U.S. patent number 3,807,373 [Application Number 05/215,601] was granted by the patent office on 1974-04-30 for method and apparatus for operating existing heat engines in a non-air environment.
Invention is credited to Hsin Sheng Chen.
United States Patent |
3,807,373 |
Chen |
April 30, 1974 |
**Please see images for:
( Certificate of Correction ) ** |
METHOD AND APPARATUS FOR OPERATING EXISTING HEAT ENGINES IN A
NON-AIR ENVIRONMENT
Abstract
An internal combustion engine operating on a novel heat engine
cycle employs four pressure regulators to control the pressures of
exhaust venting, recycled exhaust gas, and compressed oxygen,
adapting the engine for highly efficient operation in non-air
environments e.g. underwater or in outer space. Compact, lighweight
portable engines are achieved, readily controlled and affording
anti-explosive safety features and highly efficient operation.
Inventors: |
Chen; Hsin Sheng (Hasbrouch
Heights, NJ) |
Family
ID: |
22803636 |
Appl.
No.: |
05/215,601 |
Filed: |
January 5, 1972 |
Current U.S.
Class: |
123/434;
123/568.12 |
Current CPC
Class: |
F02B
47/10 (20130101); Y02T 10/121 (20130101); Y02T
10/12 (20130101) |
Current International
Class: |
F02B
47/00 (20060101); F02B 47/10 (20060101); F02b
033/00 () |
Field of
Search: |
;123/119A |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Husar; C. J.
Attorney, Agent or Firm: Mattern, Ware & Davis
Claims
I claim:
1. The method of operating an expansion process heat engine having
an expansion zone as a closed system in a non-air environment
comprising the steps of:
A. recycling a portion of the exhaust gas from the expansion zone
after reaction at a pre-selected recyling pressure above the
ambient pressure for re-introduction to the heat engine cycle while
discharging the remainder of the exhaust gas outside the
system,
B. reducing the pressure of the recycled exhaust gas from said
recycling pressure to an intake pressure below the ambient
pressure,
C. passing the recycled exhaust gas and fresh supply gas through
separate cooperating metering orifices, both opening into a mixing
zone and thereby proportioning the constituents to form a
predetermined intake composition,
D. regulating the pressures of both the recycled exhaust gas and
the fresh supply gas at points upstream from the metering orifices
to adjust said predetermined intake composition, and
E. delivering the mixture of recycled exhaust gas and fresh supply
gas from the mixing zone to a reaction zone.
2. The method defined in claim 1 wherein a control portion of the
recycled exhaust gas is diverted to operate pilot regulating means
performing said pressure regulating step, said control portion
being itself adjustably metered to govern the power output of the
heat engine cycle.
3. The method defined in claim 1 wherein the heat engine is an
internal combustion engine in which the fresh supply gas is oxygen,
and wherein the pressure of the mixed intake gas is diverted
downstream from said mixing zone to expel fuel at a predetermined
rate into the advancing stream of intake gas in a carburetion
zone.
4. The method of claim 3 wherein the recycled exhaust gas is cooled
to condense water vapor therein to liquid water, and wherein at
least the major part of said liquid water is thereafter removed
from the closed heat engine system.
5. Apparatus forming a closed cycle heat engine system operating in
a non-air ambient environment comprising:
A. an expansion chamber assembly wherein fresh intake gas mixed
with recycled exhaust gas is expanded to convert its heat energy
into mechanical energy, said chamber assembly being provided with
an exhaust port and an intake port,
B. an exhaust conduit connected to the exhaust port and having an
exhaust regulator therein maintaining the exhaust gas in the
exhaust conduit at a recycling pressure above the ambient
pressure,
C. a recycle conduit connected to said exhaust regulator and having
a recycle gas regulator therein delivering recycled exhaust gas via
a mixing chamber to said intake port at a reduced intake pressure
below the ambient pressure,
D. a pressurized source of fresh supply gas connected by a supply
gas conduit to said mixing chamber, with a supply gas pressure
regulator interposed in the supply gas conduit delivering said
supply gas to said intake port at said reduced intake pressure
below ambient pressure,
E. and a pilot regulator operatively associated with the recycle
gas regulator and the supply gas pressure regulator and connected
to adjust the output pressures of both the recycle gas regulator
and the supply gas regulator to govern the resultant intake
pressure at said intake port.
