JP2008537060A - Steam enhanced double piston cycle engine - Google Patents

Abstract

The steam-enhanced dual piston cycle engine includes a first cylinder that houses a first piston that performs only intake and compression strokes, a second cylinder that houses an inner power piston that forms the inner chamber of the second cylinder. The outer cylinder and the inner power piston, forming the outer inner chamber of the second cylinder and converted into a ring-shaped outer power piston and / or further work configured to convert engine heat into further work Utilizes a unique dual piston device that includes an outer boiler configured to generate steam.

Description

The present invention relates generally to internal combustion engines, and more specifically to a steam enhanced double piston cycle engine (SE-DPCE) that is more efficient than conventional combustion engines.

RELATED APPLICATIONS This invention relates to a continuation-in-part of U.S. Patent Application No. 11 / 371,827 by the same applicant entitled `` DOUBLE PISTON CYCLE ENGINE (DPCE) '' filed on March 9, 2006, said application being incorporated by reference With respect to provisional application 60 / 661,195 entitled “DOUBLE PISTON CYCLE ENGINE (DPCE)” filed on March 11, 2005, which is hereby incorporated by reference. This application is also related to US Provisional Application No. 60 / 672,421 entitled “STEAM ENHANCED DOUBLE PISTON CYCLE ENGINE (SE-DPCE)” filed Apr. 18, 2005, which is incorporated herein by reference.

Description of Related Art Today, internal combustion engines are ubiquitous and are thought to have been used for over 100 years. Typically, an internal combustion engine includes one or more cylinders. Each cylinder includes a single piston that performs four strokes, commonly referred to as compression, combustion / power and exhaust strokes, which together form one complete cycle of a conventional piston. .

  A major problem with conventional internal combustion engines is low fuel efficiency. It is estimated that over half of the potential fuel thermal energy produced by conventional engines is dissipated through the engine structure without doing useful mechanical work. The main reason for this heat waste is the cooling requirement essential for conventional engines. A cooling system (eg, a radiator) alone dissipates at a higher rate a greater amount than all the heat that is actually converted into useful work. Another problem with conventional internal combustion engines is that efficiency cannot be increased while using heat regeneration or recycling methods to provide higher combustion temperatures.

  Another reason that conventional engines have efficiency problems is that the high temperatures in the cylinder during intake and compression strokes make piston operation more difficult and thus reduce efficiency during those strokes.

  Another disadvantage with existing internal combustion engines is that the combustion temperature and compression ratio cannot be further increased. However, increasing the chamber temperature between power strokes and increasing the compression ratio will improve efficiency.

  Another problem with conventional engines is their incomplete chemical combustion process that produces harmful exhaust emissions.

  While these devices may be suitable for the specific purpose they are trying to address, the conventional four strokes of the piston are replaced by two cold strokes (intake and compression) performed by each piston of the dual piston. ) And two high-temperature strokes (power and exhaust), while using dual cylinders to generate steam by further utilizing the heat generated by the high-temperature stroke, and using that steam for further thermal energy It is not as efficient as the SE-DPCE of this idea, which converts it into mechanical energy.

  There are other dual piston combustion engine structures previously disclosed, but none provide the substantial efficiency and performance improvements of the present invention. For example, US Pat. No. 1,372,216 to Casaday discloses a dual piston combustion engine in which a cylinder and a piston are arranged in pairs. The piston of the combustion cylinder moves ahead of the piston of the compression cylinder. U.S. Pat. No. 3,880,126 to Thurston et al. Discloses a two stroke cycle split cylinder internal combustion engine. The piston of the induction cylinder moves ahead of the piston of the power cylinder by less than half a stroke. The induction cylinder compresses the load and transfers the load to the power cylinder where it is mixed with the remaining load of combustion products from the previous cycle, further compressed and then ignited. US patent application 2003 / 0015171A1 to Scuderi discloses a four stroke cycle internal combustion engine. A power piston in the first cylinder is connected to the crankshaft and performs a 4-stroke cycle power and exhaust stroke. A compression piston in the second cylinder is also connected to the crankshaft and performs the same 4-stroke cycle intake and compression stroke during the same rotation of the crankshaft. The power piston of the first cylinder moves ahead of the compression piston of the second cylinder. US Pat. No. 6,880,501 to Suh et al. Discloses an internal combustion engine having a pair of cylinders each including a piston connected to a crankshaft. One cylinder is adapted for intake and compression strokes. The other cylinder is adapted for power and exhaust stroke. US Pat. No. 5,546,897 to Brackett discloses a multi-cylinder reciprocating piston internal combustion engine capable of performing 2, 4 or diesel engine power cycles.

  However, these references do not disclose how to differentiate the cylinder temperature to effectively isolate the combustion (power) cylinder from the compression cylinder and the surrounding environment. These references further do not disclose a method for minimizing mutual temperature effects between the cylinder and the surrounding environment. In addition, these references do not disclose engine improvements that further increase the temperature of the combustion cylinder and further reduce the temperature of the compression cylinder over conventional combustion engine cylinders to increase engine efficiency and performance. Specifically, minimizing the temperature of the compression cylinder allows for a reduction in compression work investment, while raising the temperature of the power cylinder allows for increased heat regeneration. In addition, all the separate cylinders disclosed in these references are connected by some sort of switching valve or intermediate passage that creates a “dead space” volume between the cylinders, allowing gas to accumulate between the cylinders. This will further reduce the efficiency of the engine. In addition, none of the above prior art citations isolates the cylinders to maintain an improved temperature difference between the cylinders while minimizing dead space between the cylinders and cranks. The shaft structure is not taught. Finally, none of these prior art references disclose that the combustion / power chamber is divided into two separate chambers and the steam energy of the outer chamber is utilized for further engine efficiency and work. Furthermore, none of the prior art references disclose or suggest a secondary system surrounding the primary combustion chamber that converts excess thermal energy generated by the high temperature chamber into additional kinetic energy.

  US Pat. No. 5,623,894 to Clarke discloses a dual compression and dual expansion internal combustion engine. An inner housing containing two pistons moves within the outer housing to form a chamber for compression and a chamber for expansion separately. However, Clarke includes a single chamber that performs all of the engine stroke, preventing cylinder isolation and / or improved temperature differentiation as disclosed in the present invention. Clarke also does not disclose forming a separate chamber for utilizing additional energy (eg hot air or steam) generated by excess engine heat.

  U.S. Pat.No. 3,959,974 to Thomas partially formed of a material that can withstand high temperatures in a ringless section that includes a power piston and is connected to a ring section that maintains a relatively low temperature that includes another piston A combustion engine including a combustion cylinder is disclosed. However, high temperatures throughout the Thomas engine exist not only throughout the combustion and exhaust strokes, but also during some of the compression strokes. In addition, Thomas does not disclose a method of isolating engine cylinders in an opposed or V-shaped configuration to enable improved temperature differentiation, and a substantial dead inside the intake that connects the cylinders. Disclose institutions that contain spaces. Finally, Thomas also does not disclose forming a separate chamber for utilizing additional energy (eg hot air or steam) generated by excessive engine heat.

  In these respects, the SE-DPCE of the present invention is a substantial departure from the conventional concepts and designs of the prior art, with a dramatically improved internal combustion that is more efficient than conventional internal combustion engines. Provide institutions.

SUMMARY OF THE INVENTION In view of the above-mentioned drawbacks inherent in known types of internal combustion engines existing in the prior art, the newly-invented invention makes it possible to turn fuel into energy or work in a more efficient manner than conventional combustion engines. An SE-DPCE combustion engine is provided that utilizes a temperature-differentiating cylinder that converts and converts excess engine heat into more useful work.

