheel so that the cycle can continuously repeat.
[0078] Advantageously, the exhaust chamber is fluidly connected by
the exhaust tube to the input of a heat exchanger so that expanded
fluid may be condensed therein to generate a negative pressure in
the exhaust chamber to generate an additional vacuum force to pull
on the piston head as it returns to top dead center position. This
additional vacuum force can contribute a substantial torque to the
thermal engine during operation. The fluid path of the expanded
fluid in the heat exchanger outputs to the suction of the expansion
fluid pump and then back into the expansion fluid tank so that the
expansion fluid tank may be subjected to a buildup of a slight
vacuum over time. A expansion fluid tank check valve above the
expanded fluid level is placed on the expansion fluid tank to
prevent any vacuum loss from the expansion fluid tank, but can
allow any excess pressure from exhausted expanded fluid to exit the
expansion fluid tank. During the exhaust stroke, if there is
insufficient heat removal capacity from the heat exchanger,
expanded fluid in vapor form may exit the heat exchanger and fill
the headspace in the expansion fluid tank but any excess pressure
is removed by the tank check valve to prevent backpressure buildup
in the exhaust chamber. However, since the exhaust valve is closed
at top dead center as soon as the exhaust stroke is completed the
vacuum starts to build up again in the heat exchanger and the
expansion fluid tank, vapor from prior power strokes has evacuated
all the head space of the expansion fluid tank and the vacuum build
up in the expansion fluid tank, the heat exchanger and the exhaust
chamber and the vacuum thus formed will be used to assist the next
exhaust cycle.
[0079] Further, a cooling fan may be optionally attached to output
shaft to cool the engine coolant in the radiator. The thermal
engine includes a heating means including at least an infrared
heater, and alternatively, a resistance heating element extending
into the thermal mass and a resistance heating element circuit; a
power connector for delivering electric current through the at
least one heating means and thereby heating the thermal mass.
Alternatively, the thermal mass heating means includes an
electromagnetic induction heating means to heat the thermal mass by
inductive heating; said electromagnetic induction heating means
either may be incorporated as part of the thermal mass or may be a
separate unit from the thermal mass so that the thermal mass may be
heated quickly and non-intrusively by an external electric power
source. The thermal mass optionally includes part of the engine
block, and optionally the entire chassis of the vehicle or device
using the engine. The external electromagnetic induction heating
means may be an induction coil proximally placed to heat the
thermal mass without any contact with the thermal mass, so that in
the event that the thermal engine is installed in a vehicle or
mobile device, the thermal mass can be heated quickly by just
passing through the vehicle or mobile device through the
electromagnetic field of such the electromagnetic induction heating
means without contact. To take advantage of as large a thermal mass
as possible the thermal mass may additionally include the material
the engine made from so that if insulated, the thermal loss can be
minimal. The Infrared heating bulbs can be used to directly heat
the thermal mass by radiation. Such heaters are readily available
from companies like Dykast Inc. Watlow 1/32 Din digital Temperature
controller can be used to control the temperature of the thermal
and preferably Avatar 60 Amp SCR for switching 10 kW load with 2
second soft start and voltage limitation controllers can be used to
control the thermal heating means such as the infrared heaters. It
is important that an electric rotary disconnect be incorporated
into the thermal controller design to cut off power from the main
supply. Thermocouple cable with Harting (or similar) quick connect
Female plug can be used for durability and thermal protection of
the thermocouple since a lot of heat will be generated during the
charging of the thermal battery.
[0080] It is important that the intake chamber be insulated as much
as possible so that the expanded fluid vapor retains as much heat
as possible before it is introduced into the cylinder expansion
chamber. It is important that the exhaust chamber not be insulated
so that as much heat can be taken out of the expanded fluid vapor
to reduce it to expansion fluid liquid after it has done its
work.
[0081] The thermal engine preferably operates on a noncombustible
expansion fluid such as water or a refrigerant fluid; it is
important that the expansion fluid have as high a heat of
vaporization as possible.
[0082] Water and refrigerants such as ammonia have the highest heat
of vaporization per kilogram. Some examples of heat of vaporization
are given below:
TABLE-US-00002 Heat of vaporization Heat of vaporization Compound
(kJ mol.sup.-1) (kJ kg.sup.-1) Methane 8.19 760 Ethanol 38.6 841
Methanol 35.3 1104 Ammonia 23.35 1371 Water 40.65 2257
[0083] The thermal engine additionally includes an expansion fluid
tank in fluid communication with the expansion chamber.
[0084] It is important that the thermal energy that causes
expansion fluid to expand to expand fluid not be directly
transferred directly by contact with the thermal mass since this
can cause elevated uncontrolled pressure. However it is quite
possible to use the thermal mass to directly heat the expansion
fluid by controlling the amount of expanded fluid one exposes to
the thermal mass. However uneven heating and expansion fluid
distribution across the thermal mass can cause localized cooling of
the thermal mass and a reduction in efficiency and power. Also
superheating of the expansion fluid can occur in which case a lot
of energy will be wasted and never recovered. Thus it is
advantageous to use a suitable heat transfer fluid such as helium,
nitrogen or air to effectuate the even transfer of heat energy from
the thermal mass to the expansion fluid.
[0085] The expansion fluid pump supplies expansion fluid from the
expansion tank to the expansion chamber so that when the expansion
fluid enters the expansion chamber it absorbs heat from the heat
transfer fluid and it expands quickly and pressurizes the expansion
chamber with uniform vapor pressure. This way the vapor pressure is
constantly transmitted from the expansion chamber to intake valve
to feed all the cylinders as needed. Thus as each intake valve
opens, the pressure is readily available to power the piston head
and run the engine. Thus unlike conventional engines, the intake
chamber is always under pressure and all the intake valves are
subjected to this pressure so that when each opens it is fed
pressurized expanded fluid from the intake chamber. In this way,
there is very little fluid regulation needed to ensure adequate
operation of the thermal engine.
[0086] In yet another embodiment of the invention, the expansion
fluid is an electrolyte such as water. The expansion fluid could
contain dilute acids or salts to increase the efficiency of the
electrolysis. An expansion fluid pump pumps a pressurized quantity
of expansion fluid from an expansion fluid tank through an excess
bypass control valve and then through a flow regulator. The bypass
control valve allows a predetermine amount of the expansion fluid
to flow through the flow regulator into the expansion fluid
passageways of the thermal mass while bypassing excess expansion
fluid as recirculate expansion fluid through the second heat
exchanger path and then back to an expansion fluid storage tank.
The flow regulator allows only the prescribed amount of expansion
fluid to pass through an electrolysis chamber before it enters the
thermal mass passageways. An electric current is used to generate
Oxyhydrogen, a mixture of hydrogen (H.sub.2) and oxygen (O.sub.2)
gases within the electrolyzer therein. While it is known that
Oxyhydrogen gas can explode to form steam when at the
stoichiometric ratio of its components oxygen and hydrogen, it can
also implode to form water. However, no prior art describes how to
cause the Oxyhydrogen gas to remain as auto-ignited steam for use
as a power generator. A lot of literature has been published on the
phenomena of heat and explosion generation from Oxyhydrogen gas.
However, the present inventor has investigated the claims made for
the use of Oxyhydrogen gas as an over unity power generation means
and found them to be false. The amount of energy used remains
constant with the amount of energy it generates. However if one
considers that a given volume of the gas can be reduced to
about
1 1400 ##EQU00003##
times its original volume, then one can generate either pressure or
a vacuum using the gas. In theory, Oxyhydrogen, is a gas and not
steam. Since steam expands to about 1400 times its volume as water,
Oxyhydrogen gas will expand when there is no thermal energy loss
and when it is ignited by the heat of reaction .delta.E that goes
to form steam from water molecules. All its thermal energy comes
from ignition reaction
H.sub.2+2O.sub.2.fwdarw.2H.sub.2O+.delta.E
[0087] Thus the formation of a dry gas form of Oxyhydrogen formed
within a fluid matrix generates a gas as opposed to steam. If this
gas is then subjected to high temperatures from a spark or from a
thermal mass it will ignite and form steam instead of water. Thus
it can explode to 1400 times its volume when subjected to
temperatures greater than its phase change temperature. That is why
a spark or a flame which is above the phase change temperature can
ignite the gas and cause it to explode. It is a very efficient way
to use any energy source above the phase change temperature to
convert expansion fluid to expanded fluid. However it accords no
magic or over unity energy.
[0088] In the presence of a heat absorber however, the heat removed
from the Oxyhydrogen when ignited can immediately recondense any
local steam thus formed by the reaction resulting in an implosion
to water. Thus it is important that the Oxyhydrogen gas thus
generated by electrolysis of the expansion fluid be contained as
bubbles within the flowing expanded fluid that enters into the
thermal battery and that the heat caused by the reaction not be
removed from. An electrolytic cell uses electricity from a battery
to split the expansion fluid (water in this case) into hydrogen and
oxygen. When molecules of this gas are ignited by either a heat
source of a spark above the phase temperature of the expansion
fluid, they form steam since the reaction has no time to condense
the steam and the heat SE thus generated can cause the water thus
formed to explode to 1800 times its volume as steam. Heat generated
by this explosion within the thermal passageways adds to the heat
from thermal mass by means of an electric power source. No
additional energy is gained when one considers that the source of
the heat is from a battery. However it is a means of very
efficiently and continuously converting an electric energy source
to thermal energy in the thermal engine. It is thus important that
the Oxyhydrogen gas be subjected to temperatures much higher than
500.degree. F. to autoignite and explode and remain as steam.
[0089] The Oxyhydrogen thus generated must be encapsulated as
bubbles within the expansion fluid and when in contact with the
thermal mass and will auto ignite and generate additional pressure
as it converts to expanded fluid within the hot thermal battery. In
this form of the invention, the electrolysis can be performed
within the flow stream of expansion fluid that is channeled into
the thermal mass to gain heat from an electric current without
introducing any additional heating elements except for a battery.