6. The apparatus defined in claim 5 wherein the pilot regulator is
a pressure regulator connected to the recycle conduit whose output
pressure is connected as the control pressure to the recycle gas
regulator and the supply gas regulator, whereby lack of exhaust gas
pressure in the recycle conduit blocks admission of fresh supply
gas to the mixing chamber and the intake port, whereby mixture of
fresh supply gas with fuel is prevented to eliminate explosion
hazards.
7. The apparatus defined in claim 5 wherein metering orifices of
predetermined cross-sectional area are interposed respectively
between the mixing chamber and the supply gas regulator and between
the mixing chamber and the recycle gas regulator, whereby the
constituents of the mixture supplied to the intake port are
proportioned in a pre-determined ratio.
8. The apparatus defined in claim 5, further including a three-way
valve alternatively connecting said mixing chamber to said intake
port, and connecting external atmosphere to said intake port,
thereby adapting said apparatus for alternative operation in an air
environment.
9. The apparatus defined in claim 5 wherein the exhaust regulator
is provided with
A. an external exhaust vent for discharging excess exhaust gas
outside the system,
B. a regulator valve connecting the recycle conduit to said exhaust
vent, and
C. a valve actuator counterbalancing the sum of a differential
biassing force and the ambient pressure against the exhaust gas
pressure in said exhaust conduit, discharging excess exhaust gas
through said exhaust vent whenever said exhaust gas pressure
exceeds the ambient pressure by an amount exceeding said
differential biassing force, and thereby continuously maintaining
the recycling pressure in said recycle conduit at a predetermined
level exceeding the ambient pressure, regardless of ambient
pressure fluctuation.
10. The method of operating an expansion process heat engine having
an expansion zone as a closed system in a non-air environment
comprising the steps of:
A. recycling a portion of the exhaust gas from the expansion zone
after reaction at a preselected recycling pressure for
re-introduction to the heat engine cycle while discharging the
undesired excess exhaust gas outside the system,
B. regulating the pressure of the recycled exhaust gas from said
recycling pressure to a predetermined intake pressure,
C. passing the recycled exhaust gas and fresh supply gas through
separate cooperating metering orifices, both opening into a mixing
zone and thereby proportioning the constituents to form a
predetermined intake composition,
D. regulating the pressures of both the recycled exhaust gas and
the fresh supply gas at points upstream from the metering orifices
to adjust the intake pressure of the engine to change its power
output while maintaining said predetermined intake composition
substantially constant, and delivering the mixture of recycled
exhaust gas and fresh supply gas from the mixing zone to a reaction
zone.
11. The method defined in claim 10 wherein a control portion of the
recycled exhaust gas is connected to operate adjustable pilot
regulating means performing said pressure regulating step, the
pressure of said control portion being controlled by adjustment of
the pilot regulating means to control the state of the intake
mixture at the predetermined composition to govern the power output
of the heat engine cycle, whereby there is achieved a higher cycle
efficiency than is available with conventional heat engine throttle
power controls.
12. The method defined in claim 10 wherein a portion of said
recycled exhaust gas has its pressure reduced by an adjustable
pilot regulator and is then connected to the plenum chambers of
pressure regulators respectively governing the pressures of the
recycled exhaust gas and the fresh supply gas entering the separate
metering orifices.
13. The method defined in claim 1 wherein the heat engine is an
internal combustion engine in which the fresh supply gas is oxygen,
and wherein the pressure of the mixed intake gas is diverted
downstream from said mixing zone by a pitot tube sensing the total
pressure of the advancing mixed gas stream and creating a positive
pressure differential, applied to a body of liquid fuel, relative
to a fuel carburetor nozzle exposed to the static pressure of the
mixed stream, aspirating fuel through the fuel carburetor nozzle
into the advancing mixed stream at a predetermined rate.