  In one embodiment of the present invention, a steam enhanced piston cycle engine (SE-DPCE) is more efficient than a conventional combustion engine, as described in US Provisional Application No. 60 / 661,195, which is incorporated herein by reference. Enhances the DPCE system by using temperature-differentiating cylinders that convert fuel into energy or work in a more efficient manner, and further using engine heat to generate steam energy and convert it into more useful engine work To do.

  In one aspect of the invention, an engine is a first cylinder coupled to a second cylinder, a first piston disposed within the first cylinder and configured to perform intake and compression strokes, And a second piston disposed in the second cylinder and configured to perform power and exhaust strokes. Alternatively, the first and second cylinders have two separate chambers coupled together in a single cylinder, the first piston is in the first chamber and the second piston is It can also be regarded as a single cylinder present in the second chamber.

  In a further aspect, the engine further includes an intake valve coupled to the first cylinder, an exhaust valve coupled to the second cylinder, and an interstage coupling the internal chamber of the first cylinder to the internal chamber of the second cylinder. Includes valves.

  In a further aspect, the engine includes two piston connecting rods, a compression crankshaft, a power crankshaft, and two crankshaft connecting rods. A connecting rod connects each piston to each crankshaft. The compression crankshaft converts the rotational motion into the reciprocating motion of the first piston. The power crankshaft converts the reciprocating motion of the second piston into engine rotational output motion. The crankshaft connecting rod transmits the rotation of the power crankshaft to the rotation of the compression crankshaft.

  In a further aspect, the engine includes a fuel injector, a water / steam inlet valve, and a water / steam exhaust valve. The first compression cylinder houses a portion of the compression piston, intake valve and interstage valve. The second power cylinder includes two separate cylinders, an outer cylinder and an inner cylinder. Within the outer and inner cylinders are dual pistons, a disk-shaped inner piston and a ring-shaped outer piston. In addition, the second power cylinder includes an exhaust valve, an outer exhaust shell (covered exhaust pipe), a thermal isolation layer, part of an interstage valve, a fuel injector, a spark plug, a steam / water valve (and / or Injector) and a steam / water / air exhaust valve. The first compression piston performs the intake and compression engine stroke. The inner power piston performs the fuel combustion power stroke and the exhaust (burned gas) escape stroke. The outer power piston generates power and absorbs excess engine heat by utilizing hot compressed air, possibly with steam / water. A connecting rod connects the compression piston and both power pistons to the respective crankshaft. A compression crankshaft converts rotational motion into compression piston reciprocation. A power crankshaft converts the reciprocating motion of the inner and outer power pistons into engine rotational output motion. A crankshaft connecting rod transmits the rotation of the power crankshaft to the rotation of the compression crankshaft.

  In another embodiment, the engine intake valve includes a shaft having the same conical sealing surface as used in most 4-stroke engines. The exhaust valve includes a shaft having the same conical sealing surface as used in most 4-stroke engines. The interstage valve (in a preferred embodiment) is composed of a shaft having a conical sealing surface.

  In another aspect, a method for improving combustion engine efficiency is to decouple intake and compression chambers (cool strokes) from combustion and exhaust chambers (hot strokes), thus reducing temperature and combustion strokes during intake and compression strokes. Including increasing the temperature inside, thereby increasing engine efficiency.

  In a further aspect, a method for improving engine efficiency includes minimizing or reducing the temperature during intake and compression strokes. The lower the intake / compressed air / loading temperature, the higher the engine efficiency.

  In yet another aspect, a method for improving engine efficiency includes regenerating and utilizing exhaust heat energy.

  In a further aspect, the external cooling requirements are greatly reduced, which on the other hand increases the stored heat available for heat output work conversion during the power stroke, burns the fuel more efficiently and thereby reduces harmful emissions A dual piston combustion engine is provided.

  In another aspect, a method for providing an improved efficiency combustion engine includes performing intake and compression in a first cylinder and performing power and exhaust strokes in a second cylinder, The cylinder is maintained at a lower temperature than the second cylinder. In a further aspect, the method also includes injecting compressed air and fuel mixture from the first cylinder into the second cylinder, thereby cooling the second cylinder.

  In another aspect, the steam-enhanced dual-piston combustion engine is further ring-shaped to receive excess gas and / or liquid compressed using excess engine heat to generate additional power and increase engine efficiency. Are included in the combustion cylinder. In a further aspect, the steam enhanced dual piston combustion engine further includes a ring shaped chamber within the compression cylinder to facilitate efficient transfer of compressed gas and / or liquid to the steam chamber. In a further aspect, the steam enhanced dual piston combustion engine includes two separate power generation systems, where the primary system utilizes fuel-air combustion and the secondary system utilizes excess engine heat for steam power generation. .

DETAILED DESCRIPTION OF THE INVENTION Hereinafter, the present invention will be described in detail with reference to the drawings. Like elements are referred to by like numerals throughout the figures. It will be understood that the drawings are not necessarily drawn to scale, and are not necessarily all details of the various exemplary embodiments illustrated. Rather, only specific features and elements are described that enable the description of exemplary aspects of the invention.

  Referring to FIG. 1, according to one embodiment of the present invention, the DPCE cylinder comprises a compression cylinder 01, a power cylinder 02, a compression piston 03, a power piston 04, two connecting rods 05 and 06, a compression crankshaft 07, Power crankshaft 08, crankshaft connecting rod 09, intake valve 10, exhaust valve 11 and interstage valve 12 are included. The compression cylinder 01 is a piston engine cylinder that houses a part of the compression piston 03, the intake valve 10, and the interstage valve 12. The power cylinder 02 houses a power plug 04, an exhaust valve 11, a part of the interstage valve 12, and a spark plug (not shown) located in front of the face of the power piston 04 facing the combustion chamber in the cylinder 02. It is a piston engine cylinder. The compression piston 03 serves for engine intake and compression stroke. The power piston 04 works for power and exhaust stroke. Connecting rods 05 and 06 connect the respective pistons to the respective crankshafts. The compression crankshaft 07 converts rotational motion into reciprocating motion of the compression piston 03. The reciprocating motion of the power piston 04 is converted into the rotational motion of the power crankshaft 08, which on the other hand is converted into engine rotational motion or work (ie, the crankshaft 08 serves as the DPCE output shaft). The crankshaft connecting rod 09 converts the rotation of the power crankshaft 08 to the rotation of the compression crankshaft 07.

  In one embodiment, intake valve 10 is comprised of a shaft having the same conical sealing surface used in most conventional four-stroke engine intake valves. The exhaust valve 11 is composed of a shaft having the same conical sealing surface as that used in the exhaust valves of most conventional 4-stroke engines. The interstage valve 12 is also composed of a shaft having a conical sealing surface.