It is like direct heating of the expansion fluid using an electric
current.
[0090] In this form of the invention, the electrolysis can be
performed by a series of metallic anodes and cathodes that are
sealingly within the flow stream of expansion fluid that is
channeled into the thermal battery expansion passageways.
[0091] In yet a very innovative and inventive manner, the
Oxyhydrogen gas can be generated by electrolysis in a cooler than
temperature than the phase change temperature of the expansion
fluid. This can be done within the recirculate expansion fluid and
then removed therefrom and directed into the first heat exchanger
passageways where the expanded fluid is being cooled to expansion
fluid below the phase change temperature. In this case the
Oxyhydrogen gas will immediately implode to about
1 1800 ##EQU00004##
times its original volume. The implosion is a result of the gas
thus formed reducing in volume back to a fluid phase from a gas
phase. However, it is important that the electrolysis be done at an
electrode temperature higher than the phase change temperature of
the expansion fluid. My investigation shows that when the current
to the electrodes exceeds the electrolytic capacity of the
electrodes, the local extra energy from the electrodes cause the
phase change temperature of the Oxyhydrogen and it is immediately
form as steam (already expanded gas). Thus when this steam is
cooled at the heat exchanger, one can generate a tremendous vacuum
within the exhaust tube that acts within the exhaust chamber. Thus
one can effectuate the exhaust stroke and cause a negative vacuum
pressure to occur while the piston is rising from Bottom dead
center to increase the power of the engine. Thus the electrolysis
of water, or any electrolyte can be used to power the engine both
in a positive pressure form at the intake and as a negative
pressure form at the exhaust.
[0092] In accordance with the present invention, a thermally
charged thermal battery is used to generate mechanical energy by a
phase change of a liquid such as water. The thermal energy causes
the expansion fluid to expand into a gas by a phase change and thus
permits the thermal engine to run like a conventional engine
without much change to the engine configuration.
[0093] An object of the prevent invention is to provide a thermal
engine which can be operated with an expansion fluid having the
most suitable thermodynamic properties to achieve a high degree of
efficiency during operation. An engine of this kind, in accordance
with the invention, can be optimized by its geometry through
maximizing the thermal mass and minimizing the surface area of the
thermal battery for storing a maximum amount of thermal energy in
the form of a direct heat.
[0094] Essentially, a heat storing thermal battery is incorporated
into the engine which permits energy to be stored thermally instead
of chemically as in the case of a conventional electric battery.
Advantageously, the entire engine block can be used as a thermal
source in the form of a thermal mass, so that a large amount of
thermal energy can be stored for later use. The thermal battery can
be charged with heat to a high temperature using electric heaters,
electromagnetic induction heaters or other forms of heat generators
incorporated into of the thermal battery. For example a solar
powered heat generator such as a lens can be used to focus heat on
the thermal battery during charging to reduce the cost of using
conventional electric energy sources. In the case when a fluid can
undergo a phase change with very little heat, it is possible to use
very low temperature thermal heating means to store energy in a
thermal battery. It is possible that with the advances in nuclear
technology that a miniscule and well-protected thermonuclear
heating means could be incorporated into a well-protected radiation
shielded thermal battery. In case of emergencies, it is possible to
use a chemically based heating fuel to generate heat that can be
stored in the thermal battery.
[0095] Moreover, the exhaust from the thermally expanded fluid from
the thermal engine can be cooled to generate a reverse condensation
liquid phase vacuum that could assist in the return cycle by
pulling on the piston head when it is at top bottom center. In such
a case, the maximum potential of the expansion fluid during
condensation and creating a vacuum could be used in conjunction
with its expansive energy. An expansion fluid such as water can be
injected into the thermal mass of the thermal engine to generate
steam and power the thermal engine. Optionally, a combination of
water and ethanol and other fluids may be used as an expansion
fluid. Advantageously, much more energy can be stored in such a
thermal battery than in a conventional electric battery of the same
weight. This can be demonstrated by simply exhausting the
electrical energy of an electric battery of a given mass to heat up
a thermal mass of the same mass.
[0096] It is important note that there exist other types of
electrical thermal batteries which use liquid lithium and other
salts as electrolytes. These existing electrical batteries are only
suitable for storing electrical energy. The present invention is a
true thermal battery which can be used to supply heat and
electrical energy stored in the form of heat and electrolyte
simultaneously. Advantageously, the present thermal battery can be
used in conjunction with a molten electrolyte contained within the
battery as a thermal mass to store both heat potential energy and
electric potential energy simultaneously. Without limiting the
scope of the invention, however, the preferred mode of operation is
in a pure thermal mode wherein the thermal battery is simply a
thermal mass.
[0097] A liquid such as water can be used as an expansion fluid,
and part of the thermal mass can be projected into the cylinder to
create an additional thermal storage source for generating
efficient vapor phase change. If the entire engine block is used as
a thermal mass, additional thermal energy can be stored by proper
design and insulation of the entire thermal engine. Additionally,
the expansion fluid itself can store thermal energy by heating it
to a temperature just below its phase change point. By pressuring
the expansion fuel tank the boiling temperature of the expansion
fluid could be substantially increased so that it can be heated to
a temperature higher than its regular boiling point before it is
exposed to the thermal mass. The expansion fluid in the expansion
fluid tank may be heated by tank electric heaters so that during
charging, the expansion fluid may also be pre-charged with thermal
energy to near its boiling point to increase its thermal
potential.
[0098] The supply of the expansion fluid quantities can be
controlled by means of electronics controlling the expansion fluid
pump so that an exact metering of the expansion fluid can be
achieved which has at least a level of control for the different
thermodynamic properties of different expansion fluids.
[0099] The thermal battery case is preferably made from materials
that have a high thermal resistance and melt temperature. Ceramics
could be used to ensure that the thermal mass can be taken to the
highest possible temperatures without melting the thermal battery
case. The thermal battery could be either separate or incorporated
into the design of the engine block. In the case when it is
incorporated directly into the engine block the thermal battery
case could be incorporated as part of the design of the engine
block with the thermal mass expansion chamber directly incorporated
as part of the engine block.
[0100] The thermal battery vacuum chamber must be designed to
maximally surround the thermal mass so that no heat can be
transmitted by conduction or convection from the thermal mass to
the thermal battery case by conduction or convection. Where
possible, the conductive portions where the thermal mass contacts
the thermal battery case should be minimized so that the thermal
mass is essentially suspended inside the thermal battery vacuum
chamber by minimally conductive members. A vacuum resistant
material should be used to construct the thermal battery case to
prevent the loss of vacuum, thus preferably the thermal battery
casing could be made from glass or from a metal alloy of suitable
properties. The outer thermal insulation of the thermal battery
case should be designed for minimal radiation. Preferably, the
interior wall of the thermal battery vacuum chamber should be
reflective to heat so that radiation is stored inside of it by
reflection with minimal losses. The thermal battery case could be
made from thermally insulating materials so that as much heat is
stored within the thermal battery as possible. The thermal battery
vacuum chamber should be evacuated to a high degree to avoid heat
loss during operation. All fluid delivery passages and tubes should
be insulated to a very high degree to prevent heat loss and their
lengths should be minimized as much as possible.
[0101] Since there is no need to compress a fluid for firing and
combustion, all the engines should be designed as two stroke
engines, with a single stroke for a power stroke and a single
return stroke for an exhaust stroke. The in the preferred
embodiment, pressurized expanded fluid enters the intake chamber
and serves all the cylinder expansion chambers simultaneously. This
reduces the complexity of the expanded fluid control system since
the expanded fluid inside the intake chamber is always pressurized
during operation and ready to feed pressurized expanded fluid into
each cylinder expansion chamber when its intake valve opens. Each
intake valve opens when its piston head is at its top dead center
and again closes when its piston head is at bottom dead center.
Each exhaust valve opens when its piston head is at its bottom dead
center and again closes when its piston head is at top dead center.
The exact position when the valves open could be adjusted to
compensate for lag in the delivery rate of the expanded fluid and
the exhausted rate of the expanded fluid. In some cases, it is
possible to isolate each cylinder to have its own intake chamber
and its own exhaust chamber. In this case, it is possible to
rearrange the power strokes of each piston head so that they can be
sequenced as necessary to maximize the power outtake of the thermal
engine.
[0102] A flywheel is essential to keep the cycle going since very
little power is generated during the motion of the piston head from
bottom dead center to top dead center even though if a vacuum is
maintained in the exhaust chamber a substance force could be
generated to assist the return of the piston head. In the case when
a closed cycle thermal engine is built the exhausted expanded fluid
vapor should be cooled in a non-resistive heat exchanger. The
passageways for the expanded fluid vapor in the heat exchanger
should be free from any back pressure and the heat exchanger should
be able to quickly remove all the heat of condensation from the
expanded fluid so that it can quickly condense to expansion fluid
and thus recycled as quickly as possible before losing most of its
heat. In fact the heat removed by engine coolant passing through
the heat exchanger should be equal or more than the heat of
condensation of the expanded fluid so that the liquid phase of the
expansion fluid remains as close to its boiling point as possible.
This ensures that very little heat is taken from the thermal mass
by the expansion fluid to re-expand it to a vapor phase. The
expansion fluid tank could also be incorporated as part of the heat
exchanger. This way the expansion fluid is stored in the heat
exchanger as opposed to using a separate expansion fluid tank for
the same purpose. The condensate expansion fluid from the heat
exchanger can be held in a segment of heat exchanger, which will
act as an expansion fluid tank to minimize the size and complexity
of the thermal engine, and more importantly to minimize the
exposure of the condensed expansion fluid to the atmosphere. The
expansion fluid from the expansion fluid tank can then be
transferred directly by the expansion fluid pump to the expansion
chamber for immediate reuse as needed. If the heat exchanger is
large enough, the condensate could be taken directly from the heat
exchanger output and reused as the expansion fluid so that it can
act directly as the expansion fluid tank itself.