14. Apparatus forming a closed cycle heat engine system operating
in a non-air ambient environment comprising:
A. an expansion chamber assembly wherein fresh intake gas mixed
with exhaust gas recycled after it has been reacted with fuel is
expanded to convert its heat energy into mechanical energy, said
chamber assembly being provided with an exhaust port and an intake
port,
B. an exhaust conduit connected to the exhaust port and having an
exhaust regulator therein maintaining the exhaust gas in the
exhaust conduit at a predetermined recycle pressure,
C. a recycle conduit connected to said exhaust regulator and having
a recycle gas regulator therein delivering recycled exhaust gas via
a mixing chamber to said intake port at a predetermined intake
pressure,
D. a source of fresh supply gas connected by a supply gas conduit
to said mixing chamber, with a supply gas pressure regulator
interposed in the supply gas conduit delivering said supply gas to
said intake port at said predetermined intake pressure,
E. and a pilot regulator associated with the recycle gas regulator
and the supply gas pressure regulator and connected to adjust the
output pressures of both the recycle gas regulator and the supply
gas regulator at the same desired pressure level to govern the
resultant intake pressure at said intake port.
Description
BACKGROUND OF THE INVENTION
This invention relates to a method of operating existing internal
combustion and other heat engines in non-air environments.
Except for further means found in the present century for the
controlled release of nuclear energy in atomic fission processes,
all existing heat engines are devices that transform heat energy
developed from the combustion of fuel with the air into mechanical
energy. The working substance or energy-transform medium used in
the process of transformation in many cases is air itself, as in
the internal combustion engine, or sometimes another medium such as
water, mercury or some chemical compound used in a turbine system,
for example.
In the air environment, the composition of air used to generate
heat energy for the transformation, in a practical sense, is
essentially constant. It is possible but not practical or
economical to change to different compositions of air which
otherwise in some cases might be advantageous to us. The pressure
of the air varies with the altitude: for example, at 10 miles
altitude the pressure is about one tenth of that at the surface of
the earth. The decrease of the pressure with the altitude is
usually a disadvantage in the use of air, and in airplaines flying
at high altitude, superchargers are usually employed.
In non-air environments, such as those underwater or in outer
space, no air is available. Because of the large air comsumption in
contrast with air environments where air is taken for granted, it
is not practical to bring the air to these environments to generate
heat for heat engines. Under these circumstances, many expensive
and complicated systems other than direct combustion of fuel with
air as sources of energy have been developed, such as the fuel
cell, battery and motor system used in the first moon missions.
THE PRIOR ART
The substitution of re-cycled exhaust gases for all or part of the
inert nitrogen portion of atmospheric air has been proposed for
"closed-cycle" engines, employing liquid oxygen or compressed
oxygen, and operating without a fresh air supply, as in U.S. Pat.
Nos. 881,803; 1,099,445; 2,017,481; 2,895,291; 1,750,919 and
740,864. In such systems, complex and expensive assemblies of extra
pumps and exhaust gas purifier devices are used, and explosively
dangerous mixtures of fuel in pure oxygen sometimes occur.
Accordingly, the principal object of this invention is to provide a
method and apparatus that makes the operation of existing heat
engines in non-air environments practical, not only from the
viewpoint of system size and weight, but also within the technology
and arts of existing processes and materials.
To this end, I recirculate a portion of the combustion products,
namely the carbon dioxide and the water vapor, and this is mixed
with oxygen to produce a selected composition under the optimized
state to sustain the combustion process, selected for the heat
engine operating under controlled conditions to achieve certain
specific objectives required by each particular application with
simple apparatus and procedures.
SUMMARY OF THE INVENTION
The present invention utilizes a novel heat engine cycle with
exhaust pressure maintained above ambient and intake pressure
maintained below ambient, employing four pressure regulators to
govern exhaust venting pressure, recycled exhaust gas pressure and
compressed oxygen delivery pressure, matching the latter two
pressures for precise control of the intake gas mixture. Intake
pressure and intake gas composition are accurately controlled for
optimum performance. The recycled exhaust gas pressure is governed
by a pilot regulator which is adjusted to govern the power output
or speed of engine operation.
It is impossible to generalize the optimized requirements for the
best proportioning of the constituents of the combustion-supporting
mixture and the optimum pressure-temperature state of the composed
mixture, but for each particular application there is usually only
one preferred composition of the intake mixture at as specific
state which will satisfy the optimized and required performance or
will provide the best compromise among several requirements.
It is therefore a further object of this invention to provide means
and apparatus to obtain this desired optimum proportioning of the
mixture at the desired state.
In prior art devices of similar type, the objective and application
are often restricted in limited respects, and many additional
components such as pumps, chemical agents and huge containers or
vessels are required to make the system work. These additional
components add extra weight and size and consume much power from
the system, and thus make the system cumbersome, It is important to
state that this type of power generating system has its commercial
value only in non-air environments. In these non-air environments,
whether under water or in space, the diver or the spaceman cannot
manipulate himself freely, and lightweight portability is a primary
requirement of such systems, in many cases.