  Referring again to FIG. 1, there is a compression piston 03 in the inner cavity B of the compression cylinder 01. The compression piston 03 moves relative to the compression cylinder 01 in the direction indicated by the arrow shown. In the inner cavity C of the power cylinder 02, there is a power piston 04. The power piston 04 moves relative to the power cylinder 02 in the direction indicated by the arrow shown. The compression cylinder 01 and the compression piston 03 define a chamber B. A power cylinder 02 and a power piston 04 define a chamber C. In a preferred embodiment, the power piston pressure surface has a shaped cavity 26 (also see FIG. 12) that complements chamber C and serves as an additional combustion chamber volume during combustion. Chamber B is in fluid communication with chamber C via an interstage mechanical operating valve 12. The compression cylinder 01 has an intake valve 10. Chamber B is in fluid communication with vaporized fuel / air load A via intake valve 10. The power cylinder 02 has an exhaust valve 11. Chamber C is in fluid communication with ambient air D through exhaust valve 11. When the exhaust valve 11 is in the open position, the exhaust gas can be discharged. During the combustion stroke, the power piston 04 pushes the power connecting rod 06, causing the power crankshaft 08 to rotate clockwise. During the exhaust stroke, an inertial force (triggered by the flywheel mass not shown) causes the power crankshaft 08 to continue its clockwise rotation and the power connecting rod 06 to move the power piston 04 causes it to Then, the burned fuel exhaust is discharged from the valve 11. The rotation of the power crankshaft 08 via the crankshaft connecting rod 09 integrates the compression crankshaft 07 for synchronous rotation (ie, both crankshafts rotate at the same speed and dynamic angle). In one embodiment, both pistons, power piston 04 and compression piston 03, pass through their top dead center (TDC) position and bottom dead center (BDC) position simultaneously. Alternatively, depending on the desired timing structure, the relative positions of power piston 04 and compression piston 03 may be phase shifted by a desired amount. In one embodiment, the DPCE dual cylinder device utilizes conventional pressurized cooling and oil lubrication methods and systems (not shown). In aspects of the invention, the structural parts of the power chamber C (e.g., cylinder 02 and piston 04) maintain a much higher temperature than conventional combustion engines, but in one aspect, the components of the power chamber C are: Temperature controlled using a cooling system. In addition, some or all of the components can be made of high temperature resistant materials such as ceramics, carbon or stainless steel. In a further aspect, the DPCE device can utilize known high voltage timing and spark plug electrical systems (not shown) and an electric starter motor to control spark plug ignition, timing and engine initial rotation.

  As shown in FIGS. 1 to 9, when the electric starter is engaged with the DPCE output shaft 6 ′ (FIG. 15), both crankshafts 07 and 08 start rotating clockwise, and both pistons 03 and 04 are Start reciprocating motion. As shown in FIG. 5, the compression piston 03 and the power piston 04 move in the direction of increasing the volumes of the chamber B and the chamber C. Intake valve 10 is in its open position, and at this stage the volume of chamber B is constantly increased so that vaporized fuel or fresh air load (if using a fuel injection system) is at point A (e.g. representing the vaporizer output port) ) Into the chamber B through the intake valve 10. As shown in each of FIGS. 6-8, the chamber B volume increases as the fuel-air load flows. When the compression piston 03 reaches its BDC point, the intake valve 10 closes, confining the air-fuel loading contents of chamber B. As the crankshaft continues to rotate clockwise, the volume of chamber B decreases and the temperature and pressure of its now trapped air-fuel loading increases, as shown in FIGS. 9 and 1-3, respectively. When the compression piston 03 approaches a predetermined point (FIG. 3), the interstage valve 12 opens, and the air-fuel charge in the chamber B flows into the chamber C. As the compression piston approaches its TDC point (in some embodiments, some delay or advance may be introduced), the interstage valve 12 closes simultaneously and spark plug ignition occurs.

  5-8 show the power stroke. When combustion occurs, the pressure in chamber C increases and pushes the power piston 04 strongly, which in turn moves the connecting rod 06 and rotates the power crankshaft 08 that is coupled to the DPCE output shaft 06 ′. Meanwhile, when the compression piston 03 is pushed back from its TDC position, the intake valve 10 is reopened and a new air fuel charge A can be drawn into the chamber B.

  The exhaust stroke occurs when the power piston 04 reaches its BDC point (FIG. 8). When the exhaust valve 11 is opened and the volume of the chamber C is reduced, the combusted exhaust gas is pushed out of the chamber C to the ambient environment D through the opened exhaust valve 11.

  Thus, the DPCE engine divides the stroke performed by a single piston and cylinder of a conventional combustion engine into two thermally differentiated cylinders, each cylinder performing half of a four stroke cycle. A “cold” cylinder performs intake and compression strokes, and a thermally isolated “hot” cylinder performs combustion and exhaust strokes. Compared to conventional engines, this innovative system and method allows DPCE engines to operate at higher combustion chamber temperatures and lower intake and compression chamber temperatures. Using higher combustion temperatures while maintaining lower intake and compression temperatures reduces engine cooling requirements, reduces compression energy requirements, and thus improves engine efficiency. Furthermore, thermally isolating the power cylinder from the external environment reduces external heat loss, allows the same thermal energy to be reused on the next stroke, and burns less fuel with each cycle.

  In one embodiment, the compression cylinder 01 is similar to a conventional piston engine cylinder that houses a portion of the compression piston 03, intake valve 10 and interstage valve 12. The compression cylinder 01 operates with the compression piston 03 to suck in and compress the air and / or fuel load that is fed. In a preferred embodiment, the compression cylinder is cooled. FIG. 10 shows an air-cooled compression cylinder with heat absorbing and dissipating ribs 20. FIG. 11 shows a liquid-cooled compression cylinder having a coolant passage 22. In a preferred embodiment, the cooling air source or coolant source can be the same as known in the prior art. In a preferred embodiment, the compression cylinder 01 and the power cylinder 02 should be thermally isolated from each other and the surrounding environment. FIG. 26 shows an embodiment in which two cylinders are constructed on different surfaces, thereby minimizing reciprocating heat transfer between the cylinders.

  The power cylinder 02 is a piston engine cylinder that houses the power piston 02, the exhaust valve 11, a part of the interstage valve 12, and a spark plug (not shown). The power cylinder 02 works with the power piston 04 to burn the compressed air / fuel mixture in the chamber of the cylinder 02 and transmits the resulting energy to the power crankshaft 08 as mechanical work. During the second half of the reciprocating cycle, the power piston 04 acts to release or push exhaust gas from the cylinder 02 via the exhaust valve 11. The power cylinder 02 houses a spark plug positioned in front of the surface of the power piston 04 facing the combustion chamber in the cylinder 02. As shown in FIG. 12, in one embodiment, the power piston 04 has a shaped cavity 26 that serves as a combustion chamber. During the exhaust stroke, the power piston 04 pushes the burned gas out of the cylinder 02 via the exhaust valve 11.

  In one preferred embodiment, the power cylinder 02 is exhaust heated in addition to being thermally isolated from the outside. FIGS. 10 and 11 illustrate the use of exhaust heat when the exhaust gas conducts heat into the power cylinder heating passage 24 during expiratory airflow.

  As explained above, the compression connecting rod 05 connects the compression crankshaft 07 to the compression piston 03 and moves the piston 03 reciprocally relative to the cylinder. The power connecting rod 06 connects the power crankshaft 08 to the power piston 04. In the combustion phase, the power connecting rod 06 transmits the movement of the piston 04 to the power crankshaft 08 to rotate it. In the exhaust phase, when the rotation and momentum of the power crankshaft 08 pushes the power piston 04 back toward the compression cylinder 01, it releases the burned gas through the exhaust valve (exhaust stroke).

  Referring to FIG. 13, the compression crankshaft 07 converts the rotational motion into the reciprocating motion of the compression piston 03. The compression crankshaft 07 connects the compression connecting rod 05 (FIG. 1) to the crankshaft connecting rod 09. The movement of the crankshaft connecting rod 09 rotates the compression crankshaft 07. The rotation of the compression crankshaft 07 causes a movement of the compression connecting rod 05, which on the other hand moves the compression piston 03 reciprocally relative to its cylinder housing 01.

  In various aspects of the invention, the structural configuration of the compression crankshaft 07 and the power crankshaft 08 can be varied according to the desired engine structure and design. For example, some crankshaft design factors are the number of dual cylinders, the relative cylinder placement, the crankshaft gear mechanism and the direction of rotation. For example, if the compression crankshaft 07 and the power crankshaft 08 rotate in the same direction, the axes of the crankshafts 07 and 08 should be positioned 180 ° relative to each other as shown in FIG. Alternatively, if the compression crankshaft 07 and the power crankshaft 08 rotate in opposite directions, both crankshaft shafts should be placed in phase with each other as shown in FIG.

