GB2108580A - Internal combustion and steam engine - Google Patents
Internal combustion and steam engine Download PDFInfo
- Publication number
- GB2108580A GB2108580A GB08224292A GB8224292A GB2108580A GB 2108580 A GB2108580 A GB 2108580A GB 08224292 A GB08224292 A GB 08224292A GB 8224292 A GB8224292 A GB 8224292A GB 2108580 A GB2108580 A GB 2108580A
- Authority
- GB
- United Kingdom
- Prior art keywords
- engine
- water
- injection
- heat
- adiabatic
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
Links
- 238000002485 combustion reaction Methods 0.000 title claims description 12
- 238000002347 injection Methods 0.000 claims abstract description 49
- 239000007924 injection Substances 0.000 claims abstract description 49
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims abstract description 45
- 239000000446 fuel Substances 0.000 claims abstract description 17
- 230000033001 locomotion Effects 0.000 claims description 6
- 238000010521 absorption reaction Methods 0.000 claims description 5
- 239000000314 lubricant Substances 0.000 claims description 5
- 229910010293 ceramic material Inorganic materials 0.000 claims description 4
- 238000001816 cooling Methods 0.000 claims description 4
- 238000005461 lubrication Methods 0.000 claims description 4
- 238000011084 recovery Methods 0.000 claims description 3
- 238000010276 construction Methods 0.000 claims description 2
- 238000005260 corrosion Methods 0.000 claims description 2
- 230000007797 corrosion Effects 0.000 claims description 2
- 238000001704 evaporation Methods 0.000 claims description 2
- 230000008020 evaporation Effects 0.000 claims description 2
- 238000010438 heat treatment Methods 0.000 claims description 2
- 230000001050 lubricating effect Effects 0.000 claims description 2
- 239000007769 metal material Substances 0.000 claims description 2
- 238000000034 method Methods 0.000 claims description 2
- 239000000203 mixture Substances 0.000 claims description 2
- 238000007789 sealing Methods 0.000 claims description 2
- 230000006835 compression Effects 0.000 abstract 1
- 238000007906 compression Methods 0.000 abstract 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B47/00—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines
- F02B47/02—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines the substances being water or steam
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01K—STEAM ENGINE PLANTS; STEAM ACCUMULATORS; ENGINE PLANTS NOT OTHERWISE PROVIDED FOR; ENGINES USING SPECIAL WORKING FLUIDS OR CYCLES
- F01K21/00—Steam engine plants not otherwise provided for
- F01K21/02—Steam engine plants not otherwise provided for with steam-generation in engine-cylinders
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F7/00—Casings, e.g. crankcases
- F02F7/0085—Materials for constructing engines or their parts
- F02F7/0087—Ceramic materials
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Ceramic Engineering (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Fuel-Injection Apparatus (AREA)
- Secondary Cells (AREA)
- Addition Polymer Or Copolymer, Post-Treatments, Or Chemical Modifications (AREA)
- Cooling Or The Like Of Electrical Apparatus (AREA)
Abstract
In addition to a fuel injection system, a further system for injecting water is provided, the two systems being operable alternately to provide alternate compression ignition and steam cycles. The water system may be responsive to engine component temperature and may be supplied from the exhaust system.
Description
SPECIFICQTION Adiabatic engine
This invention relates to an adiabatic engine,
For maximum efficiency, conventional diesel and petrol engines alike are used in an adiabatic version, with no appreciable cooling. This is in order to recover at least part of the heat that would otherwise be dissipated in cooling, for useful work. Often the engine is also thermally insulated. Such engines understandably enough pick up considerable quantities of heat. As a result, parts exposed to heat, such as pistons, valves, cylinder heads and sealing parts, may become red hot. The standard metallic materials and combinations of parts in relative sliding motion one with the other, as well as lubricants, are no longer able to safely sustain such heat levels.For this reason, use is made of special ceramic materials and new sliding-motion arrangements, such as air cushioning or dry lubrication. Another problem is posed by poor charging of the cylinders with the intake air, because the air will pick up considerable heat from the hot engine parts. Another consideration is that the very hot exhaust gas may dissipate a considerable volume of fuel energy (more than cooler conventional engines will) that does no useful work. For this reason, adiabatic engines normally have turbochargers for recovering part of the exhaust gas energy and for improved charging of the cylinders. The great amount of exhaust gas energy additionally requires an arrangement where the turbocharger drives to the output shaft, because the compressor does not require all of the available power.This complicated method of recovering energy prevents especially the smaller engines from gaining anything from the adiabatic principle.
