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WO2008115330A1 - Moteur à combustion interne perfectionné - Google Patents

Moteur à combustion interne perfectionné Download PDF

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Publication number
WO2008115330A1
WO2008115330A1 PCT/US2008/002009 US2008002009W WO2008115330A1 WO 2008115330 A1 WO2008115330 A1 WO 2008115330A1 US 2008002009 W US2008002009 W US 2008002009W WO 2008115330 A1 WO2008115330 A1 WO 2008115330A1
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WO
WIPO (PCT)
Prior art keywords
chamber
water
power cycle
combustion
engine
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.)
Ceased
Application number
PCT/US2008/002009
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English (en)
Inventor
Randall A. Maro
Robert A. Matousek
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Maro Performance Group LLC
Original Assignee
Maro Performance Group LLC
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Maro Performance Group LLC filed Critical Maro Performance Group LLC
Publication of WO2008115330A1 publication Critical patent/WO2008115330A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • F02B43/00—Engines characterised by operating on gaseous fuels; Plants including such engines
    • F02B43/10—Engines or plants characterised by use of other specific gases, e.g. acetylene, oxyhydrogen
    • 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
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/022—Adding fuel and water emulsion, water or steam
    • F02M25/0221—Details of the water supply system, e.g. pumps or arrangement of valves
    • F02M25/0222—Water recovery or storage
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/022—Adding fuel and water emulsion, water or steam
    • F02M25/0227—Control aspects; Arrangement of sensors; Diagnostics; Actuators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/022—Adding fuel and water emulsion, water or steam
    • F02M25/025—Adding water
    • F02M25/03—Adding water into the cylinder or the pre-combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/10—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding acetylene, non-waterborne hydrogen, non-airborne oxygen, or ozone
    • F02M25/12—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding acetylene, non-waterborne hydrogen, non-airborne oxygen, or ozone the apparatus having means for generating such gases
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/35—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with means for cleaning or treating the recirculated gases, e.g. catalysts, condensate traps, particle filters or heaters
    • 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
    • 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
    • Y02T10/30—Use of alternative fuels, e.g. biofuels

Definitions

  • the present invention generally relates to internal combustion engines and more particularly to an internal combustion engine (both two-stroke and 4- stroke engines) that uses directly injected molecular oxygen, viz., O 2 , with concomitant suppression of by-product N 2 , NO x gases (herein often referred to as
  • the overall efficiency of an internal combustion engine depends in part on the amount of fuel that can be burned in any given cycle.
  • environmental concerns have had an increasing effect on such engines.
  • the air/fuel mixture fed into the engine typically is adjusted to prevent complete combustion so that the catalytic converter will be able to reduce emitted nitrogen oxides to the level required by governmental standards.
  • an adjustment prevents complete combustion, increased amounts of unburned hydrocarbons and carbon monoxide result.
  • WO 2005083243 proposes an on-board oxygen generator employing a pressure swing adsorption or other process to generate oxygen for feeding to the intake manifold of an internal combustion engine.
  • U.S. Patent No. 5,678,526 proposes to monitor an internal combustion engine to control emissions by adding enriched air generated by a membrane to the air intake manifold.
  • U.S. Patent No. 5,636,619 proposes to enrich air via a membrane and feed such enriched air to an internal combustion engine during cold start up periods to reduce emissions.
  • U.S. Patent No. 5,400,746 proposes to add oxygen enriched air, atomized fuel, and atomized water into the combustion chamber of an internal combustion engine to increase its burning efficiency.
  • U.S. Patent No. 4,883,023 proposes to add oxygen enriched air and moisture to the intake of a turbocharger, which supplies pressurized air to an internal combustion engine.
  • U.S. Patent No. 4,558,665 proposes to directly inject water into each cylinder of a turbocharged internal combustion engine.
  • U.S. Patent No. 3,961 ,609 proposes to store an compound, which releases oxygen upon heating, on board a vehicle for passing such oxygen into an internal combustion engine for decreasing hydrocarbon and oxide emissions.
  • U.S. Patent No. 3,845,745 proposes a water injection system for an internal combustion engine.
  • U.S. Patent No. 3,800,761 proposes to mix oxygen and an inert gas other than nitrogen for passing into an internal combustion engine.
  • U.S. Patent No. 3,792,690 proposes to burn oxygen, water vapor, and carbon dioxide in an internal combustion engine.
  • U.S. Patent No. 3,709,203 proposes to use the exhaust heat from an internal combustion engine to heat an alkali metal perchlorate salt to generate oxygen for combustion in the engine.
  • U.S. Patent No. 3,672,341 proposes a combustion cycle for an internal combustion engine that utilizes oxygen, fuel, and water vapor with an injection schedule.