[0103] In the case when an open cycle thermal engine is built the
exhausted expanded fluid vapor could be exhausted directly to the
atmosphere and not reused. The most suitable expansion fluid for
this purpose is water since it is environmentally friendly. In the
open cycle format of the invention, the thermal engine is provided
with an expansion fluid tank that can store an adequate amount of
expansion fluid for the required period of use of the thermal
engine. Then, the exhausted expanded fluid could be passed through
the heat exchanger or simply expelled to atmosphere as vapor.
Preferably, the heat exchanger can be a plate heat exchanger with
alternating passages for the engine coolant and the expanded fluid
and recirculate expansion fluid. It could also be simple coiled
tube-in-tube heat exchanger that could be incorporated with a check
valve at its end that only allows fluids to pass to atmospheric
pressure so that as the expanded fluid is exhausted it cools inside
the exhaust tube and condenses to a liquid phase to form a vacuum
in the exhaust tube and the exhaust chamber and the check valve
closes to maintain the vacuum. The vacuum subjects the exhaust
valve to a negative pressure that can be used to assist the piston
head to rise to top dead center when the said exhaust valve is
opened. When the vacuum subsides during the power cycle, the check
valve relaxes and opens and expansion fluid is expelled into the
atmosphere. This way, only liquid is exhausted as a wasted fluid
from the engine. No heat exchanger may be needed if there is an
adequate supply of expansion fluid, but reusing the expansion fluid
can assist in reducing the energy drawn from the thermal mass. In
such a case, the condensed expansion fluid can be recaptured in the
expansion fluid tank under atmospheric conditions. In the open
cycle embodiment of the present invention, the expansion fluid tank
should be in fluid communication with the atmosphere so that no
back pressure is generated by the exhausting expanded fluid, and if
the heat exchanger becomes too hot, the expanded fluid vapor can
simply escape from expansion fluid tank to atmosphere without
generating a back pressure on the intake chamber. In yet another
embodiment of the open cycle, the heat exchanger could be submerged
inside the expansion fluid in the expansion fluid tank to exchange
heat directly with the expansion fluid stored therein. This allows
a lot of the exhaust heat to be captured. However if this is done
it is important that the output of the heat exchanger exhaust be
above the liquid level so that in the case of a vacuum being
generated by the condensate, the expansion fluid will not be sucked
backwards into the exhaust chamber.
[0104] While the invention can be used only with a noncombustible
phase change liquid such as water it may also be used in
combination with or separately with a potentially combustible
expansion fluid that have a high expansion value.
BRIEF DESCRIPTION OF THE DRAWINGS
[0105] Various other objects, advantages, and features of the
invention will become apparent to those skilled in the art from the
following discussion taken in conjunction with the following
drawings, in which:
[0106] FIG. 1 is a perspective bottom view of motor vehicle showing
incorporation of the elements of the preferred embodiment of the
present system into the undercarriage and engine compartment.
[0107] FIG. 2 is a perspective upper view of the embodiment of FIG.
1 seated in a motor vehicle frame.
[0108] FIG. 3 is a separate, perspective view of the preferred
thermal battery, broken away from the rest of the system.
[0109] FIG. 4 is a partially exploded perspective view of the
thermal battery of FIG. 3.
[0110] FIG. 5 is a perspective side view of the present thermal
battery with a corner broken away, revealing the vacuum chamber and
thermal chamber.
[0111] FIG. 6 is a plan side view in partial cross-section of the
present system showing part of the thermal engine broken away.
[0112] FIG. 7 is a perspective top view of the system.
[0113] FIG. 8 is a perspective top view of the system as in FIG. 7
but from the opposite side, illustrating the electrolytic cell and
battery in exploded relation.
[0114] FIG. 9 is a close-up, cross-sectional side view of the
electrolytic cell and battery of FIG. 8.
[0115] FIG. 10 is a first schematic view of the system illustrating
heat flow.
[0116] FIG. 11 is a second schematic view of the system.
[0117] FIG. 12 is an illustration of thorium within a radioactive
shield, which is optionally included in the system for heating the
thermal mass.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0118] As required, detailed embodiments of the present invention
are disclosed herein; however, it is to be understood that the
disclosed embodiments are merely exemplary of the invention which
may be embodied in various forms. Therefore, specific structural
and functional details disclosed herein are not to be interpreted
as limiting, but merely as a basis for the claims and as a
representative basis for teaching one skilled in the art to
variously employ the present invention in virtually any
appropriately detailed structure.
[0119] Reference is now made to the drawings, wherein like
characteristics and features of the present invention shown in the
various FIGURES are designated by the same reference numerals.
First Preferred Embodiment
[0120] The present invention relates generally to the field of
engines that convert heat into mechanical energy. Referring to
FIGS. 1-12, a thermal engine 100 is disclosed which may be used to
power a vehicle 300 such as a car or a Train. Thermal engine 100
uses the thermodynamic properties of an expansion fluid 107 and the
pressure it generates during phase change to expanded fluid 145 to
convert thermal energy to mechanical energy.
[0121] In its most basic form, as mentioned above generally, the
thermal engine 100 incorporates several conventional engine
elements including valve cover 111 sealingly mated to valve block
112 sealingly mated to engine block 113 and with a crankcase 114
sealingly mated to sump 115. These components of the thermal engine
100 could be injection molded from suitable engineering plastics
and ceramic composites and appropriately lined with durable inserts
in areas where wear might be a problem.
[0122] The engine block 113 has one or more longitudinal spaced
cylinder chambers 140 that are bored through it with axes
perpendicular to its open face within each of which a piston head
103 is slidably and sealingly retained to form a variable volume
cylinder expansion chamber 108 between a piston head 103 and a
valve block 112. The other end of the engine block 113 is sealingly
connected to a crankcase 114. The anticipated operating temperature
of the engine block 113, the valve cover 111, the valve block 112,
the crankcase 114, the sump 115 and the piston head 103 is below
the melt critical operating temperatures of some engineering
plastics and inexpensive metals so these components could be
constructed from durable materials such as aluminum allows,
plastics such as Peek, Vespel.RTM. SP-1 Polyimide, Melding 7001
Polyimide, Kapton.RTM. Polyimide, Kaptrex.RTM. Polyimide,
Torlon.RTM. 4203, Vestakeep.RTM. PEEK, Ceramapeek.RTM.,
Ryton.RTM.--PPS--40% Glass-Filled and Celazole.RTM. PBI.
Celazole.RTM. PBI offers the highest heat resistance and mechanical
property retention over 400.degree. F. well above the boiling point
of most liquid refrigerants.
[0123] The cylinder chamber 140 and the piston head 103 can be made
from aluminum or can be coated with a rust deterring coating and
alternatively can me made from stainless steel sleeves to prevent
wear due to the sliding motion required of piston head 103. The
piston head 103 has piston rings 103R that form an adequate slide
seal with the cylinder chamber 140. A crankshaft 110 is
mechanically linked to the piston head 103 opposite the valve block
112 by a piston crank 104. The valve block 112 has intake valve
ports 117 with intake valves 118 and the same number of exhaust
valve ports 119 with exhaust valves 120 for sealing and fluid
communication with the cylinder chamber 140 in the engine block
113; the valve cover 111 sealing forms an intake chamber 121 and an
exhaust chamber 122 over the intake valve ports 117 and the exhaust
valve ports 119 respectively.
[0124] For the purposes of the invention, the intake chamber 121 is
sealingly and fluidly connected to receive expanded fluid 123 from
expansion chamber 136 through an intake tube 124; the exhaust
chamber 122 is sealingly and fluidly connected to an exhaust tube
125 at the end of which is serially connected a check valve 126 for
stopping expansion fluid to renter the exhaust chamber; a vapor
trap 128 is placed before the check valve 126 at the end of the
exhaust tube 125; check valve 126 sealingly and fluidly connects to
a radiator 130 which fluidly connects to a first heat exchanger
path 143 for circulating expanded fluid 123; and a second heat
exchanger path 144 for circulating expansion fluid if it is used
for cooling expanded fluid, or alternatively for connecting said
second heat exchange path to an air blower to cool expanded fluid
123.
[0125] Check valve 126 sealingly and fluidly connects to first heat
exchanger path input 143i to receive expanded fluid from the
radiator 130; in one embodiment first heat exchanger path input
143i sealingly also sealingly connects to electrolytic cell gas
output 181 of an electrolytic cell 175 with battery 179.
Electrolytic cell 175 is configured with a Cathode 176 and an Anode
177 for generating Oxyhydrogen when water is used as an expansion
fluid 123, otherwise it is unnecessary. The expansion fluid tank
input 145o sealingly and fluidly connects to expansion fluid pump
suction 138i; expansion fluid pump output 138o sealingly and
fluidly connects to the bypass valve 154; and finally, bypass valve
154 bypass valve 154 has two outputs which sealingly and fluidly
connects to recirculate tube 155 and to flow regulator 159
respectively. Flow regulator is connected to the input of an
electrolytic cell 175 and the output of the electrolytic cell 175
connects sealingly to pressure chamber 152 so that expansion fluid
can pass through the electrolytic cell and into the pressure
chamber 152.
[0126] Bypass valve 154 is designed to regulate the pressure and
amount of flow of expansion fluid 123 into pressure chamber 152 and
to provide for even pressure distribution of expansion fluid 107
the recirculate tube 155 and the flow regulator 159. Thus by
regulating the flow regulator 159, the amount of recirculating
expansion fluid 156 and the flow of expansion tube to both the
electrolytic cell 175 and the pressure chamber 152 can be
controlled. Bypass flow valve 154 allows excess expansion fluid 107
to be returned through the recirculate tube 155 to expansion fluid
tank 145.