One object of the present invention is to improve the efficiency of an adiabatic engine, more particularly an internal-cam$usuian engine of the cited description at the same time retaining a simple construction and enabling a comparatively low operating temperature.
According to the present invention we propose an adiabatic engine having a fuel injection system for the injection of water, where the fuel injection system and the water injection system are operable alternately. When the one injection system operates, the other Is at rest, and vice versa.
Preferably, the twa Injection systems are operable in accordance with a given sequence of motions of the engine piston.
The two injection systems may or may not be intermittently operable. The engine will then work alternately as an Internal-combustion engine and as â steam engine. These operating modes are practicable with both two and four stroke engines.
Control of the water injection system to regulate frequency, timing and quantity of injection can optionally be electronic, and may, with advantage, be responsive to a given engine absorption level, a given component temperature, or any other appropriate actuating variable.
It will be helpful to preheat the water in the gas
exhaust area for additional recovery of heat.
The injected condensed water may be recovered in the exhaust gas system area for reinjection and, for this purpose, the water is collected in the exhaust system and filtered.
In a preferred embodiment of the present invention water from the water injection system is used for lubricating the engine, or use is made of, a lubricant compatible with water.
The combustion space of the engine piston and/or the cylinder head preferably has a large surface area for optimum heat exchange.
The present invention accordingly provides an adiabatic engine, preferably a diesel engine having two injection systems. One injection system operates conventionally on fuel, while the other operates on water. At various strokes, preferably in alternating sequence, fuel is burned or water (only) is injected. The water evaporates upon contact with the hot engine parts and causes a pressure rise (expansion stroke). The engine then operates intermittently as an internal-combustion engine and as a steam engine. The water injection control may be electronic and as a function, e.g., of absorption level and component temperature. A special exhaust gas system is preferably provided for recovering and heating the water.An engine of said description shows a high degree of efficiency and compared with a conventional adiabatic engine, a low operating temperature (low component temperatures) because the cold or preheated injection water draws heat from adjacent components in the combustion space, which heat it needs for evaporation and which was generated during a preceding fuel injections combustion cycle in the engine. An adiabatic engine according to the present invention enables proper charging of the cylinders for the reason that the intake air will not pick up too much heat from the hot engine parts. Owing to the low operating temperature and the low volume of heat dissipated in the exhaust gas, the need for a conventional turbocharger at the exhaust end is obviated.There is also the advantage of improved exhaust composition since NOX is bound by the water vapor. The engine components are preferably made of ceramic materials resistant to corrosion and heat and which passes adequate wear and sliding properties.
9.An adiabatic engine having a fuel injection system, and having a further injection system for the Injection of water, where the fuel injection system and the water injection system are operable alternately.
2. An engine according to claim 1, wherein the two injection systems are operable in accordance with a given sequence of movements of the engine piston.