It is thus a further object of this invention to make the system
compact, and lightweight and easy in operation, with no additional
power components, in order to make the system commercially and
practically adaptable in non-air environments.
The methods of this invention for operating heat engines in non-air
environments can be utilized with all types of existing engines to
achieve different objectives or to eliminate certain difficulties
while operating in the non-air environment. It is therefore
impossible to represent all the applications of this invention by a
generalized example. For the purpose of illustration, a specific
application is shown here as an example of the adoption of this
method and apparatus to make an existing heat engine practically
applicable to a non-air environment.
Other and more specific objects will be apparent from the features,
elements, combinations and operating procedures disclosed in the
following detailed description and shown in the drawings.
THE DRAWINGS
FIG. 1 is a pressure-volume diagram of the theoretical operating
cycle of the heat engines of this invention;
FIG. 2 is a schematic diagram of an internal combustion engine for
non-atmosphere environments utilizing re-cycled exhaust gas to
dilute compressed oxygen in the intake mixture, and incorporating
the preferred features of the invention;
FIG. 2a is a fragmentary portion of the schematic diagram of FIG.
2, showing a three-way valve switched for engine operation in a
normal atmosphere environment;
FIG. 3 is a cross-sectional diagram of the exhaust regulator
employed in FIG. 2; and
FIG. 4 is a comparative pressure-volume diagram of the operation of
a conventional engine showing the conventional way of regulating
engine output by a throttle valve.
As an example, this invention and its method and apparatus readily
adapt an internal combustion engine for use as a power source for
an underwater hand-held power tool or to propel a scuba diver. The
requirements for this particular application are generally
compactness, light weight and low oxygen consumption. In addition
to the above, the specific requirements are as follows:
1. The maximum temperature in the cylinder of the internal
combustion engine after ignition should be no higher than in
existing engines, so that no special materials are required.
2. The maximum pressure rise in the cylinder should be no more than
the difference between the maximum and ambient pressures in
existing engines (because the ambient pressure deep underwater
could be very high) so that no development work will be
involved.
3. No additional pumps should be required for exhaust or
intake.
4. Fuel should be easy to obtain and low in cost. Since the fuel is
minor in weight and volume, it is not necessary to use gasoline if
other cheap and easily obtainable fuel is found to be
advantageous.
5. No additional procedure or powered auxiliary is required for the
regulation and operation of the engine other than those used in the
air environment.
To satisfy the first requirement, that the maximum temperature in
the cylinder should be no higher than in the existing internal
combustion engine operating in the air environment, it is necessary
to determine the proportioning of the recirculating combustion
products, the carbon dioxide and the water vapor, with respect to
oxygen. These are proportioned so that the best performance
characteristics, such as cycle efficiency and oxygen consumption,
are obtained, while still satisfying the first requirement. The
determination of the composition of the best performance combustion
supporting mixture is not within the scope of this invention. The
basic engineering in thermodynamics and gas dynamics provide the
necessary knowledge to determine this. The engineer who performs
this calculation should keep in mind that this invention provides
means and apparatus able to blend whatever proportions of the
constituents are called for, and he should take full advantage of
this composition variation.
To satisfy the second, or maximum pressure rise, requirement, it is
necessary to determine the initial pressure in the cylinder before
the compression takes place. Again, this can be found by the basic
engineering knowledge of thermodynamics and gas dynamics. The
engineer who performs this work is urged to keep in mind that this
invention provides means and apparatus such that the initial
pressure can be made to vary over a wide range from zero pressure
to a maximum of exhaust pressure.
To satisfy the third requirement, that no pumps be required, it is
necessary that the exhaust pressure be designed to be higher than
the ambient pressure so that no pump is required. For the intake,
two of the constituents are re-cycled from the exhaust. Since the
exhaust pressure is always higher than the intake pressure, thus no
pump is necessary for these two constituents. As for the other
intake constituent, the oxygen, no pump is required if bottled
compressed oxygen is chosen for the oxygen supply. As far as this
example is concerned, the bottled compressed oxygen is easily
obtainable on the market everywhere, and is easier to handle than
liquid oxygen. Besides, with the means provided by the invention,
the specific oxygen consumption is so low that the whole system is
compact and portable with bottled compressed oxygen.