[0127] The electrolytic cell is connected via a positive and a
negative lead to a 12V or 24V battery that is used to power engine
starting means 139. In the case of using electrolytic gas 182 to
generate pressure and thermal energy in the pressure chamber 152,
the electrolytic gas 182 generated by the electrolytic cell 175
when turned on in the presence of expansion fluid can just be
allowed to flow into the pressure chamber 152 and explode therein.
As expanded fluid 123 is generated therein. In the case when a
vacuum assist is required, the electrolytic gas 182 can be gathered
as a buoyant gas in the electrolytic cell 175 be directed through
an electric gas supply tube 178 which connects the electrolytic gas
output 181 of the electrolytic cell 175 a first heat exchanger path
input 143i to provide electrolytic gas 182 inside the first heat
exchange path 143. This allows the electrolytic gas to implode and
create a vacuum therein which is then transmitted to the exhaust
chamber 122 to vacuum assist and increase the power of the thermal
engine 100.
[0128] The recirculate tube 155 is connected to the second heat
exchange path input 144i before it enters expansion fluid tank 145
to allow the recirculate expansion fluid to exchange heat with the
expanded fluid 123 from radiator 171. This allows the heat from the
expanded fluid 123 to be absorbed back into the recirculating
expansion fluid 107 before it returns to expansion fluid tank 145.
By controlling flow regulator 159, the amount of fluid fed into
pressure chamber 152 can be regulated to regulate the power of
thermal engine 100. Finally the output of pressure chamber 152
fluidly and sealingly connects sealingly to intake tube 124 to
transport expanded fluid 123 to intake chamber 121.
[0129] The first heat exchanger path input 143i of heat exchanger
127 is connected to the output of radiator 130 to receive expanded
fluid 123. The recirculate expansion fluid 156 is connected to a
second heat exchanger path input 144 to pass through second heat
exchanger path 144 and to thermodynamically interact and exchange
heat with expanded fluid 123 passing through the first heat
exchanger path 143. Both the output from first heat exchanger path
output 143o and the second heat exchanger path output 144o return
expansion fluid and condensed expanded fluid respectively back to
expansion fluid tank 145 to be reused.
[0130] A thermal battery 105 consisting of a contiguous thermal
battery vacuum chamber 131 within which is contained a sealed
thermal mass chamber 132 for containing a thermal mass 106. Thermal
mass chamber 132 encloses thermal mass 106 and the volumetric space
between thermal mass 106 and thermal mass chamber 132 forms heat
transfer fluid chamber 133. Thermal mass chamber 132 surrounds
thermal mass 106 and the thermal battery vacuum chamber 131
surrounds the thermal mass chamber 132 so that a vacuum can be
pulled in the thermal battery vacuum chamber 131 to surround the
thermal mass chamber 132 and insulate it from convective heat loss.
Thermal mass 106 can be made from stainless steel interspersed with
aluminum. Aluminum melts at temperatures of about 1,221.degree. F.
(660.3.degree. C.) and so it acts to store phase change heat within
the thermal mass 106 at temperatures above 1233.degree. F.
[0131] Sealed heat transfer fluid tubes 137 sealingly and fluidly
connect the heat transfer fluid chamber 133 to a heat transfer
fluid pump 134 to circulate heat transfer fluid 135 such as air,
steam, helium or nitrogen through heat transfer fluid chamber 133
for uniform heat removal from thermal mass 106, and for
transporting said heat transfer fluid 135 to a pressure chamber 152
that may be located a distance from the thermal battery 105.
Pressure chamber 152 may also be located within the thermal battery
105. The heat transfer fluid tubes 137 sealingly pass through the
walls of the thermal battery vacuum chamber 131 and sealingly
connect to the heat transfer fluid chamber 133 to continuously
circulate heat transfer fluid 135 between the pressure chamber 152
and through and the heat transfer fluid chamber 133 without
introducing any heat transfer fluid 135 into the thermal battery
vacuum chamber 131. Thus the integrity of the vacuum within the
thermal battery vacuum chamber that surrounds the thermal mass
chamber 132 is maintained. The thermal battery vacuum chamber 131,
the thermal mass 106, the thermal mass chamber 132, the heat
transfer fluid tubes 137 and the pressure chamber 152 must all be
constructed from durable high melting point materials that do not
rust such as stainless steel, titanium or ceramics. The thermal
battery vacuum chamber 131 must be made from heat resistant and low
expansion materials such as ceramics and metal allows. It cannot be
made from plastic or aluminum since it must withstand very high
temperatures.
[0132] The heat transfer fluid tubes 137 are preferably tubes of
suitable diameter for easy flowing of the heat transfer fluid 135
by means the heat transfer fluid pump 134 and can be welded through
the walls of the thermal battery vacuum chamber 131 and then
through the walls of thermal mass chamber 132 to sealing and
fluidly communicate with the and the heat transfer fluid chamber
133. Advantageously, the pressure chamber 152 can be located a
distance away from the thermal battery 105 itself and still
effectuate the expansion of expansion fluid 107 to expanded fluid
123 by means of a phase change using heat transferred by the heat
transfer fluid 135 from the thermal mass 106.
[0133] The pressure chamber 152 receives expansion fluid 107 from
bypass flow valve 154 and excess expansion fluid 107 is returned
through the recirculate tube 155 to expansion fluid tank 145. By
controlling flow regulator 159, the amount of expansion fluid 107
fed into pressure chamber 152 can be regulated to regulate the
power of thermal engine 100. The flow rate of heat transfer fluid
135 must be regulated to determine the rate of phase change from
liquid to vapor of expansion fluid 107 to expanded fluid 123. This
can be done by one of two means. A first means of controlling the
rate of vapor formation involves regulating the amount of expansion
fluid 107 that is introduced into the pressure chamber 152. The
second method is by regulating the amount of heat transfer fluid
135 that is passed through the pressure chamber 152. The rate of
heat transfer and the mass flow dynamics ultimately determines the
exact amount of expanded fluid 123 that is generated in pressure
chamber 152 before it is introduced into intake chamber 121.
[0134] The choice of heat transfer fluid 135 is critical. Heat
transfer fluid 135 cannot be combustible and should not decompose
with extreme heat generated by the thermal mass 106. For example
Air, Steam, Nitrogen, Helium, Argon, CO.sub.2, and other
non-combustible gases and liquids may be used. Since the heat
transfer fluid 135 is circulated in a closed flow circuit, it can
be pressurized to a certain degree if the heat transfer fluid tubes
137 are designed to hold the pressure. Thus, the heat transfer
fluid 135 can be a pressurized gas, a refrigerant, or a liquefied
cryogenic gas such as CO.sub.2 that can have extremely good heat
transfer characteristics. If it is a pressurized gas, then the heat
transfer fluid tubes 137 can act as heat tubes which transfer heat
by phase change, so that when the heat transfer fluid 135 is heated
by the thermal mass 106 it will expand into a gas and then
recondense within the pressure chamber 152 to transfer heat by
phase change.
[0135] Heat transfer fluid tubes 137 can be made from durable
materials with good heat transmission coefficients such as copper
allows, stainless steel allows, titanium allows and platinum
allows. It is preferable that the heat transfer fluid tube 137 be
firmed both inside the pressure chamber 152 and within the heat
transfer fluid chamber 133 to effectuate adequate heat transfer
through its walls. If the pressure chamber 152 is remotely located
from the thermal battery 105 then the heat transfer fluid tubes 137
must be well insulated to prevent any loss of energy to the
environment. Heat transfer fluid tubes 137 should sealing pass
through the walls of thermal battery vacuum chamber 131 and
sealingly and fluidly connect therein to through the walls of the
thermal mass chamber 132 into heat transfer fluid chamber 133. Heat
transfer fluid tubes 137 should sealing pass through the walls of
the pressure chamber 152 and form a suitable coil therein to
maximize the exposed heat transfer area therein. No transfer of
heat transfer fluid 135 should occur between the heat transfer
fluid tubes 137 and the expansion fluid within the expansion
chamber 122. From the pressure chamber 152 the heat transfer fluid
tubes 137 connect back to the suction of the Heat transfer fluid
pump 134. The output of heat transfer fluid pump 134 reconnects to
heat transfer fluid tubes 137 to continue the flow of heat transfer
fluid 135 back through the heat transfer fluid chamber to be
recycled continuously. This way, heat transfer fluid 135
continuously serves to transfer and exchange heat between the
thermal mass 106 and expansion fluid 107 inside of pressure chamber
152.
[0136] Further, the heat transfer fluid pump 134 which may be a
pressure blower and must be chosen to withstand high temperatures
that can be generated by charging the thermal mass 106. The exposed
surface are of the heat transfer fluid tubes 137 will determine the
amount of heat the heat transfer fluid 135 can transfer to
expansion fluid 107 to generated expanded fluid 123. Finally the
output of pressure chamber 152 sealingly and fluidly connects to
intake chamber 121 through intake tube 124 to closes the loop
expansion fluid and expanded fluid cycle loop through thermal
engine 100.