  The power crankshaft 08 connects the power connecting rod 06 to the crankshaft 09. When combustion occurs, the movement of the power piston 04 rotates the power crankshaft 08, which is also connected to the engine output shaft (not shown) via its power connecting rod 06, which causes the connecting rod 09 to move. Thus, the compression crankshaft 07 is rotated to cause the compression piston 03 to reciprocate.

  A crankshaft connecting rod 09 connects the power crankshaft 08 with the compression crankshaft 07, thereby imparting synchronous rotation to both crankshafts. FIG. 15 shows a perspective view of a crankshaft connecting rod 09 coupled to each crankshaft 07 and 08 according to one embodiment of the present invention. The function of the crankshaft connecting rod 09 is to connect the power crankshaft 08 and the compression crankshaft 07. In a particular design, both crankshafts 07 and 08 can rotate synchronously (in the same direction and at the same angle) with respect to each other. In other designs, the two crankshafts 07 and 08 can also rotate in opposite directions with or without a predetermined phase angle.

  FIG. 17 shows a perspective view of a connecting rod 09 coupled to each crankshaft 07 and 08. FIG. Each crankshaft, on the other hand, is coupled to a respective piston connecting rod 05 and 06 so that the crankshafts 07 and 08 provide a predetermined phase difference during the otherwise synchronous piston 03 and 04 movement. Are oriented to each other. Predetermined phase difference means that a relative piston phase delay or lead can be introduced into either piston to achieve a time difference between the compression piston TDC position and the power piston TDC position shown in FIG. Say. FIG. 17 shows the piston connecting rods 05 and 06 being out of phase with each other so as to provide the desired phase delay or lead during the time it takes for the pistons 03 and 04 to reach their respective TDC positions. In one aspect, the phase delay allows the piston of the power cylinder to move slightly ahead of the piston of the compression cylinder, allowing the compressed load to be fed under a nearly full compression stroke, Introduced to allow complete exhaust strokes to be completed. This advantage of phase delay for a power piston leading to a compression piston is also described in US Pat. No. 1,372,216 to Casaday and US Patent Application 2003 / 0015171A1 to Scuderi. In an alternative embodiment, an opposite phase delay is introduced so that the compression piston moves ahead of the power piston and the power piston further compresses the load from the compression cylinder before ignition. The advantages of this approach are discussed in US Pat. No. 3,880,126 to Thurston et al. And US Pat. No. 3,959,974 to Thomas.

  In a further embodiment, a second crankshaft connecting rod 13 is utilized, as shown in FIG. 16, to implement the proper direction of rotation of the compression crankshaft 07 and the power crankshaft 08.

  Referring to FIG. 18, by having one crankshaft connecting rod 14 in combination with a timing belt or chain mechanism 15, an alternative means for establishing the direction of rotation of the crankshafts 07 and 08 can be implemented. As shown in FIG. 19, in another embodiment, the chain mechanism or timing belt mechanism 15 itself can serve as an alternative to any of the crankshaft connection mechanisms described above.

  20 and 21 show an alternative mechanism to replace the crankshaft connecting rod 09. FIG. FIG. 20 shows a crankshaft connecting gear mechanism 30 that includes three gears 32 engaged with each other. In this embodiment, both crankshafts 07 and 08 rotate in only one direction (using three gears). FIG. 21 shows two embodiments of a crankshaft having an even number of gears 32, thereby connecting gear mechanisms 40 and 42 configured to rotate crankshafts 07 and 08 in opposite directions.

  In one embodiment, the intake valve 10 is comprised of a shaft having the same conical sealing surface that is used as an intake valve in most 4-stroke engines. Intake valve 10 controls ambient air or vaporized air / fuel loads as they enter compression cylinder 01. The compression cylinder 01 has at least one intake valve. In a preferred embodiment, with respect to the instantaneous position of the compression piston 03, the position, function, timing and operation of the intake valve can be similar or identical to the intake valve of a conventional 4-stroke internal combustion engine.

  In one embodiment, the exhaust valve 11 is comprised of a shaft having the same conical sealing surface as used in most 4-stroke engine exhaust valves. An exhaust valve 11 located on the power cylinder 02 controls the burned gas exhaust flow. The power cylinder 02 has at least one exhaust valve. In a preferred embodiment, the exhaust valve position, function, timing and method of operation can be similar or identical to the exhaust valves found in known conventional four-stroke combustion engines.

  Referring to FIG. 22, in one embodiment, the interstage valve 12 is composed of a shaft having a conical sealing surface. The interstage valve allows compressed airflow or compressed vaporized air / fuel loading (collectively referred to herein as “fuel” or “fuel mixture”) from volume B in compression cylinder 01 to be pushed into volume C in power cylinder 02. Control it when you are. Interstage valve 12 also prevents back flow of fuel from volume C to volume B. The interstage valve 12 allows compressed fuel to flow from the compression cylinder 01 into the power cylinder 02 when in the open position. The interstage valve 12 remains closed during combustion and throughout the power stroke. In one embodiment, the operating mechanism of the interstage valve can be similar or identical to the known combustion engine intake or exhaust valve mechanism. The closed or open position of the interstage valve 12 is manipulated by a mechanical connection that couples or engages one of the dynamic DPCE shafts / parts (eg, piston 03). It will also be appreciated that the exact valve timing depends on many engineering design considerations. However, as a rule, the interstage valve 12 should open when the exhaust valve 11 closes and remain closed during at least most of the power and exhaust strokes.

  Referring to FIG. 23, in another embodiment, a preloaded spring operated relief valve 17 serves as the interstage valve 12. This aspect provides an automatic valve that does not require a connection-based actuation mechanism. During intake and work strokes, the operating pressure and preload spring 16 forces the valve stem 17 to be closed and sealed. During the compression and exhaust stroke, the increased compressed fuel pressure in volume B overcomes the force of the valve preload spring 16 along with the reduced exhaust pressure in volume C, thus opening the valve stem 17 and thereby compressing the fuel. It is possible to flow into the chamber C of the power cylinder 02.

  FIG. 24 shows a combination of the combustion chamber E and a unique semi-automatic interstage valve including a valve 18 having a cylindrical or ring-shaped portion surrounding the plug valve 19. In this embodiment, the combustion chamber E is sealed from the compression chamber B by the valve 18 and from the working chamber C by the valve 19. A spring 20 pushes both valves 18 and 19 simultaneously into their corresponding closed positions. A spark plug 21 is located inside the cavity of the combustion chamber E. The operation of the combustion chamber E and the interstage valve is as follows. As shown, at stage J, during the initial compression and exhaust stroke, spring 20 pushes valve stem 18 and valve stem 19 to keep both valves in the sealed closed position. In stage H, as the compression stroke progresses, the compressed air / load pressure rises, and at a certain stage, the rising pressure acting on the valve 18 overcomes the preload force of the spring 20, thereby opening the valve 18 Compressed air / load flows into the combustion chamber E. In stage G, when the compression and work pistons approach their TDC position, the spark plugs 21 are ignited, the protruding portion 23 of the power piston 22 mechanically engages the valve 19, moves it, When the seal is released (opened), the valve engages the valve 18 on the other side and pushes it to its closed position. Furthermore, the rising combustion volume pressure acts together with the power piston to forcibly close the valve 18. In stage F, when combustion occurs, the pressure in chamber E rises drastically and quickly, valve 18 is already closed, and a hot combustion stream flows through valve 19, pushing the power piston 22 from valve 19 Let go.

  Even if the power piston 22 is retracted (during the power stroke), the valve 19 will still have a pressure differential that exists between the high combustion pressure in chamber C and the much lower pressure that is present in chamber B that is now in its intake phase. For, remain open. As the power stroke ends, the combustion chamber and interstage valve cycle ends. Then, when the power piston 22 starts its exhaust stroke, the spring 20 pushes the valve 19 back to its closed position.