3. An engine according to claim 1 or claim 2, wherein both injection systems are intermittently operable.
**WARNING** end of DESC field may overlap start of CLMS **.
Claims (10)
- **WARNING** start of CLMS field may overlap end of DESC **.SPECIFICQTION Adiabatic engine This invention relates to an adiabatic engine, For maximum efficiency, conventional diesel and petrol engines alike are used in an adiabatic version, with no appreciable cooling. This is in order to recover at least part of the heat that would otherwise be dissipated in cooling, for useful work. Often the engine is also thermally insulated. Such engines understandably enough pick up considerable quantities of heat. As a result, parts exposed to heat, such as pistons, valves, cylinder heads and sealing parts, may become red hot. The standard metallic materials and combinations of parts in relative sliding motion one with the other, as well as lubricants, are no longer able to safely sustain such heat levels.For this reason, use is made of special ceramic materials and new sliding-motion arrangements, such as air cushioning or dry lubrication. Another problem is posed by poor charging of the cylinders with the intake air, because the air will pick up considerable heat from the hot engine parts. Another consideration is that the very hot exhaust gas may dissipate a considerable volume of fuel energy (more than cooler conventional engines will) that does no useful work. For this reason, adiabatic engines normally have turbochargers for recovering part of the exhaust gas energy and for improved charging of the cylinders. The great amount of exhaust gas energy additionally requires an arrangement where the turbocharger drives to the output shaft, because the compressor does not require all of the available power.This complicated method of recovering energy prevents especially the smaller engines from gaining anything from the adiabatic principle.One object of the present invention is to improve the efficiency of an adiabatic engine, more particularly an internal-cam$usuian engine of the cited description at the same time retaining a simple construction and enabling a comparatively low operating temperature.According to the present invention we propose an adiabatic engine having a fuel injection system for the injection of water, where the fuel injection system and the water injection system are operable alternately. When the one injection system operates, the other Is at rest, and vice versa.Preferably, the twa Injection systems are operable in accordance with a given sequence of motions of the engine piston.The two injection systems may or may not be intermittently operable. The engine will then work alternately as an Internal-combustion engine and as â steam engine. These operating modes are practicable with both two and four stroke engines.Control of the water injection system to regulate frequency, timing and quantity of injection can optionally be electronic, and may, with advantage, be responsive to a given engine absorption level, a given component temperature, or any other appropriate actuating variable.It will be helpful to preheat the water in the gas exhaust area for additional recovery of heat.The injected condensed water may be recovered in the exhaust gas system area for reinjection and, for this purpose, the water is collected in the exhaust system and filtered.In a preferred embodiment of the present invention water from the water injection system is used for lubricating the engine, or use is made of, a lubricant compatible with water.The combustion space of the engine piston and/or the cylinder head preferably has a large surface area for optimum heat exchange.The present invention accordingly provides an adiabatic engine, preferably a diesel engine having two injection systems. One injection system operates conventionally on fuel, while the other operates on water. At various strokes, preferably in alternating sequence, fuel is burned or water (only) is injected. The water evaporates upon contact with the hot engine parts and causes a pressure rise (expansion stroke). The engine then operates intermittently as an internal-combustion engine and as a steam engine. The water injection control may be electronic and as a function, e.g., of absorption level and component temperature. A special exhaust gas system is preferably provided for recovering and heating the water.An engine of said description shows a high degree of efficiency and compared with a conventional adiabatic engine, a low operating temperature (low component temperatures) because the cold or preheated injection water draws heat from adjacent components in the combustion space, which heat it needs for evaporation and which was generated during a preceding fuel injections combustion cycle in the engine. An adiabatic engine according to the present invention enables proper charging of the cylinders for the reason that the intake air will not pick up too much heat from the hot engine parts. Owing to the low operating temperature and the low volume of heat dissipated in the exhaust gas, the need for a conventional turbocharger at the exhaust end is obviated.There is also the advantage of improved exhaust composition since NOX is bound by the water vapor. The engine components are preferably made of ceramic materials resistant to corrosion and heat and which passes adequate wear and sliding properties.9.An adiabatic engine having a fuel injection system, and having a further injection system for the Injection of water, where the fuel injection system and the water injection system are operable alternately.
- 2. An engine according to claim 1, wherein the two injection systems are operable in accordance with a given sequence of movements of the engine piston.
- 3. An engine according to claim 1 or claim 2, wherein both injection systems are intermittently operable.
- 4. An engine according to any one of claims 1 to 3 wherein the water injection system is controlled electronically.
- 5. An engine according to any one of claims 1 to 4, wherein the water injection actuating variable is a given absorption level of the engine.
- 6. An engine according to any one of claims 1 4, 4, wherein the water injection actuating variable is a given component temperature.
- 7. An engine according to any one of claims 1 to 6, wherein preheating of the injection water in the exhaust gas exit area of the engine is provided.
- 8. An engine according to any one of claims 1 to 7, wherein recovery of the injected condensed water in the exhaust gas system area is provided.