[0137] Expansion fluid pump 138 must be a high pressure pump that
can generate at least 1000 psi to overcome the pressure generated
by the expanded fluid 123 inside of pressure chamber 152. An
electric hydraulic pump such as a Concentric Hydraulic Pump.TM.
made by Hadex Corporation can be used to circulate expansion fluid
107. The pump allows the exchange of heat from the heat transfer
fluid 135 through the heat transfer fluid tubes 137 that pass
through and within the pressure chamber 152 to uniformly heat and
expand expansion fluid 107 therein from a liquid phase to an
expanded fluid 123 in the vapor phase and to sealingly and fluidly
transmit and accumulate pressurized expanded fluid 123 vapor into
the intake chamber 121 of the engine so that when the starting
means 139 turns the drive shaft 146, an expansion fluid pump 138
delivers a quantity of expansion fluid 107 into the pressure
chamber 152 and further, the heat transfer fluid pump 134 blows
heat transfer fluid 135 through the thermal mass chamber 132 to
receive heat from the thermal mass 106 and transport it to heat
transfer fluid tubes 137 in the pressure chamber 152 to exchange
said heat with the expansion fluid 107 causing expansion fluid 107
to expand into a vapor and become expanded fluid 123, and when the
piston head 103 is at top dead center of the cylinder chamber 140 a
cylinder valve operating means 141 opens the intake valve 118 and
expanded fluid 123 vapor is passed through the intake valve port
117 into the cylinder expansion chamber 108 to generate pressure
and drive the piston head 103 from top dead center to bottom dead
center, the piston head 103 motion generating a force transmitted
by the piston crank 104 to turn the crankshaft 110 and generate
mechanical power using the thermodynamic potential of the expanded
fluid 123 vapor, so that when the piston head 103 is at bottom dead
center the drive force generated on the drive shaft 146 causes
cylinder valve operating means 141 to close the intake valve 118
and to open the exhaust valve 120 and cause expanded fluid 123
vapor to exit through exhaust valve 120 port into the exhaust
chamber 122 for removal of exhaust expanded fluid 123 as the piston
head 103 rises to top dead center passing expanded fluid 123 vapor
into a first heat exchanger path 143 to exchange heat with the
engine coolant 129 passing through a hydraulically separate second
heat exchanger path 144 in the heat exchanger 127 so that the
engine coolant 129 receives heat and cools and condenses the
expanded fluid 123 vapor back into expansion fluid 107 and to
advantageously generate a negative vapor pressure to assist and
pull the piston head 103 back to top dead center to repeat the
cycle.
[0138] In a conventional engine form, an exhaust camshaft 147 is
axially positioned inside the exhaust chamber 122 with a cam 148
mounted thereon above each exhaust valve 120. In regular gas
engines, the intake valve 118 is designed to open up when subjected
to negative pressure within the cylinder expansion chamber 108.
They are generally only subjected to no more than atmospheric
pressure or super charger pressures. This allows gas and air
mixtures to be aspirated into the cylinder expansion chamber 108.
In this invention however, the intake valve 118 is designed to
maintain a seal under high pressure and cannot be opened up by
negative pressures within cylinder expansion chamber 108. The
intake valve 118 can only be opened by the action of an intake
camshaft 149 pushing the intake valve 118 open. Both intake valves
118 and exhaust valves 120 must be actuated by mechanical means
only such as either a cam or a solenoid, and neither aspiration nor
negative pressures should actuate either. Advantageously, both the
intake valve 118 and the exhaust valve 120 form positive seals
under any pressure. Thus when the intake chamber 121 is subjected
to pressure from the expanded fluid 123, it forms a positive fluid
seal that can only be opened by deliberate mechanical or electronic
action. Most conventional engines have cams that open when their
cylinder expansion chamber is subjected to negative pressure as the
piston head 103 goes to bottom dead center from top dead center.
This is due to the required aspiration of a four-stroke engine.
Thus special care should be taken to design the intake valve 118 so
that when it is at the sealing position, expanded fluid 123 will
not open it by pressure alone. It is possible to increase the
spring constant of the valve spring to ensure that it will have
enough rest compression to withstand the pressure of the expanded
fluid 123.
[0139] An intake camshaft 149 is axially positioned inside the
valve block 112 with a cam 148 mounted thereon above each intake
valve 118. Both cam 148 shafts are suitably mechanically attached
by a drive belt 150 or gear system to a drive shaft 146 at the end
of the crankshaft 110. An engine starting means 139 is also
connected to drive shaft 146 to rotate the drive shaft 146 when the
thermal engine 100 is started. In an electronic cylinder valve
format, electric solenoids could be used to exactly open and close
the intake valve 118 and exhaust valve 120 in phase with the engine
cycle.
[0140] The thermal engine 100 further comprises an expansion fluid
pump 138 for pumping expansion fluid 107 into the pressure chamber
152. The heat from the thermal mass 106 is transported by the heat
transfer fluid 135 into the pressure chamber 152 by the expansion
fluid pump 138 which delivers a quantity of expansion fluid 107
into the pressure chamber 152, and further, the heat transfer fluid
pump 134 pumps heat transfer fluid 135 through the heat transfer
fluid chamber 133 to receive heat from the thermal mass 106 and
transport it through heat transfer fluid tubes 137 into the
pressure chamber 152. Thus when the expansion fluid pump 138 pumps
expansion fluid 107 into the pressure chamber 152 the heat from the
heat transfer fluid 135 causes expansion fluid 107 to expand into a
vapor and become expanded fluid 123. The pressure chamber 152 is
sealingly and fluidly connected to the intake chamber 121 of the
thermal engine 100.
[0141] Expansion fluid 107 flow is regulated to divide into two
paths with a first path entering into the pressure chamber 152 to
exchange heat with the heat transfer fluid 135 and to expand into
expanded fluid 123 and a second path taking recirculate expansion
fluid 156 back to the expansion fluid tank 145; Expanded fluid 123
generated within pressure chamber 152 directly enters into intake
chamber 121, then flows therefrom into the intake valve 118 ports,
which if open will have fluid communication with the cylinder
expansion chamber 108 and the pressure of expanded fluid 123 will
cause the piston head 103 to move from top dead center to bottom
dead center and at bottom dead center will cause crankshaft 110 to
rotate; and said rotation of crankshaft 110 will cause exhaust
camshaft 147 to rotate and open exhaust valve 142; and said opening
of exhaust valve 142 will fluidly communicate expanded fluid 123
through the exhaust valve ports 119 which fluidly communicate
through the exhaust tube 125 and through the check valve 126 with
either atmosphere when an open cycle design is used or with one
path through a heat exchanger 127 where it is condensed back to
expansion fluid 107 and then passed through the suction of the
expansion fluid pump 138 and retuned partly back to the expansion
fluid tank 145 and inclusively partly back to the pressure chamber
152 to be reused again to repeat the cycle as depicted in the flow
circuit 700;
[0142] Yet another means of cooling expanded fluid 135 is to pass
recirculate expansion fluid 156 from the bypass valve 154 through
recirculate tube 155 into the interior of the exhaust tube 125 to
exchange and absorb some more heat from the expanded fluid 123 in
the exhaust tube 125 and to help cool expanded fluid 123 therein.
Expanded fluid 123 and any condensed expansion fluid 107 can be
passed through a first heat exchange path 143 of heat exchanger 127
to exchange heat with a second heat exchanger path 144 of heat
exchanger 127 through which recirculated expansion fluid 156 is
passed and then return condensed expanded fluid 123 as expansion
fluid to the expansion fluid tank 145 to repeat the cycle.
[0143] In such a case, recirculate tube 155 must pass sealingly
through the walls of the exhaust tube 125 into the interior of the
exhaust tube 125 and traverses most of the length of the exhaust
tube 125 to emerge therefrom hotter than its entry temperature and
returns to the expansion fluid tank 145 with acquired energy from
the expanded fluid 123 that would otherwise be waste. The
recirculate tube 155 is preferably made from high heat conducting
materials such as finned aluminum tubing or coppers tubing and can
be coiled or folded internally within the exhaust tube to create a
large surface area for the exchange of heat between recirculate
expansion fluid 156 and expanded fluid 123. This allows maximum
loss of heat from the expanded fluid 123 to the recirculate
expansion fluid 156. This way most of the heat from the expanded
fluid 123 is reabsorbed back into the recirculate expansion fluid
156 and not lost to atmosphere before it returns to the expansion
fluid tank 145 to repeat the cycle. It is advantageous not to
insulate the exhaust tube 125 so that expanded fluid 123 is
condensed to expansion fluid 107 as quickly as possible. Most of
the heat from the expanded fluid 123 should be absorbed by the
engine block 113 from the air blown through radiator 130 and mostly
by the recirculate expansion fluid 156 in heat exchanger 127 so
that it can be reused as thermal energy in the thermal engine 100.
The area of the heat exchanger 127 is substantial and it is
calculated to suffice to condense the exhausted expanded fluid 123
before it exist heat exchanger 127. Engine coolant 129 is pumped by
engine coolant pump 157 and circulated through engine block 113 and
then through a radiator 130. Radiator fan 158 that blows air
through the radiator 130 to remove the heat of condensation from
the engine coolant 129 and reheat the outer perimeter of the engine
block 113. It is advisable to insulate as much of engine block 113
as possible for maximum heat storage, but also to allow the air
flow from radiator fan 158 to envelop as much of the engine block
113 to transfer as much heat thereto as possible.
[0144] Unlike conventional engines that require heat to be removed
from the engine, the present invention admits to reusing the engine
coolant 129's thermal energy to reheat engine block 113.
[0145] Advantageously, radiator fan 169 may be driven by either
electric power from a battery or by means of the crankshaft 110 to
remove heat from the radiator 130 by passing air through the
radiator 130's fins and directing said air back over engine block
113 to reheat engine block 113 to a temperature close to the
boiling point of the expansion fluid 107. It is important that the
speed and air CFM capacity of radiator fan 169 be properly
specified to remove just enough heat from engine coolant 129 and
not necessarily cool engine block 113. Thus the radiator fan 169
must have a thermostat controller that activates the radiator fan
169 only when the engine coolant 129 temperatures is close to the
boiling point of the expansion fluid 107. Thus minimal heat from
the thermal battery 105 is lost as wasted heat to atmosphere during
the operation of the thermal engine 100.
[0146] A negative pressure will be generated inside the heat
exchanger 127 by the rapid condensation of the expanded fluid 123
back to expansion fluid 107 and caution must be exercised to make
sure that the fluid circuits and the heat exchanger 127 can handle
negative pressures.