  • U.S. Patent No. 2,879,753 proposes a water injection system for an internal combustion engine.
  • U.S. Patent No. 2,775,961 proposes to generate oxygen from an oxygen- generating compound for injection into an internal combustion engine.
  • U.S. Patent No. 1 ,108,608 proposes to decomposes hydrogen peroxide into oxygen and water for combusting in an engine.
  • An internal combustion engine power cycle wherein a combustion chamber is fitted with an inlet valve, an outlet valve, and movable piston coupled to perform work, includes a generator to form a stream of greater than about 95% molecular oxygen from atmospheric air and a nitrogen waste gas stream; a source of fuel; and a source of liquid water.
  • the power cycle includes admission of the molecular oxygen into the chamber, injection of the fuel into the chamber with combustion, and injection of atomized water into the chamber for generation of steam.
  • a power cycle method includes the steps of generating a stream of greater than about 95% molecular oxygen from atmospheric air and a nitrogen waste gas stream.
  • Molecular oxygen is fed into a combustion chamber fitted with an inlet valve, an outlet valve, and movable piston coupled to perform work.
  • a combustible fuel is injected into the chamber with combustion ensuing in the chamber.
  • Atomized water is injected into the chamber for generating steam to further drive the power cycle.
  • Figs. 2-6 show the cylinder assembly of Fig. 1 for a four-stroke and for a two-cycle engine
  • Figs. 7A and 7B are a power stroke event flow diagram drawn along side Figs. 2-6 for showing each step of a single stroke of the illustrated two-cycle cylinder;
  • Figs. 8-12 show the cylinder assembly of Fig. 1 for full stroke for a fourcycle engine
  • Figs. 13A and 13B are a power stroke event flow diagram drawn along side Figs. 8-12 for showing each step of a single stroke of the illustrated fourcycle cylinder. The drawings will be described in further detail below.
  • a founding hypothesis of this disclosure is the idea that the performance characteristics of an internal combustion engine relative to power output, fuel efficiency, and exhaust emissions can be significantly altered (enhanced) by removing a significant portion of the nitrogen gas from the intake air delivered to the combustion chamber.
  • the first component of the system is a unit that can admit atmospheric air and divide its output into a stream of (ostensible pure or ⁇ 95% purity) oxygen (molecular oxygen or O 2 ) and another separate stream of gases (mostly Nitrogen, N 2 ) other than oxygen.
  • the purpose of this step is to provide to an engine an inlet air stream that is ostensibly pure oxygen, or to a lesser extent highly oxygen enriched compared to atmospheric air typical to engine intake.
  • the idea is to remove, within practical limits, all of the nitrogen content from the inlet air stream into the engine, recognizing that complete N 2 removal probably is not cost effective, nor completely necessary and recognizing the limits of current equipment available to accomplish this task and the continued development of better equipment in the future.
  • the type of oxygen generator used is not critical to the way the technology works, but will be important to real life applications of the technology. There are many types of oxygen generators/concentrators available today, and there will be new technologies available in the future. Power consumption will affect the overall system efficiency and, therefore, needs to be considered. The system also needs to be able to supply the gases as described in the "Gases Entering the Engine” section. If these two parameters are met, the device will be adequate to support the technology. Other parameters such as packaging will need to be considered to meet the needs of the end user.
  • the exhaust gases given off by the oxygen generator will vary depending on the type of system used, but generally, they will have a higher concentration of nitrogen than the atmosphere, because most or all of the oxygen has been stripped away. Certain systems will remove only the N 2 and send the rest of the gases to the engine, and yet others will remove all the oxygen, send it to the engine, and exhaust everything else in the atmosphere. These gases will be relatively cool (less than about 200"F) and at least about 4 times the volume of oxygen entering the engine. Because these gases are flowing and need to be moved, they might pass through the exhaust condenser (see description of Fig. 1 , below) to assist in cooling, but this is not required.
  • the gases that enter the engine will vary depending on the type of system used to concentrate the oxygen. Some systems will allow only oxygen to enter the engine, others will remove the majority of the nitrogen, but let everything else enter. It appears that the higher the concentration of oxygen, the better the process works. In a real life application, there may be limits to how much or what percentage of the mixture will be oxygen and the system will have to be adjusted.
  • Oxygen is the only component from the atmosphere that is needed for combustion to take place. This will allow for a pure, clean rapid and complete combustion of any fuels present. The presence of nitrogen allows for NO x to be formed, which is undesirable. Given that there should be an excess amount of oxygen supplied to the engine so that complete and rapid burn can be assured. Research has presented two realities that must be dealt with: (1) in the presence of highly oxygen enriched air, fuels are very volatile (explosive), and (2) mixing of the fuel and oxygen outside of the combustion chamber is not a safe proposition.