For the fourth or low-cost fuel requirement, fuels with less carbon
and tar formation such as alcohol are preferred. This is because
there are three pressure regulators which are used to regulate both
the intake pressure, and thus the initial pressure, and also to
regulate the composition of the combustion-supporting mixture.
These regulators may not function correctly if carbon or other
combustion products are deposited and accumulated in a regulator's
valve system. Gasoline may also be used if a filter is used for the
recirculating exhaust gases before they enter the regulators.
Further and more specific objects of the invention including those
as described in the fifth requirement of the example will be
apparent from the description of the system drawings.
The foregoing discussion has supplied the basic information for the
structure of a new cycle for the new system which is dependent upon
the means and apparatus provided by the invention. It may become
clearer if the new cycle is represented by a pressure-volume
diagram as shown in FIG. 1. This P-V diagram shows what is
happening inside the cylinder of the engine of the new system,
which may be contrasted with the standard Otto cycle of an internal
combustion engine operating in the air environment in which the
exhaust pressure, the intake pressure and the ambient pressure are
very close to each other.
Referring now to FIG. 1, P.sub.a is the ambient pressure. P.sub.e
is the exhaust pressure, and P.sub.i is the intake pressure. As
stated above, P.sub.e is maintained above the ambient pressure
P.sub.a by a backpressure regulator, described hereafter. Point D
is at the end of the expansion stroke. The pressure at point D has
to be designed higher than that of P.sub.e in order to be able to
complete the exhaust process. Point C is the theoretical maximum
pressure, assuming combustion takes place as a constant volume
process. Due to the fact that the combustion does not actually take
place as a true constant volume process, the actual maximum
pressure is usually 70 percent of the theoretical value, depending
on the engine, fuel and many other factors. It is justified to use
this theoretical pressure to determine the maximum pressure level
at point C if the pressure rise above the ambient pressure of the
existing engine is also determined on the same basis. Therefore,
the pressure ranges for both point D and point C are fixed for a
given ambient pressure. By a careful cycle analysis, the
composition of the intake mixture and the value of the intake
pressure are determined not only to satisfy these requirements but
also to achieve optimum cycle efficiency and minimum oxygen
consumption as well. To summarize the new cycle, A-B is the
compression process, B-C is the combustion process, C-D is the
expansion process, D-E-F is the exhaust process, and F-G represents
the reexpansion of the residual gases in the cylinder until the
pressure reaches the level of intake pressure, P.sub.i. This does
not happen in the existing engine while operating in the air. It is
necessary in the new system because there could be a large pressure
differential between the exhaust and the intake for underwater
applications. G-A represents the actual intake of fresh
mixture.
As far as the system is concerned, FIG. 2 is a schematic view of
each component and of the system as a whole.
Referring to FIG. 2, 1 is the combustion chamber of the engine, and
2 is the exhaust valve. After delivering their energy at the end of
the expansion process, the gases in the cylinder exhaust through
the valve 2 into exhaust pipe 3. A backpressure regulator 4 is used
to maintain the exhaust system at a predetermined pressure above
the ambient pressure. Excess exhaust gases are forced out of the
system by the pressure of the exhaust through the regulator 4 and a
vent pipe 5. The remaining exhaust gases flow through a cooling
coil 6 in which the carbon dioxide is cooled down and the water
vapor condensed. Liquid water is removed through a "steam-trap"
type check valve 7, leaving in recycle conduit 8 only the water
vapor at the vapor pressure corresponding to the ambient
temperature. Therefore the composition of the recirculating exhaust
gases depends on the ambient temperature.
Practically speaking, the percentage of water vapor in the
recirculating exhaust gases at this point is extremely low as
compared with carbon dioxide. The specific heats of both carbon
dioxide and water vapor are high, thus the specific heat ratios are
low. Therefore they are not good working substances to be used in
the internal combustion engine for high cycle efficiency.
Comparatively, the water vapor is worse than the carbon dioxide. In
the exhaust gases, the proportion of carbon dioxide and water vapor
is dependent upon the type of fuel chosen, which is often
determined by other factors. For internal combustion engines
operating in the air we do not care about the composition of the
exhaust after it has delivered its energy. In this application, we
have to utilize part of the exhaust gas, and it is desirable to
take the least possible amount of water vapor into the cylinder
during the recycling. In case for some reason more water vapor is
preferred, then instead of rejecting all the condensed water
through the check valve 7, a portion of it can be taken into the
cylinder either in the same way the fuel is introduced, or by some
other means such as a gas injector.