[0147] Advantageously, the recirculate expansion fluid 156 could be
directly sprayed inside of the heat exchanger 127 to mingle and
condense as flowing expanded fluid 123 again. This ensures maximum
use of the heat wasted from the exhausted expanded fluid 123 from
the thermal engine 100. The condensed expansion fluid 107 and the
recirculate expansion fluid 156 could then be returned from
radiator 130 and from heat exchanger 127 to expansion tank 145.
[0148] When the engine starting means 139 turns the drive shaft 146
the expansion fluid pump 138 delivers a quantity of expansion fluid
107 through the bypass valve flow regulator into the pressure
chamber 152 causing expansion fluid 107 to expand into a vapor and
become expanded fluid 123; and when the piston head 103 is at top
dead center of the cylinder chamber 140 the intake camshaft 149
rotates such that a cam 148 opens the intake valve 118 and expanded
fluid 123 vapor is passed through the intake valve port 117 into
the cylinder pressure chamber 152 to generate pressure and drive
the piston head 103 from top dead center to bottom dead center, and
the piston head 103 motion generates a force transmitted by the
piston crank 104 to turn the crankshaft 110 and generate mechanical
power using the thermodynamic potential of the expanded fluid 123
vapor; and when the piston head 103 is at bottom dead center the
cylinder valve operating means 141 closes intake valves 118 and at
the same time opens the exhaust valves 120 to cause expanded fluid
123 vapor to exit through exhaust valve 120 port into the exhaust
chamber 122 for removal of exhaust expanded fluid 123; and as the
piston head 103 rises to top dead center again pushing expanded
fluid 123 vapor into the exhaust tube 125 through a check valve 126
and into the heat exchanger 127 to mingle with recirculate
expansion fluid 156 and to cool and condense the expanded fluid 123
vapor back into expansion fluid 107 and to advantageously generate
a negative vapor pressure to assist and pull the piston head 103
back to top dead center to repeat the cycle.
[0149] The check valve 126 prevents backflow of condensate into the
exhaust chamber 122 to maintain a negative pressure and prevent
condensate from entering the cylinder expansion chamber 108.
Expansion fluid tank 145 receives condensed expansion fluid 107
from the heat exchanger 127 above the level of the expansion fluid
107 therein to prevent expansion fluid 107 from flooding the heat
exchanger 127. In the closed cycle format of the invention, an
expansion fluid pumps 138 for pumping expansion fluid 107 from the
expansion fluid tank 145 into bypass valve 154 and flow regulator
159 is provided. It is not necessary for the expansion fluid pump
138 to be driven by electric power for the invention to operate,
however it is important that it can be controlled to completely
shut down when required even if the engine is running. If the
expansion fluid pump 138 is connected to the crankshaft 110 by
mechanical means an electric clutch must be used to disengage
expansion fluid pump 138 it when it is required to be turned off
while the thermal engine 100 is in operation. The expansion fluid
107 is then sent to the pressure chamber 152 directly to expand as
expanded fluid 123 and to repeat the process.
[0150] In a conventional engine format, the intake valve 118s and
the exhaust valve 120s ride on cam 148s which forces them to open
and close against cam springs 160's compression force in a
conventional fashion. However, it is important that the both the
intake valve 118 and the exhaust valve 120 be sealed by positive
pressure and not aspirate as in a conventional engine.
[0151] A flywheel is attached to the drive shaft 146 and which is
connected to one end of the crankshaft 110 preferably extends out
of the crankcase 114 through a shaft port 162 to transmit the
thermal engine 100 power in the form of torque to any desired
mechanical load such as the expansion fluid pump 138 and such as
engine coolant pump 157.
[0152] In the open cycle format of the present invention, the
expansion fluid 107 can be delivered into the pressure chamber 152
by the expansion fluid pump 138 and also by either gravitational
potential or by pressurizing the expansion fluid tank 145.
[0153] In the closed cycle format, apart from unavoidable leaks and
losses, expansion fluid 107 is conserved and not lost to atmosphere
as exhaust and the same quantity of expansion fluid 107 remains in
the thermal engine 100 cycle in vapor and liquid phase and is
reused over and over again by means of condensation and expansion.
In the case of an open cycle format the expanded fluid 123 is
exhausted directly from exhaust tube 125 into the atmosphere
without the need for heat exchanger 127.
[0154] In general operation of the closed cycle engine, heat is
generated and stored in the thermal mass 106 by one of several
heating means 172. The first heating means 172 is by passing
electric current through resistive heating elements 163 embedded in
the thermal mass 106 for a period of time.
[0155] A second heating means 172 of thermal mass 106 is by
imposing an Electromagnetic induction heating means 164 on the
thermal mass 106 for a period of time.
[0156] A third heating means 172 of thermal mass 106 is by exposing
the thermal mass 106 to infrared heat from infrared lamps.
[0157] A fourth heating means 172 of thermal mass 106 can be used
that involves radioactive heating materials such as Thorium, 184.
See FIG. 12. If Thorium 184 is used, a substantial radiation shield
such as lead and carbon can be sued to shield the Thorium 184 from
outside exposure. Since the shield is also a thermal mass 106, a
thick layer of shielding could be incorporated enough to reduce any
possible radiation from contaminating the environment. Thorium 184
is a chemical element with symbol Th and atomic number 90. Thorium
was commonly used in gas mantles in the past. Thorium is used as an
alloying element in non-consumable TIG welding electrodes, in
high-end optics and scientific instrumentation. Thorium has a
half-life of 7,340 years and melting point of 1750.degree. C. and
thus can be used as a heating source for the thermal mass 106 up to
1200.degree. C. for an indefinite period of time. In such a case,
the Thorium 184 is encased in a radioactive shield 183 such as
lead. The radioactive shield 183 surrounds the Thorium 184 to
effectively absorb all radiation and heat up. The radioactive
shield 184 is surrounded by a substantial amount of thermal mass
106 inside of which expansion fluid 107 is introduced and expanded
as expansion fluid 123.
[0158] Yet a fifth heating means 172 of thermal mass 106 is by
means of a laser incorporated thereof. Electrical energy could be
supplied to the laser to generate a beam that could be used to heat
up the thermal mass 106.
[0159] Yet a sixth heating means 172 of thermal mass 106 is by
means of introducing a chemical reaction within the heat transfer
fluid chamber 133.
[0160] Yet a seventh and very important heating means 172 of
thermal mass 106 is by introducing heated gases as the heat
transfer fluid 135 into the heat transfer fluid tubes 137 to cause
reversible heating of the thermal mass 106 by such gases acting as
the heat transfer fluid 135. This can be achieved easily if the
heated gas from a combustible fuel such as propane or hydrogen or
Oxyhydrogen is introduced into the heat transfer fluid tubes 137 as
heat transfer fluid 135. In this configuration, a hybrid mode of
operation of the thermal engine 100 will incorporate a smaller
horsepower conventional propane-powered, gas-powered or
diesel-powered engine 800 as a back up heating means 172 when the
power of the thermal battery 105 reduces. This method could also be
used by generating an explosive electrolytic gas 182 generated by
electrolytic cell 175 as described earlier.
[0161] The thermal energy generated by such a gas engine 800 can be
used to generate exhaust heat used to heat the thermal battery 105
as well as generate heating of the pressure chamber 152 while the
thermal engine is running. Further, the engine 800 can be used as a
back up heat generator to allow prolonged use of the thermal engine
100 when its power dissipates. The mechanical energy of such an
engine 800 can serve several purposes including generating
electrical energy to reheat the thermal mass 106 over time as a
heating means 172.
[0162] The engine starting means 139 starts the thermal engine 100.
Preferably engine starting means 139, is an electric starter that
receives electric energy from a battery and causes the drive shaft
146 to and turns a crankshaft 110. If the expansion fluid pump 138
is directly driven by the crankshaft 110, then expansion fluid pump
138 pumps a quantity of expansion fluid 107 from the expansion
fluid tank 145 into the pressure chamber 152. However it is
preferable that an electric expansion fluid pump 138 be used so
that it can be started and turned off by the engine starting means
139. If the expansion fluid pump 138 is driven by power from
crankshaft 110 then the speed of the engine can influence the speed
of the expansion fluid pump 138 and the engine power can
exponentially decay if it slows down and slows expansion fluid pump
138 as well. Thus, preferably, the expansion fluid pump 138 should
be electric driven and made independent of the engine crankshaft
110's motion. The bypass valve 154 and the flow regulator 159 allow
only the prescribed amount of expansion fluid 107 to pass into the
pressure chamber 152 and the rest is returned as recirculate
expansion fluid 156 through the exhaust tube 125 to the expansion
fluid tank 145 by means of recirculate tube 155. It is important to
note that the recirculate expansion fluid 156 need not pass through
the exhaust tube 125 but can go directly into the expansion fluid
tank 145. An expansion fluid tank checks valve 167 prevents any
back flow from the expansion fluid tank 145 into exhaust tube
125.
[0163] The heat stored in the thermal mass 106 causes the expansion
fluid 107 to expand by a phase change into expanded fluid 123 to
generate pressure in the pressure chamber 152 and ultimately in the
intake chamber 121.
[0164] In the closed format of the invention, the heat exchanger
127 cools the expanded fluid 123 vapors back into expansion fluid
107 by using the engine coolant 129 to cool the vapor. A check
valve 126 at the end of the exhaust tube 125 causes a vacuum within
the exhaust chamber 122 as the expanded fluid 123 condenses to
expansion fluid 107. This vacuum is generated in the exhaust tube
125 and transmitted to the cylinder expansion chamber 108 and this
increases the power of the thermal engine 100 since when the
exhaust valve ports 119 open, the negative pressure in the cylinder
expansion chamber 108 will in addition to the energy stored in the
flywheel, cause the piston head 103 to rapidly return by negative
pressure to top dead center position. This adds more power to the
thermal engine 100 since the invention essentially teaches the use
of expansion fluid 107 in both its pressurized vapor expanded fluid
123 form and its vacuum condensate state to push and return the
piston head 103 from top dead center position to bottom dead center
position and back to top dead center position. This vacuum
assistance is possible in both the open cycle format and the closed
cycle format if the exhausted expanded fluid 123 is passed through
a long enough exhaust tube 125 before being exhausted to
atmosphere. In such a case, the rapid cooling of the expanded fluid
123 in the exhaust tube 125 causes the expanded fluid 123 to
undergo a phase change from the vapor phase to the liquid phase and
such rapid condensation results in a vacuum being generated
momentarily in the cylinder expansion chamber 108. Thus, by
adjusting the length of the exhaust tube 125, it is possible to
regulate the timing of the vacuum formed with the motion of the
piston head 103 as moves from top dead position center to bottom
dead center position and then back to top dead center position.