  FIG. 25 shows a DPCE dual cylinder configuration with supercharging capability according to one embodiment of the present invention. As shown in FIG. 25, the compression cylinder portion 50 is larger than the power cylinder portion 52, thus allowing a larger amount of air / fuel mixture to be received and compressed in the compression chamber B. When the compression stroke is complete, a greater volume and increased pressure of the compressed air / fuel mixture (ie, “supercharged” fuel mixture) in compression chamber B is injected into combustion chamber C via interstage valve 12. Thus, a larger and / or higher pressure fuel mixture can be injected into the combustion chamber C of the power cylinder 52 to provide a larger explosion and thus more energy and work during the power stroke.

  As described above, FIG. 26 illustrates an alternative DPCE dual cylinder configuration in which the compression cylinder 60 is offset from the power cylinder 62 to minimize heat transfer between the two cylinders, according to one embodiment of the present invention. Show. In this embodiment, the interstage valve 12 is located in a small overlap area between the two cylinders.

  FIG. 27 shows a DPCE dual cylinder configuration in which both cylinders are constructed parallel to each other and both pistons move in parallel, according to a further embodiment of the invention. In this aspect, the intake, exhaust and interstage valves can be operated in the same manner as described above. However, as shown in FIG. 27, the interstage valve is located in a lateral conduit connecting the first and second cylinders.

  In an alternative aspect of the present invention, a steam enhanced double piston engine (SE-DPCE) uses excess heat in the combustion chamber to convert the added water to steam to increase engine efficiency and power. It is configured. Similar to the DPCE described above, separating the compression stroke position from the power stroke position allows the generation of a significantly higher combustion chamber temperature. In this embodiment, the DPCE is expanded to further include a unique ring-shaped steam cylinder located between the combustion chamber and the exhaust passage. SE-DPCE utilizes concentrated heat that exists in the area located between the combustion chamber and the inner surface of the exhaust pipe shell that surrounds the periphery of the combustion piston cylinder.

  FIG. 28 shows, according to one embodiment of the present invention, that many of the similar features described above: compression cylinder 01, power cylinder 02, compression piston 03, power piston 04, two connecting rods 05 and 06, compression A sectional view of SE-DPCE including a crankshaft 07, a power crankshaft 08, a crankshaft connecting rod 09, an intake valve 10, a combustion exhaust valve 11 and a part of an interstage valve 12 is shown. The compression cylinder 01 is a piston engine cylinder that houses the compression piston 03, the intake valve 10, and the interstage valve 12. The power cylinder 02 is a piston engine cylinder that houses a part of the power piston 04, the exhaust valve 11, and the interstage valve 12. The power cylinder 02 further includes an inner cylinder 02a and an outer cylinder 02b. The power piston 04 further includes a dual head piston further including a disk-shaped inner piston 04a and a ring-shaped outer piston 04b. The power cylinder 02 is also located in the outer power cylinder 02b and extends to the compression cylinder 01, the compressed air valve 16, the steam / air exhaust valve 13 located in the outer power cylinder 02b, the outer exhaust including the covered exhaust pipe 14 Includes shell and thermal isolation layer 15. In one embodiment, the power cylinders 02, 02a and 02b are manufactured using a highly conductive material for further thermal energy utilization.

  In one preferred embodiment, the compression piston 03 serves for engine intake and compression strokes. The inner power piston 04a serves for fuel combustion power and exhaust (burned gas) stroke. The outer power piston 04b generates additional power and at the same time utilizes hot compressed air, possibly with steam / water, to serve to cool the chamber c and power piston 04a by absorbing excessive heat of the engine . Connecting rods 05 and 06 connect the compression piston 03 and both power pistons 04a and 04b to the respective crankshafts 07 and 08. The compression crankshaft 07 converts rotational motion into reciprocating motion of the compression piston 03. The power crankshaft 08 converts the reciprocating motion of the inner and outer power pistons 04a and 04b into engine rotational output motion. The crankshaft connecting rod 09 transmits the rotation of the power crankshaft 08 to the rotation of the compression crankshaft 07. The engine intake valve 10 is comprised of a shaft having the same conical sealing surface as used in most 4-stroke engines. The exhaust valve 11 is composed of a shaft having the same conical sealing surface as that used in most 4-stroke engines. The interstage valve 12 is composed of a shaft having a conical sealing surface.

  FIG. 29 is a cross-sectional perspective view of a power cylinder 02: a spark plug 22 located in the inner cylinder 02a, a fuel injection nozzle 20 located in the inner cylinder 02a, and a water / steam injection nozzle / valve 21 located in the outer cylinder 02b. Indicates. In a further aspect, the SE-DPCE device further includes an electric starter, a pressurized lubrication system, a controlled water / steam system for controlling water volume, pressure and temperature, a well-known high voltage timing and spark plug electrical system and an output shaft. A flywheel can be used. The combustion exhaust valve 11 includes a shaft having the same conical sealing surface as used in most 4-stroke engines. When opened, the valve 11 allows combusted hot gas to exit the combustion chamber and flow into the covered exhaust shell 14. The interstage valve 12 is composed of a shaft having a conical sealing surface. When open, the interstage valve 12 can push the compressed load (fuel air mixture) from the compression chamber into the combustion chamber. The steam / water outlet valve 13 is configured to open and close mechanically. Upon opening, the valve 13 can push the expanded steam water mixture through the power piston 4b and discharge it from the secondary power chamber E back to the feed water closed loop system (not shown) or completely out of the engine.

  The power cylinder 02 further includes a compressed air connection valve 16 that is also configured to mechanically open and close. When opened, the valve 16 can push compressed hot air from the engine compression chamber into the secondary power chamber E. The thermal isolation layer 15 is an external thermal isolation shield that prevents escape of thermal energy. By utilizing this shield 15, most of the engine's excess heat is forced to stay within the engine internal structure, which in turn is converted to further useful work by the secondary power chamber E. The combustion injection nozzle 20 is a mechanically operated valve that includes a fuel spray nozzle. In one embodiment, a directly pressurized fuel injection system operating through a predetermined engine cycle time band pushes fuel into the combustion chamber. The use of this system replaces the normal carburetor fuel supply system where fuel is either pre-sprayed during the incoming charge or sprayed during the engine compression stroke.

  The power cylinder 02 further includes a water injection valve 21 that is configured to mechanically open and close and further includes a water spray nozzle. A pressurized water injection system operating through a predetermined engine cycle time band pushes water into the secondary power chamber E. The water evaporates into pressurized hot steam, thus generating a high pressure and simultaneously cooling the cylinder 2a. A spark plug 22 is used to initiate a fuel-air compressed mixture explosion. Finally, FIG. 29 shows a cross-sectional view of the exhaust passage 23 that covers the periphery of the secondary power cylinder to maintain additional heat and provide it to the power cylinder.

  Referring again to FIG. 28, the available volume in chamber B of cylinder 01 is minimized when both compression piston 03 and power piston 04 are in the TDC position. In TDC, cylinders 02a and 02b also have a minimal volume in their respective chambers C and E. In one embodiment, the power crankshaft 08 rotates clockwise, moves the connecting rod 09 and rotates the compression crankshaft 07 clockwise. The rotation of the crankshafts 07 and 08 actuates the pistons 03 and 04 to perform a symmetrical synchronous reciprocating motion, so that the compression piston 03 and the power piston 04 move equally symmetrically inward and outward. In an alternative embodiment of the invention, a phase delay or phase lead may be introduced between the relative positions of either or both the compression piston 03 and the inner power piston 04a or the outer power piston 04b.