The cooling process is required in the new system because it is
necessary to maintain the initial termperature of the mixture
within the designed range. An ordinary back pressure regulator may
also be used if it is placed after the cooling coil because it has
a rubber diaphragm which can not stand high temperature. In this
case a larger capacity cooling coil is required because it is now
handling the cooling of both the recycling and rejected exhaust
gases. The low water content recycling gas is also preferred
because it simplifies the system.
After it is cooled down, the recycled gas (now containing mainly
carbon dioxide and negligible water vapor) passes through tube 8 to
the inlet of pilot pressure regulator 9. The output pressure of
this pilot pressure regulator is fed in two divided streams through
a branched pilot pressure conduit 9a to the top of two regulators
10 and 11 so that the output pressure of regulators 10 and 11 vary
with the pilot pressure and are equal to each other. Regulator 10
regulates the pressure of the oxygen from the oxygen tank 22 to the
supply tube 13, and regulator 11 regulates the pressure of the
recycling exhaust gas from the exhaust system to the tube 12.
Accordingly, the pressure of the oxygen in tube 13 and the pressure
of the recycling gas in tube 12 can be varied at any level and are
always equal at any level.
There are several additional inherent advantages realized by this
arrangement, as follows:
a. Increasing or decreasing the spring force on top of the pilot
pressure regulator diaphragm with a lever or any other means
automatically maintains the intake mixture composition and controls
the intake pressure. This simplifies the operating process for the
regulation of the output of the engine.
b. In the absence of carbon dioxide in the exhaust system, there is
no pilot pressure (e.g. after shutdown of the engine) and
compressed oxygen is therefore blocked by regulator 10; otherwise
the flow of oxygen could be very dangerous because of the risk of
explosive mixtures in the system. It is important to have this
automatic oxygen-blocking safety arrangement because of the closed
system between the cylinder and the regulators, and a dangerous
situation would be created if the pure oxygen mixed with fuel and
ignited somehow in a closed system.
From the basics of engineering, the mass flow rate through an
orifice depends upon the properties of the gas, the pressure, the
temperature and the size of the orifice. The pressures of the two
gases in tubes 12 and 13 are equal at any level, controlled by the
individual regulators 10 and 11, which are both governed by the
pilot pressure regulator 9. The temperature is also made the same,
and the properties of these constituents are known. It is therefore
only necessary to choose the size of the orifices 14 and 15 in the
respective conduits 13 and 12 to give us the desired proportioning
of the constituents. The gases after leaving the orifices are thus
mixed in the right proportions in the mixer 16. The mixture flows
through a three-way valve 23 to the carburetor 17 where it picks up
the proper amount of fuel for the amount of oxygen. A fuel tank 18
is pressurized by the total pressure of the mixture by Pitot tube
19. The mixture then flows through pipe 20 and the intake valve 21
into the cylinder, ready for the next cycle.
As mentioned above, the pressure of the exhaust system is designed
and kept above the ambient pressure at a fixed level by a
backpressure regulator 4. One simple and positive way to keep the
water out of the engine is to connect the engine-crankcase to the
exhaust system so that the pressure within the engine is also above
the ambient pressure at all times. To obtain more power out of the
power stroke, the pressure in the crankcase should be kept only a
few psi, for example 5 psi, above the ambient pressure. It is
preferable to have this back pressure regulator 4 automatically
adjust itself to maintain the exhaust pressure a few psi above the
ambient pressure, which may vary as is the case during diving or
rising of an underwater system. This is accomplished by the
construction of the regulator 4 as shown in FIG. 3. Referring to
FIG. 3, 31 is the diaphragm of the regulator, 34 is the valve and
37 is the valve seat. This diaphragm, valve and seat isolate the
exhaust system from the ambient under normal conditions. A spring
35 exerts a fixed force on the diaphragm to keep the valve 34
against its seat 37. Only when the pressure in the exhaust system
exceeds a predetermined level does the force exerted by the
pressure below the diaphragm exceed the spring force. When this
happens, the valve 34 begins to unseat to let the excess of exhaust
gas escape, thus reducing the exhaust pressure back to the
predetermined level. A hole 36 is in the regulator's housing above
the diaphragm. This hole provides the communication to the ambient
so that the pressure above the diaphragm is always equal to the
ambient pressure while the spring provides the extra force to
maintain the exhaust pressure above the ambient pressure at a fixed
level at all times, independent of the ambient pressure itself.