[0165] At close to bottom dead center the turning of the crankshaft
110, the momentum stored in the flywheel 161, and the negative
pressure of vapor condensation causes the piston head 103 to
rapidly move back towards top dead center to repeat the cycle and
to a position that causes intake valve 118 close while causing the
exhaust valve 120 to open. In a closed cycle format of the
invention, the pressurized expanded fluid 123 in the cylinder
expansion chamber 108 is pushed through the exhaust valve ports 119
into the exhaust chamber 122, allowing the expanded fluid 123 to
exit the cylinder expansion chamber 108 through the exhaust tube
125 and check valve 126 into the heat exchanger 127. Alternatively
the expanded fluid 123 can exit the cylinder expansion chamber 108
and be expelled directly to atmosphere through the exhaust tube 125
and check valve 126 to bypass the heat exchanger 127. The piston
head 103 freely returns to top dead center by the continued angular
momentum from the rotation of the crankshaft 110 and flywheel 161
allowing the remaining elements of the expanded fluid 123 out of
the cylinder expansion chamber 108 into the exhaust chamber 122 and
then to cool either in the exhaust tube 125 or in the heat
exchanger 127 to and generate a negative pressure of vapor
condensation so that the cycle can continuously repeat until
stopped. To stop the cycle, the bypass valve 154 simply bypasses
expansion fluid 107 through to the recirculate tube 155 and closes
off the flow to the pressure chamber 152 to stop the flow of
expansion fluid 107 into the pressure chamber 152.
[0166] The thermal mass 106 can be constructed with multiple layers
of metal slabs so that it is easier to handle and easier to conform
to the space requirements of a conventional vehicle 300. In fact
the thermal mass 106 can be made completely from sintered metals
that can be made to conform to any desired shape. In one preferred
embodiment, the thermal mass 106 is constructed from layers of
metal slabs which form a stack with passages and openings to form
the heat transfer fluid chamber 133 needed for the embedded heating
means 172 and to allow heat transfer fluid 135 to freely and evenly
flow through the entire surfaces of the thermal mass 106 to
effectuate adequate heat transfer to the heat transfer fluid
135.
[0167] The thermal mass 106 can be made from a single casting with
all the required passages already configured within it for the heat
transfer fluid 135 and the heating means 172. Adequate thermal
insulation should surround the thermal battery vacuum chamber 131
to insulate and prevent loss of heat energy to the environment.
Since most insulation is also porous to fluids, the entire volume
of the heat transfer fluid chamber 133 can be filled with
insulation. Preferably, the thermal insulation is made from such as
polyamides and ceramics fiber materials that can withstand
extremely high temperatures. Such materials are available as wrap
around tapes from companies such as engineered Tapes Inc., and ABS
thermal Technologies in New York. The thermal mass 106 is
preferably made from stainless steel and metal alloys, but can also
be made from ceramics, silicates, clays or carbon compounds.
Preferably a dense material with a high heat storage capacity
should be used to achieve a high storage heat capacity in the
thermal mass 106. The heat energy, q, stored in a material of mass
m, is proportional to the temperature difference, dt, it undergoes
and its specific heat capacity c.sub.p as given by the formula:
Q=mc.sub.pdt
Such dense materials that may be used for a thermal mass 106
include iron, lead, stainless steel, titanium, aluminum, molten
salts, carbon composites, fiberglass composites and ceramics. The
heat energy storage density is a function of the density of the
material since the mass is a function of the density. Examples of
the heat storage density of some materials are shown in the table
below:
TABLE-US-00003 heat storage density Operating temperature Material
Kj/m.sup.2.degree. C. range, .degree. C. Aluminum 2484 680 Cast
Iron, 3889 1151 Stainless Steel, Ceramics 2800 2000 Taconite 2500
2000 Saltstream .TM. 565 1960 565
[0168] The expansion fluid tank 145 should be made from durable
rust resistant, pressure resistant and heat resistant materials
such as Aluminum, Stainless steel, titanium, platinum, copper,
graphite, and other suitable materials. Since the expansion fluid
tank 145 can be pressurized in some instances, it must be designed
to hold adequate pressure above 500 psi and its construction should
follow adequate guidelines for manufacture of pressure tanks of the
required pressure ratings.
[0169] The engine block 113 and engine components can be
constructed from metal alloys commonly used in the manufacture of
standard combustion engines. However since the thermal loads that
the thermal engine 100 is subjected to can be far less that regular
combustion engines, it is possible to construct the engine
components from aluminum alloys, ceramics, plastics and even carbon
fiber materials. If water is used as an expansion fluid, it is even
possible to manufacture the engine and its components using high
temperature engineering plastics such as mentioned earlier. The
design of the cylinders 101, pistons 102 and other components could
be augmented by inserting adequate support materials and coatings
such as stainless steel sleeves to prevent the wear due to the
friction of the piston head 103 sliding on the cylinder 101 walls.
Advantageously, the use of engineering plastics could make the
thermal engine 100 as light as possible to compensate for the
additional weight that is needed for the thermal battery 105. Some
other components of the thermal engine 100 could also be made from
adequate engineered plastics that can withstand mechanical loads
and heat. In all the cost of manufacture of the thermal engine 100
can be reduced considerably by a suitable choice of materials.
[0170] The engine is a two-stroke engine and unlike a four-stroke
engine, compressed-air acting can start the thermal engine 100 as
the engine starting means 139. The starting of the thermal engine
100 power cycle causes the expansion fluid pump 138 to deliver a
quantity of expansion fluid 107 through the bypass valve 154 into
the pressure chamber 152 and the heat stored in the thermal mass
106 causes the expansion fluid 107 to become heated and to undergo
a phase change and become an expanded fluid 123 vapor within the
pressure chamber 152.
[0171] It is important that the intake chamber 121 be insulated as
much as possible so that the expanded fluid 123 vapor retains as
much heat as possible before it is introduced into the cylinder
expansion chamber 108. It is important that the exhaust chamber 122
not be insulated so that as much heat can be taken out of the
expanded fluid 123 vapors to reduce it to expansion fluid 107
liquid after it has done its work.
[0172] The thermal engine 100 preferably operates on a
noncombustible expansion fluid 107 such as water or a refrigerant
fluid; it is important that the expansion fluid 107 have as high a
heat of vaporization as possible. Water and refrigerants such as
ammonia have the highest heat of vaporization per kilogram. Some
examples of heat of vaporization are given below:
TABLE-US-00004 Heat of vaporization Heat of vaporization Compound
(Kj mol.sup.-1) (Kj kg.sup.-1) Methane 8.19 760 Ethanol 38.6 841
Methanol 35.3 1104 Ammonia 23.35 1371 Water 40.65 2257
[0173] The thermal energy that causes expansion fluid 107 to expand
to expand fluid can be directly transferred by direct contact of
the expansion fluid 107 with the surface of the thermal mass 106,
however caution must be applied since this can cause rapid elevated
and uncontrollable pressures. However it is quite possible to use
the thermal mass 106 to directly heat the expansion fluid 107 by
controlling the amount of expanded fluid 123 one exposes to the
thermal mass 106 for a given period of time. However uneven
distribution across the thermal mass 106 of expansion fluid 107 can
cause localized cooling of the thermal mass 106 and a reduction in
efficiency and power. Also superheating of the expansion fluid 107
can occur in which case a lot of energy will be wasted and never
recovered. Thus it is advantageous to use a suitable heat transfer
fluid 135 such as Air, Nitrogen, CO.sub.2, Steam and Helium, to
effectuate even and efficient transfer of heat energy from the
thermal mass 106 to the expansion fluid 107 through the pressure
chamber 152.
[0174] The expansion fluid pump 138 supplies expansion fluid 107
from the expansion tank to the pressure chamber 152 so that when
the expansion fluid 107 enters the pressure chamber 152 it absorbs
heat from the heat transfer fluid 135 and it expands quickly and
pressurizes the pressure chamber 152 with uniform vapor pressure.
This way the vapor pressure is constantly transmitted from the
pressure chamber 152 to intake valve 118 and so the pressure is
readily available to power the thermal engine 100. Thus unlike
conventional engines, the intake chamber 121 is always under
pressure and all the intake valve 118s are subjected to this
constant pressure so that when each opens it is fed pressurized
expanded fluid 123 directly. In this way, there is very little
fluid regulation needed to ensure adequate operation of the thermal
engine 100.
[0175] In accordance with the present invention, a thermally
charged thermal engine 100 is used to generate mechanical energy by
a phase change of a liquid such as water to a gas. The thermal
energy causes the expansion fluid 107 to expand into a gas by a
phase change and thus permits the thermal engine 100 to run like a
conventional engine without much change to the engine
configuration.
[0176] An objective of the prevent invention is to provide a
thermal engine 100 which can be operated with an expansion fluid
107 having the most suitable thermodynamic properties to achieve a
high degree of efficiency during operation. An engine of this kind,
in accordance with the invention, can be optimized by its geometry
through maximizing the thermal mass 106 and minimizing the surface
area of the thermal battery 105 for storing a maximum amount of
thermal energy in the form of a direct heat.