- 9. An engine according to any one of claims 1 to 8, wherein water lubrication or lubrication using a lubricant compatible with water is provided.
- 10. An engine according to any one of claims 1 to 9, wherein the combustion chamber of the engine piston and/or of the cylinder head has a large surface area.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19813143605 DE3143605A1 (en) | 1981-11-03 | 1981-11-03 | "ADIABATIC MOTOR" |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| GB2108580A true GB2108580A (en) | 1983-05-18 |
Family
ID=6145495
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB08224292A Withdrawn GB2108580A (en) | 1981-11-03 | 1982-08-24 | Internal combustion and steam engine |
Country Status (5)
| Country | Link |
|---|---|
| JP (1) | JPS5877106A (en) |
| DE (1) | DE3143605A1 (en) |
| FR (1) | FR2515739A1 (en) |
| GB (1) | GB2108580A (en) |
| IT (1) | IT1155056B (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2196384A (en) * | 1986-10-16 | 1988-04-27 | James Black | Diesel and steam engine |
| GB2312475A (en) * | 1996-04-24 | 1997-10-29 | Nicholas Turville Bullivant | Internal combustion and steam engine |
| GB2481980A (en) * | 2010-07-12 | 2012-01-18 | Matthew P Wood | I.c. engine in which water is recovered from the exhaust and re-used |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19721573A1 (en) | 1997-05-23 | 1998-11-26 | Werner Posselt | Method for operating an internal combustion engine |
| DE19723109B4 (en) * | 1997-06-03 | 2004-11-11 | Hübner, Hans-Jürgen, Ing.-grad. | Thermos engine, heat engine with diesel direct injection u. periodic internal wall evaporative cooling of heat-insulated gas work rooms, controlled compression internal cooling and. performance-synchronized integrated steam expansion |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DD25034A (en) * | ||||
| US3074228A (en) * | 1960-12-09 | 1963-01-22 | Lee Royal | Combined internal combustion and steam engines |
| GB1525021A (en) * | 1975-01-24 | 1978-09-20 | Exxon Research Engineering Co | Operation of internal combustion engine |
| DE2644875A1 (en) * | 1976-10-05 | 1978-04-06 | Walter Franke | COMBUSTION ENGINE |
| DE2830896A1 (en) * | 1978-07-13 | 1980-01-24 | Ingo Gierstorfer | IC engine using fuel-oxygen-water vapour mixt. - has evaporator extracting heat from cooling water and condenser system |
| US4300484A (en) * | 1980-02-04 | 1981-11-17 | The Goodman System Company, Inc. | Electronically controlled fluid injection system for an internal combustion engine |
| ES2319869T3 (en) | 2000-10-19 | 2009-05-14 | Tyco Healthcare Group Lp | ADAPTER COVER FOR TROCAR ASSEMBLY. |
-
1981
- 1981-11-03 DE DE19813143605 patent/DE3143605A1/en not_active Withdrawn
-
1982
- 1982-08-24 GB GB08224292A patent/GB2108580A/en not_active Withdrawn
- 1982-08-30 IT IT23034/82A patent/IT1155056B/en active
- 1982-08-30 FR FR8214792A patent/FR2515739A1/en not_active Withdrawn
- 1982-09-10 JP JP57158727A patent/JPS5877106A/en active Pending
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2196384A (en) * | 1986-10-16 | 1988-04-27 | James Black | Diesel and steam engine |
| GB2312475A (en) * | 1996-04-24 | 1997-10-29 | Nicholas Turville Bullivant | Internal combustion and steam engine |
| GB2481980A (en) * | 2010-07-12 | 2012-01-18 | Matthew P Wood | I.c. engine in which water is recovered from the exhaust and re-used |
Also Published As
| Publication number | Publication date |
|---|---|
| IT1155056B (en) | 1987-01-21 |
| IT8223034A0 (en) | 1982-08-30 |
| DE3143605A1 (en) | 1983-05-11 |
| JPS5877106A (en) | 1983-05-10 |
| FR2515739A1 (en) | 1983-05-06 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| WAP | Application withdrawn, taken to be withdrawn or refused ** after publication under section 16(1) |