This invention also provides means and apparatus for alternative
modes of operation, so that the system can be operated either with
the oxygen supplied from the tank while under the water or taking
air from the atmosphere while on the surface of the water, by
simply switching a three-way valve 23 from one position to the
other. This will increase the range of operation without adding
extra weight and size to the system because the fuel consumption is
negligible. FIG. 2a shows the three-way valve at a first or
air-atmosphere position, where the oxygen and the recycling exhaust
gas are blocked to the intake of the system, which takes its air
from the atmosphere. It will be noted that the exhaust system will
be charged up by the exhaust gases in the same manner as when
operating the system underwater. Therefore the exhaust gas is there
to make it available whenever the system is switched to be operated
with compressed oxygen. While operating with air, the exhaust gas
contains nitrogen in addition to the carbon dioxide and the water
vapor. Since the nitrogen has a lower specific heat than that of
carbon dioxide, the pilot pressure has to be set at a lower level
to compensate for the difference of composition of the recycling
gas during the initial stage of switching back to compressed oxygen
for non-air atmosphere operation. Detailed power regulation will be
described below. Within a matter of seconds, the nitrogen will be
diluted and displaced by the carbon dioxide after the system is
switched to oxygen supply.
In some other types of application, such as using the engine to
drive a drill or an impact wrench underwater, the operation of the
engine is usually intermittent. The exhaust system has to be
charged up with carbon dioxide in order to provide the supply of
recycling gas. There are two ways to accomplish this. The first way
is to make the spring force on top of the diaphragm of the back
pressure regulator 4 adjustable so that the spring force can be set
to the corresponding depth where it is intended to be operated and
then the exhaust system charged with carbon dioxide by engine
operation before the system is taken down. The second way is to
charge the system with carbon dioxide on its way down to maintain
the fixed pressure above the ambient at any depth by attaching a
small carbon dioxide cartridge to the system, connected to conduit
8, for example.
Furthermore the invention provides an improved method of regulating
the power output to achieve better efficiency, as compared to the
usual throttle control for regulating an internal combustion
engine's power output. As a result of this new and improved method,
the maximum power output per cycle is obtained for the amount of
oxygen and fuel input. In other words, no oxygen and fuel is wasted
for the purpose of regulating the engine power output. The ordinary
way of regulating the engine power utilizes a throttle valve. When
less power is required, the throttle chokes the intake passage to
permit less air-fuel mixture to be taken into the cylinder. This
will reduce the power output by reducing the initial pressure; at
the same time it will increase the pumping work which is a
"negative" work, used to cancel part of the positive work developed
during the power stroke. A comparison of the full-choked and fully
opened throttle modes of operation is shown in the P-V diagram of
FIG. 4, where + and - signs identify regions of positive and
negative work.
The new method of this invention uses no throttle valve in the
system. This is equivalent to the case of an ordinary engine with
its throttle valve fully open at all times, from no load to full
load. The regulation of the power output is accomplished by
regulating the spring force of the pilot pressure regulator 9. This
is done by changing the degree of compression of the spring through
a plunger and a linkage similar to the linkage normally used to
control the throttle valve.
To exemplify the adoption of the method and apparatus provided by
the invention, a single-cylinder internal combustion engine system
of 3/4 h.p. for underwater operation at a depth of 60 feet was
designed, manufactured and demonstrated with the following
specification:
Engine:
Bore -- 1.437 in. dia.
Stroke -- 1.25 in.
Compression Ratio -- 5.75
Displacement -- 2.00 cu. in.
Cycle:
Exhaust pressure -- 48 psia.
Intake pressure -- 17.7 psia.
P.sub.B.sub.=139 psia.
P.sub.C.sub.=746.4 psia.
P.sub.D.sub.=92.35 psia.
Fuel: Gasoline
Oxidant: Compressed oxygen
Since the foregoing description and drawings are merely
illustrative, the scope of the invention has been broadly stated
herein and it should be liberally interpreted to secure the benefit
of all equivalents to which the invention is fairly entitled.
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