[0177] Essentially, a heat storing thermal battery 105 is
incorporated into the thermal engine 100 to permit energy to be
stored thermally instead of chemically as in the case of a
conventional electric battery. Advantageously, the entire engine
block 113 can be used as a thermal source in the form of a thermal
mass 106, so that a large amount of thermal energy can be stored
for later use. The thermal battery 105 can be charged with heat to
a high temperature using electric heaters, electromagnetic
induction heaters or other forms of heat generators incorporated
thereof. For example, a solar powered heat generator such as a lens
can be used to focus heat on the thermal mass during charging to
reduce the cost of using conventional electric energy sources. In
the case when a fluid can undergo a phase change with very little
heat, it is possible to use very low temperature thermal heating
means 172 to store energy in a thermal battery 105. It is possible
that with the advances in nuclear technology that a miniscule and
well-protected thermonuclear heating means such as Thorium 184
could be incorporated into a well-protected radiation shielded
thermal battery 105. In case of emergencies, it is possible to use
a chemically based heating fuel to generate heat that can be stored
in the thermal battery 105.
[0178] Moreover, the exhaust from the thermally expanded fluid 123
from the thermal engine 100 can be cooled to generate a reverse
condensation liquid phase vacuum that could assist in the return
cycle by pulling on the piston head 103 when it is at top bottom
center. In such a case, the maximum potential of the expansion
fluid 107 during condensation and creating a vacuum could be used
in conjunction with its expansive energy. An expansion fluid 107
such as water can be injected into the thermal mass 106 of the
thermal engine 100 to generate steam and power the thermal engine
100. Optionally, a combination of water and ethanol and other
fluids may be used as an expansion fluid. Advantageously, much more
energy can be stored in such a thermal battery 105 than in a
conventional electric battery of the same weight. This can be
demonstrated by simply exhausting the electrical energy of an
electric battery of a given mass to heat up a thermal mass 106 of
the same mass.
[0179] The thermal battery vacuum chamber 131 must be designed to
maximally surround the thermal mass 106 so that no heat can be
transmitted by conduction or convection from the thermal mass 106
to the thermal battery vacuum case 131 by conduction or convection.
Where possible, the conductive portions where the thermal mass 106
contacts the thermal battery vacuum case 131 should be minimized so
that the thermal mass 106 is essentially suspended inside the
thermal battery vacuum chamber 131 by minimally conductive members.
A vacuum resistant material should be used to construct the thermal
battery vacuum case 131 to prevent the loss of vacuum, thus
preferably the thermal battery vacuum case 131 could be made from a
metal alloy of suitable properties. The outer thermal insulation of
the thermal battery vacuum case 131 should be designed for minimal
radiation. Preferably, the interior wall of the thermal battery
vacuum chamber 131 should be reflective to heat so that radiation
is stored inside of it by reflection with minimal losses. Thermal
battery vacuum case 131 could be made from thermally insulating
materials so that as much heat is stored within as possible. The
thermal battery vacuum chamber 131 should be evacuated to a high
degree to avoid heat loss during operation. All fluid delivery
passages and tubes should be insulated to a very high degree to
prevent heat loss and their lengths should be minimized within as
much as possible.
[0180] Since there is no need to compress a fluid for firing and
combustion, all the engines should be designed as two stroke
engines, with a single stroke for a power stroke and a single
return stroke for an exhaust stroke. In the preferred embodiment,
pressurized expanded fluid 123 enters the intake chamber 121 and
serves all the cylinder expansion chambers 108 simultaneously. This
reduces the complexity of the expanded fluid 123 control system
since the expanded fluid 123 inside the intake chamber 121 is
always pressurized during operation and ready to feed pressurized
expanded fluid 123 into each cylinder expansion chamber 108 when
its intake valve 118 opens. Each intake valve 118 opens when its
piston head 103 is at its top dead center and again closes when its
piston head 103 is at bottom dead center. Each exhaust valve 120
opens when its piston head 103 is at its bottom dead center and
again closes when its piston head 103 is at top dead center. The
exact position when the valves open could be adjusted to compensate
for lag in the delivery rate of the expanded fluid 123 and the
exhausted rate of the expanded fluid 123. In some cases, it is
possible to isolate each cylinder head 109 to have its own intake
chamber 121 and its own exhaust chamber 122. In such a case it is
possible to rearrange the power strokes of each piston head 103 so
that they can be sequenced as necessary to maximize the power
outtake of the thermal engine 100. For example, unlike a gas engine
or diesel engine which relies on a sudden explosion to generate
pressure, the exhaust from a first piston of the thermal engine 100
could be channeled to a second piston and from thence to a third
and so on. This way the maximum expansion of the expanded fluid 123
is achieved.
[0181] A flywheel is essential to keep the cycle going since very
little power is generated during the motion of the piston head 103
from bottom dead center to top dead center even though if a vacuum
is maintained in the exhaust chamber 122 a substance force could be
generated to assist the return of the piston head 103. In the case
when a closed cycle thermal engine 100 is built the exhausted
expanded fluid 123 vapor should be cooled in a non-resistive heat
exchanger 127. The passageways for the expanded fluid 123 vapor in
the heat exchanger 127 should be free from any back pressure and
the heat exchanger 127 should be able to quickly remove all the
heat of condensation from the expanded fluid 123 so that it can
quickly condense to expansion fluid 107 and thus recycled as
quickly as possible before losing most of its heat. In fact the
heat removed by engine coolant 129 passing through the heat
exchanger 127 should be equal or more than the heat of condensation
of the expanded fluid 123 so that the liquid phase of the expansion
fluid 107 remains as close to its boiling point as possible. This
ensures that very little heat is taken from the thermal mass 106 by
the expansion fluid 107 to re-expand it to a vapor phase. The
expansion fluid tank 145 could also be incorporated as part of the
heat exchanger 127. This way the expansion fluid 107 is stored in
the heat exchanger 127 as opposed to using a separate expansion
fluid tank 145 for the same purpose. The condensate expansion fluid
107 from the heat exchanger 127 can be held in a segment of heat
exchanger 127, which will act as an expansion fluid tank 145 to
minimize the size and complexity of the thermal engine 100, and
more importantly to minimize the exposure of the condensed
expansion fluid 107 to the atmosphere. The expansion fluid 107 from
the expansion fluid tank 145 can then be transferred directly by
the expansion fluid pump 138 to the pressure chamber 152 for
immediate reuse as needed. If the heat exchanger 127 is large
enough, the condensate could be taken directly from the heat
exchanger 127 output and reused as the expansion fluid 107 so that
it can act directly as the expansion fluid tank 145.
[0182] In the case when an open cycle thermal engine 100 is built
the exhausted expanded fluid 123 vapor could be exhausted directly
to the atmosphere and not reused. The most suitable expansion fluid
107 for this purpose is water since it is environmentally friendly.
In the open cycle format of the invention, the thermal engine 100
is provided with an expansion fluid tank 145 that can store an
adequate amount of expansion fluid 107 for the required period of
use of the thermal engine 100. Then, the exhausted expanded fluid
123 could be passed through the heat exchanger 127 or simply
expelled to atmosphere as vapor. Preferably, the heat exchanger 127
can be a parallel plate heat exchanger with alternating plates
separating passages for the engine coolant 129 and the expanded
fluid 123 and recirculate expansion fluid respectively. It could
also be made from a simple coiled tube-in-tube that could be
incorporated with a check valve 126 at its end that only allows
fluids to pass to atmospheric pressure so that as the expanded
fluid 123 is exhausted it cools inside the exhaust tube 125 and
condenses to a liquid phase to form a vacuum in the exhaust tube
125 and the exhaust chamber 122 and the check valve 126 closes to
maintain the vacuum. The vacuum subjects the exhaust valve 120 to a
negative pressure that can be used to assist the piston head 103 to
rise to top dead center when the said exhaust valve 120 is opened.
When the vacuum subsides during the power cycle, the check valve
126 relaxes and opens and expansion fluid 107 is expelled into the
atmosphere. This way, only liquid is exhausted as a wasted fluid
from the engine. No heat exchanger 127 may be needed if there is an
adequate supply of expansion fluid, but reusing the expansion fluid
107 can assist in reducing the energy drawn from the thermal mass
106. In such a case, the condensed expansion fluid 107 can be
recaptured in the expansion fluid tank 145 under atmospheric
conditions. In the open cycle embodiment of the present invention,
the expansion fluid tank 145 should be in fluid communication with
the atmosphere so that no back pressure is generated by the
exhausting expanded fluid 123, and if the heat exchanger 127
becomes too hot, the expanded fluid 123 vapor can simply escape
from expansion fluid tank 145 to atmosphere without generating a
back pressure on the intake chamber. In yet another embodiment of
the open cycle, the heat exchanger 127 could be submerged inside
the expansion fluid 107 in the expansion fluid tank 145 to exchange
heat directly with the expansion fluid 107 stored therein. This
allows a lot of the exhaust heat to be captured. However if this is
done it is important that the output of the heat exchanger 127
exhaust be above the liquid level so that in the case of a vacuum
being generated by the condensate, the expansion fluid 107 will not
be sucked backwards into the exhaust chamber 122.
[0183] While the invention can be used only with a noncombustible
phase change liquid such as water it may also be used in
combination with or separately with a potentially combustible
expansion fluid 107 that have a high expansion value.
[0184] In the attached Figures, the following flow paths are
designated with the following part numbers: coolant flow path 400,
expanded fluid flow path 500, and heat transfer fluid flow path
600. The following system parts and part numbers are also
illustrated: heating elements 163, thermal insulation 166 and
output shaft 170.
[0185] While the invention has been described, disclosed,
illustrated and shown in various terms or certain embodiments or
modifications which it has assumed in practice, the scope of the
invention is not intended to be, nor should it be deemed to be,
limited thereby and such other modifications or embodiments as may
be suggested by the teachings herein are particularly reserved
especially as they fall within the breadth and scope of the claims
here appended.
* * * * *