  In one embodiment of the invention, the SE-DPCE cycle begins as soon as the compression piston passes through its TDC and the intake valve 10 opens. Ambient air flows into chamber B of compression cylinder 01. The compression crankshaft 07 rotates and moves until the compression piston 03 reaches its BDC, at which point the intake valve 10 closes. The compression piston 03 then performs its reciprocation back towards the TDC, increasing the air pressure and temperature in chamber B. At various predetermined times, one or both of the interstage valve 12 and the connection valve 16 are open. The connection valve 16 allows compressed air to be pushed from a relatively high pressure chamber B into a lower pressure combustion chamber C and a ring-shaped air / water / steam chamber E. In one embodiment, the compressed air is substantially transferred to the power cylinder 02 when the compressed piston 03 and the power piston 04 reach their TDC. When the compressed air is transferred to the power cylinder 02, the interstage valve 12 and the compressed air valve 16 are closed. Fuel is injected into the chamber C through the fuel injection nozzle 20, and water whose temperature is controlled is sprayed and / or injected into the chamber E through the water injection valve 21 (FIG. 29). Temperature controlled water can be added into chamber E before, during, or after valves 12 and 16 are closed. The spark plug 22 (FIG. 29) ignites and causes combustion, which strongly pushes the inner power piston 04a toward its BDC. At the same time, the injected water and compressed air in chamber E expands and evaporates to vapor, which on the other hand dramatically increases the pressure in chamber E. This increased pressure strongly pushes the outer power piston 04b toward the BDC. During the water-to-steam conversion (phase change), excess engine heat generated during combustion in chamber C is efficiently and productively removed into chamber E.

  The SE-DPCE cycle ends when the power piston 04 begins to return toward the TDC. At the same time, the exhaust valve 11 opens and the hot combustion products are sent from the exhaust valve 11 into the port 19 and then pushed into the tube that surrounds the outer cylinder 02b and discharged through the area D, thereby the cylinder Heat 02b. Simultaneously or nearly simultaneously, the exhaust valve 11 opens, the steam outlet valve 13 opens, and the previously extracted product (steam, water, air) in chamber E is recycled to the feed water closed loop system. In one embodiment, the steam outlet valve 13 opens and the previously extracted product (e.g., steam, water, air) in chamber E is withdrawn from the engine without recycling water or steam for further energy regeneration. Or released. In an alternative embodiment, water and / or steam can be recycled to save energy, and the recycled liquid in chamber E can be used to preheat the injected water. Before the power piston 04 reaches TDC, the exhaust valve 11 and the steam outlet valve 13 are closed again. When the compression piston 03 retracts toward its BDC and the intake valve 10 opens again, a new cycle begins. In one embodiment, the outer periphery of the outer power cylinder 02 is covered with a thermal isolation material layer 15 to minimize SE-DPCE thermal energy loss.

  In one embodiment shown in FIG. 30, the piston 04 includes a hot section 30 that is adjacent and / or in direct contact with the combustion products and the hotter cylinder surface. The high temperature section 30 is made of a heat resistant material such as carbon or ceramic. This piston section carries only a longitudinal force. The secondary sliding disk 36 receives most of the lateral frictional force that slides. Section 30 is the hot part of piston 04 and is cooled and lubricated using a small amount of water and steam leakage. Section 32 is the cooler portion of piston 04 and is further cooled and lubricated using known piston engine lubrication techniques. A disk 38 decouples the oil lubricated cold section 32 from the hotter piston steam lubricated section 30. A power connecting rod 06 connects the piston ear 34 to the power crankshaft 08.

  FIG. 31 shows the construction and lubrication of the power piston 04 of one aspect of the present invention. In one embodiment, the surfaces of the power cylinder 02 and the pistons 04, 04a and 04b that are directly involved in the combustion process are reinforced with ceramic. The ceramic surfaces of the power cylinder 02 and the pistons 04, 04a and 04b are water / steam cooled and lubricated. As the outer power piston 04b approaches the BDC, a small amount of steam is released through the nozzle into the area between the power piston 04 and the inner and outer power pistons 04a and 04b. The lateral force of the hot piston part carries most of the piston lateral stress and is absorbed by an additional piston slide disk 36 that is oil lubricated using known methods. The piston slide disk 36 separates the area around the crankshaft 08 from the remaining area in the power cylinder 02 and seals it. Thus, by utilizing the innovative cooling and lubrication aspects of the present invention, SE-DPCE can operate at higher temperatures.

  The oil separation disk 36 receives most of the side-slip friction force of the piston 04 during the rotation of the engine crankshaft, and the machine oil can flow toward the cylinder surface 48 (between the cylinder 02 and the piston 04). In one embodiment, a common engine seal ring 42 may be installed around the disk 36. Piston and cylinder sliding surfaces 46 and 50 use water and steam as cooling and lubricating liquid, and such material is withdrawn from cylinder 02 via drain port 44.

  FIG. 32 shows another embodiment of the present invention in which the SE-DPCE includes a split compression piston 03. The compression piston 03 is divided into an inner compression piston 03a and an outer compression piston 03b. The inner compression piston 03a sucks ambient air, possibly with vaporized fuel, through intake valve 54, compresses it through interstage valve 12, and enters combustion chamber C. The outer compression piston 03b sucks ambient air through the intake valve 10 and compresses it through the connection intake valve 16 into the air-steam chamber E. Also, in one embodiment, water is added to the air intake chamber F and then compressed through the connection intake valve 16 into chamber E, or the water is passed through the water injection nozzle 21 (FIG. 29). It can also be injected directly into the chamber E. The split compression piston structure allows the engine to utilize vaporized fuel that is drawn into chamber G. In addition, the split compression piston and chamber structure SE separates all incoming air volumetrically between chamber F and chamber G so that the volume of each chamber F and G can be determined independently. -Allows you to design DPCE.

  FIG. 33 shows that the SE-DPCE includes two separate power generators in which the primary combustion system utilizes a fuel-air combustion process and the secondary water-steam-air system utilizes excess engine heat. Another embodiment is shown. In this embodiment, the primary combustion system includes a compression piston 03a, a power piston 04a, an intake valve 54, an exhaust valve 11, an interstage valve 12, and an output shaft 08. In one embodiment, the exhaust from the exhaust valve 11 is input to the cylinder heating port 19 to heat the cylinder 02b as described above. The secondary water-steam-air system includes a compression piston 03b, a power piston 04b, an intake valve 10, an interstage valve 16, a steam / air exhaust valve 13, and a secondary power output shaft 60. The primary combustion system converts fuel and air into engine work as described above. In one embodiment, the secondary water-steam-air system utilizes substantially the same piston reciprocation, connecting rod motion and crankshaft rotation as the primary combustion system. However, in secondary water-steam-air systems, heated air, water and / or steam can be used to generate engine work. Each power generation system operates its own actuation valve. The primary combustion system, in one embodiment, operates valves 54, 12 and 11 and any combustion injection system. In this embodiment, the secondary system activates valves 16 and 13 and possibly water chamber E direct injection system (nozzle 24, FIG. 29). In accordance with the above description, in some aspects, the primary compression piston 03a and the primary power piston 04a are configured to operate with a phase difference to reach their respective TDC positions at different times. Similarly, the secondary compression piston 03b and the secondary power piston 04b can also be configured to operate with a phase difference from each other.

  In one embodiment, the SE-DPCE utilizes the following dynamic components that work for secondary power output (compression and power piston motion that utilizes engine heat for additional engine power output). Secondary power output includes two pistons, including ring compression piston 03b and ring output piston 04b, two compression connecting rods 70, compression crankshaft 68, power crankshaft 60, power crankshaft connecting rod 64 and crankshaft Includes connecting rod 66. A connecting rod connects each piston to each crankshaft. The compression crankshaft 68 converts rotational motion into reciprocating motion of the compression ring piston 03b. The output crankshaft 60 converts the reciprocating motion of the output power ring piston 04b into the rotational motion of the secondary output 60. The crankshaft connecting rod 66 uses the crankshaft 62 to transmit the rotation of the output power crankshaft 60 to the rotation of the compression crankshaft 68.

  In one embodiment, there is no engine internal engagement between the primary shaft 08 and the secondary shaft 60. In this embodiment, each system is independent and the power and speed of each shaft depends on engine operating conditions and engine input parameters. In a further aspect, the SE-DPCE may receive a vaporized fuel / air load and perform a fuel injection method of combustion. And in yet another aspect, the SE-DPCE can receive air and water and water followed by water sprayed directly into chamber E. In another aspect of the invention, the SE-DPCE utilizes an electronic optimization management computer (not shown) that monitors engine temperature, RPM, engine torque, fuel consumption, jet water temperature, and jet water volume. The computer analyzes these various engine physical parameters and adjusts the injected water quantity, temperature and injected fuel quantity accordingly for best performance.

  In various other aspects of the invention, the SE-DPCE can have any of several additional features. In one embodiment, the water vapor chamber E operates with water and / or steam rather than compressed air. When the piston reaches TDC, water and / or steam is injected into chamber E. The combustion piston 03 transfers the compressed air to the chamber C only via the interstage valve 12. The water cooling and work generation functions as described above are performed by the phase change to water injected into the chamber E and the steam accompanying it. During piston retraction, the steam and / or water in chamber E is released via the steam / air exhaust valve 13 as the piston moves toward TDC. In a further aspect, the steam can be heated to higher temperatures for better engine performance.

  In another alternative, another liquid or gas may be used in place of water and / or vapor, such as ammonia, freon, ethanol or other suitable expansive liquid (including gas).

  In a further embodiment, only compressed air is injected into chamber E, not water or steam.

  In another aspect, the boiler layer 71 includes a plurality of passages 71 for retaining fluid and / or gas therein, and the boiler layer 71 covers at least a portion of the combustion chamber housing 02. As shown in FIG. 34, in one embodiment, the boiler layer / passage 71 is surrounded by the passage 14 of the covered exhaust pipe 14, both of which are surrounded by the thermal isolation / insulation layer 15. It will be appreciated that the cross-sectional views of passages 71 and 14 are shown as squares and circles, respectively, for illustrative purposes only. In actual implementation, the desired shape can be utilized for these passages. In alternative embodiments, the passage 71 and / or the passage 14 may each be configured as a single larger passage or path that surrounds the combustion chamber housing to retain fluid and / or gas therein. . In one embodiment, pressurized water or other fluid from an external source (not shown) is forced into boiler passage 71 via inlet 72 by a hydraulic pump (not shown). Since the temperature of the combustion chamber C, cylinder 02 and inner covered exhaust layer 14 is very high, the water (or other liquid) flowing or injected into the inlet 72 rapidly changes to high pressure steam. In one embodiment, the high pressure steam is then routed from the steam outlet 74 towards an external steam piston engine (not shown) or a steam turbine (not shown), which converts the steam energy into further useful mechanical work, such as It is converted into work that rotates the generator or mechanically engages the SE-DPCE main output shaft 08. A thermal isolation layer 15 maintains most of the SE-DPCE thermal energy within the engine structure. When the power piston 04 begins its exhaust stroke, hot combustion gas flows through the exhaust valve 11 and into the inlet exhaust lap port 19, thereby heating the inner exhaust layer 14 covered. After transferring a part of the heat energy to the water / steam wrap pipe 14, the exhaust gas is discharged from the engine through the output port D.

  By implementing the method and apparatus described above, the SE-DPCE embodiment generates and utilizes steam energy by using heat energy that was not previously used. The generated steam energy is then used to generate further mechanical work. In one embodiment, the steam energy is utilized by an auxiliary steam engine or steam turbine that converts the steam energy into further work.

  As will be apparent to those skilled in the art upon reviewing this specification, other ways in which the engine intake and compression pistons are physically separated from the high temperature effects of combustion and exhaust are also possible. While various aspects of the invention have been illustrated and described, those skilled in the art will appreciate that the above description of the aspects is merely exemplary and that the invention may be modified or modified to practice the invention. You will understand that you can also. Those skilled in the art will know, or be able to ascertain using no more than routine experimentation, many equivalents to the specific embodiments of the invention described herein. Such modifications, variations and equivalents are considered to be within the spirit and scope of the invention as set forth in the appended claims.

It is a schematic sectional side view of the DPCE device of one embodiment of the present invention shown with a crankshaft angle of 270 °. FIG. 2 is a schematic cross-sectional side view of the DPCE device of FIG. 1 shown with a crankshaft angle of 315 °. FIG. 2 is a schematic sectional side view of the DPCE device of FIG. 1 shown with a crankshaft angle of 330 °. FIG. 2 is a schematic sectional side view of the DPCE device of FIG. 1 shown with a crankshaft angle of 0 °. FIG. 2 is a schematic cross-sectional side view of the DPCE device of FIG. 1 shown with a crankshaft angle of 45 °. FIG. 2 is a schematic sectional side view of the DPCE device of FIG. 1 shown with a crankshaft angle of 90 °. FIG. 2 is a schematic cross-sectional side view of the DPCE device of FIG. 1 shown with a crankshaft angle of 135 °. FIG. 2 is a schematic sectional side view of the DPCE device of FIG. 1 shown with a crankshaft angle of 180 °. FIG. 2 is a schematic cross-sectional side view of the DPCE device of FIG. 1 shown with a crankshaft angle of 225 °. 1 is a schematic sectional side view of a DPCE apparatus having an air-cooled compression cylinder and an exhaust heating power cylinder according to one embodiment of the present invention. 1 is a schematic cross-sectional side view of a DPCE apparatus having a water-cooled compression chamber and an exhaust heating power chamber according to one embodiment of the present invention. 3 is a three-dimensional (3D) schematic diagram of a DPCE compression and power piston of one embodiment of the present invention. 3 is a 3D schematic diagram of a DPCE compression and power crankshaft of one embodiment of the present invention. 3 is a 3D schematic diagram of a DPCE compression and power crankshaft of one embodiment of the present invention. 3 is a 3D schematic diagram of a DPCE crankshaft system showing a crankshaft connecting rod according to one embodiment of the present invention. 3 is a 3D schematic diagram of a DPCE crankshaft system having two crankshaft connecting rods according to one embodiment of the present invention. 3 is a 3D schematic diagram of a DPCE crankshaft system showing different crankshaft angles according to one embodiment of the present invention. 3 is a 3D schematic diagram of a DPCE crankshaft system having one crankshaft connecting rod in combination with a timing belt (or chain or V-shaped belt) in one embodiment of the present invention. 3 is a 3D schematic diagram of a DPCE crankshaft system having only a timing belt (or chain or V-shaped belt) according to one embodiment of the present invention. 3 is a 3D schematic diagram of a DPCE crankshaft system having a crankshaft gear as a connection mechanism, according to one embodiment of the present invention. 3 is a 3D schematic diagram of a DPCE crankshaft system having a crankshaft gear as a connection mechanism according to another embodiment of the present invention. It is a schematic sectional drawing of the interstage valve of one aspect of this invention. It is a schematic sectional drawing of the interstage relief valve of one aspect of this invention. 1 is a schematic cross-sectional view of a semi-automatic interstage valve according to one embodiment of the present invention. It is a schematic sectional drawing of the DPCE apparatus which has the supercharging capability of one aspect of this invention. 3 is a 3D schematic diagram of a DPCE device having a compression cylinder and a power cylinder on different surfaces according to one embodiment of the present invention. 3 is a 3D schematic diagram of a DPCE device according to one embodiment of the present invention in which both cylinders are parallel to each other and both pistons move in parallel. 1 is a schematic sectional side view of an SE-DPCE device according to one embodiment of the present invention. 3 is a 3D schematic cross-sectional view of an inner and outer power cylinder of one embodiment of the present invention. FIG. 3 is a 3D schematic diagram of a power piston further including inner and outer pistons of one embodiment of the present invention. 3 is a 3D schematic cross-sectional view of an inner and outer power cylinder and corresponding inner and outer power pistons of one embodiment of the present invention. FIG. In accordance with one embodiment of the present invention, a schematic cross-sectional side view of an SE-DPCE device having two separate compression pistons, one piston serving the combustion process and the other piston serving the water / steam chamber FIG. FIG. 2 is a schematic cross-sectional side view of an SE-DPCE device that utilizes two separate output shafts, with the combustion process section disengaged from the steam augmentation section, according to one embodiment of the present invention. It is sectional drawing of the SE-DPCE apparatus containing the boiler chamber of another aspect of this invention.

Claims (26)

A first cylinder that houses therein a first piston that performs only intake and compression strokes;
A second cylinder that houses a second piston that performs only power and exhaust strokes;
Also used in combustion engines, including a third piston housed in a second cylinder, coupled to a second piston, and performing a further power stroke utilizing the thermal energy generated by the second piston Dual piston device for doing. A second piston includes a disc-shaped inner combustion piston including a transverse cylindrical surface and forming a first inner chamber in the second cylinder;
A third piston includes a ring-shaped outer power piston that surrounds a lateral cylindrical surface of the second piston and forms a second internal chamber within the second cylinder;
The apparatus of claim 1, wherein the second internal chamber at least partially surrounds the first internal chamber.   The apparatus of claim 1, wherein the first cylinder is thermally isolated from the second cylinder and the first cylinder is maintained at a lower temperature than the second cylinder during operation. An intake valve coupled to the first cylinder to allow the fuel mixture to enter the first cylinder;
A combustion exhaust valve coupled to the first internal chamber of the second cylinder to allow exhaust gas to exit the second cylinder;
The apparatus of claim 1, further comprising an interstage valve coupling an internal chamber of a first cylinder to the first internal chamber of a second cylinder. An intake valve coupled to the first cylinder to allow the fuel mixture to enter the first cylinder;
A connection valve coupling an internal chamber of a first cylinder to the second internal chamber of a second cylinder and transferring compressed air, liquid or gas to the second internal chamber of a second cylinder;
And further including an outlet valve coupled to the second internal chamber of the second cylinder for allowing a quantity of air, liquid or gas to exit the second internal chamber of the second cylinder. The apparatus of claim 1.   6. The apparatus of claim 5, further comprising an injection nozzle coupled to the second internal chamber of the second cylinder for injecting liquid or gas into the second internal chamber of the second cylinder. An intake valve coupled to the first cylinder to allow the fuel mixture to enter the first cylinder;
An injection nozzle coupled to the second internal chamber of the second cylinder for injecting liquid or gas into the second internal chamber of the second cylinder;
2. An outlet valve coupled to the second internal chamber of the second cylinder to allow liquid or gas to exit the second internal chamber of the second cylinder. Equipment.   8. The apparatus of claim 7, wherein the liquid or gas comprises water or steam, respectively.   9. The apparatus of claim 8, wherein the jetted liquid or gas comprises at least one of water, steam, ammonia, freon or ethanol.   The apparatus of claim 1, further comprising an outer exhaust shell disposed on an outer surface of the second cylinder housing, wherein the outer exhaust shell is configured to maintain the second cylinder at an elevated temperature. The outer exhaust shell is
A thermal isolation layer;
A covered exhaust pipe, the covered exhaust pipe being covered around the outer surface of the second cylinder housing and utilizing the heat provided by the exhaust gas emitted by the second piston. 11. The apparatus of claim 10, further comprising a plurality of exhaust heating passages for further heating the second cylinder. A boiler layer covering the outer periphery of the second cylinder housing below the covered exhaust pipe;
12. The apparatus of claim 11, further comprising an inlet coupled to the boiler layer for allowing fluid to enter the boiler layer, wherein the fluid is converted to a gas by the high temperature.   The apparatus of claim 1, further comprising a boiler layer coupled to the housing of the second cylinder for converting fluid to gas due to the high temperature of the second cylinder housing. Perform only intake and compression strokes,
A disk-shaped inner compression piston that forms the inner chamber of the first cylinder;
A ring-shaped outer compression piston coupled to and surrounding a disk-shaped inner compression piston and forming an outer inner chamber of the first cylinder;
A first cylinder containing therein a first piston including:
A dual piston device for use in a combustion engine, including a second cylinder that houses a second piston that performs only power and exhaust strokes. The second piston
A disc-shaped inner combustion piston forming an inner inner chamber of a second cylinder;
15. An apparatus according to claim 14, including a ring-shaped outer power piston coupled to and surrounding a disk-shaped inner compression piston and forming an outer inner chamber of the second cylinder. An intake valve coupled to the first cylinder to allow the fuel mixture to enter the first cylinder;
A combustion exhaust valve coupled to the inner internal chamber of the second cylinder for allowing exhaust gas to exit the second cylinder;
16. The apparatus of claim 15, further comprising an interstage valve coupling the inner internal chamber of the first cylinder to the inner internal chamber of the second cylinder. An intake valve coupled to the first cylinder to allow the fuel mixture to enter the first cylinder;
A connection valve that couples the outer internal chamber of the first cylinder to the outer internal chamber of the second cylinder and transfers a quantity including at least one of gas or liquid to the outer internal chamber of the second cylinder ,
16. The apparatus of claim 15, further comprising an outlet valve coupled to the outer internal chamber of the second cylinder to allow a volume of gas to exit the outer internal chamber of the second cylinder.   16. The apparatus of claim 15, wherein the volume of the outer internal chamber of the first cylinder is different from the volume of the inner internal chamber of the first cylinder.   15. The apparatus of claim 14, further comprising a boiler layer coupled to the second cylinder housing for converting fluid to gas due to the high temperature of the second cylinder housing. A first cylinder containing a disk-shaped inner compression piston and a ring-shaped outer compression piston, the inner and outer compression pistons performing only intake and compression strokes, wherein the inner compression piston is the first cylinder A first cylinder forming an inner inner chamber, wherein the outer compression piston forms an outer inner chamber of the first cylinder;
A second cylinder containing a disk-shaped inner combustion piston and a ring-shaped outer power piston, wherein the inner combustion piston and outer power piston perform only power and exhaust strokes, and the inner combustion piston is second A dual piston arrangement for use in a combustion engine comprising a second cylinder forming a first internal chamber of a cylinder and wherein said outer power piston forms a second internal chamber of a second cylinder . A first primary crankshaft coupled to the inner compression piston;
A second primary crankshaft coupled to the inner combustion piston;
21. The apparatus of claim 20, further comprising a primary crankshaft connection mechanism coupled to the first and second primary crankshafts and configured to convert motion between the first and second primary crankshafts. . A first secondary crankshaft coupled to the outer compression piston;
A second secondary crankshaft coupled to the outer power piston;
And a secondary crankshaft connection mechanism coupled to the first and second secondary crankshafts and configured to convert motion between the first and second secondary crankshafts. The device described.   23. The apparatus of claim 22, wherein the second secondary crankshaft moves at a different speed than the second primary crankshaft.   23. The apparatus of claim 22, wherein the first and second secondary crankshafts are configured to provide a phase difference between the outer compression piston and the outer power piston.   The apparatus of claim 21, wherein the first and second primary crankshafts are configured to provide a phase difference between the inner compression piston and the inner combustion piston.   21. The apparatus of claim 20, further comprising a boiler layer coupled to the second cylinder housing for converting fluid to gas due to the high temperature of the second cylinder housing.

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