  • the present technology will allow for a much broader range of fuels to be used for combustion.
  • the ignition temperature of a given fuel (or all fuels in general) will be significantly lower in the presence of higher oxygen concentrations. This provides much easier ignition and much faster and more thorough combustion.
  • This process will make a fuel, such as diesel for example, a preferred fuel over gasoline or propane, even in environmentally sensitive applications. Since these heavier fuels are inherently less expensive to the refining process than the higher volatility fuels, the net will be a reduction in fuel cost.
  • These fuels also are higher in energy content per unit volume, so efficiency gains are assured if measured on unit work per unit volume basis.
  • the oxygen rich environment of this engine system causes a mixture of fuel and oxygen to be extremely unstable and volatile and, therefore, fuel will need to be directly injected into the cylinder at or just before the time that ignition is to take place. This will eliminate the chance of the mixture igniting before it is intended to, such as in the intake manifold of the engine if fuel is presented upstream from the combustion chamber itself.
  • This problem was the reason that research abandoned a spark ignition, gasoline powered engine that mixed air and fuel outside the cylinder in favor of a direct injected diesel engine for testing. This not to say that highly volatile fuels could not be used if a means of direct injection into the combustion chamber were available. But one might question why one would choose such fuels if heavier fuels can be made more volatile when in the oxygen rich environment.
  • Water will be used in this engine system as an expansion material. It will be used to convert heat energy to pressure energy by expanding it rapidly from liquid to vapor. Heat energy normally is lost through the cooling system, exhaust gases, and the engine structure itself. By putting water into the cylinder, and letting the water absorb the heat created by combustion, and convert to steam, the water's volume will expand greatly. Because the cylinder volume is restricted, steam will create pressure that the engine will convert into rotational energy. The amount of water needed will be determined by the amount of heat created by the combustion. The more heat energy converted to pressure, the better, which means that the amount of water should continue to increase until there is not enough heat left to change the water from a liquid to steam. Thus, this engine can be quite powerful at quite low compression ratios.
  • the engine system will need to contain a method of controlling the freezing of the liquid water to eliminate the risk of damage to the components if they should freeze with water in them.
  • One method would be purging the system at shutdown of water in any critical areas. This could mean that the entire engine system would be drained of water used in the injection system. As soon as the engine starts running, it will again start to produce water for use. (See section on the Exhaust Condenser for more details.)
  • Ignition timing could be set at current typical prior to top dead center or after top dead center or any time in between.
  • the amount of energy needing to be dissipated through the engines cooling system will be noticeably less than current engines. The reason is that this technology will convert more of the heat energy into usable output energy, and secondarily because with the lower combustion temperatures expected, the temperature of the engine parts will not be likely to rise as high as current engine must. Reducing the size of the cooling system will reduce the cost of the engine system, and have the secondary efficiency advantage of consuming less energy to power the fans that typically cause airflow through heat exchangers. As discussed earlier, if the operating premise is to heat water to steam, then the exiting of steam from the engine will be carrying a good deal of heat with it, thus tending to cool the engine also. Lastly, if the process is more efficient, a given amount of power should come from a relatively smaller engine — a smaller engine should mean less cooling requirement.
  • the overall construction of the engine will be similar to today's modern internal combustion engine. There are some changes required and some that are possible. This technology will increase the power density of the engines. This will allow the size of the engine to be decreased and still produce the same amount of power, or alternatively produce more power in the same size engine. This will allow more power in an application where size or weight of the engine is a limiting factor, such as, for example, boats or aircraft. The increased power density will help to cut cost and weight from the vehicle.
  • Cylinder walls, piston, and rings may need to be made of (or plated with) stainless steel, chrome, or ceramic type materials to prevent damage that could decrease the life of the engine.
  • the performance net of all this should be an engine that manifests many of the following performance characteristics when compared to current IC engines.
  • Exhaust Condenser will be used to cool exhaust gas from the engine and, thus, to condense water vapor back to a liquid state so it can be used again by the engine as an expansion material.
  • This device (similar to current air-to-air inner coolers) will require a cooling airflow, and may represent a large part of the cooling needed for the engine. Cooled gas exits the unit for re-combustion (as required), as does liquid water for re-injection into the process, and liquid water to be wasted as discussed earlier.
  • This condenser now can be seen as a renewable source of water used in combustion, so that the water need not be stored or supplied externally. It also is not unreasonable to notice that we have a water manufacturing plant here that could under some circumstances be used as a fresh water source.
  • Cooled Exhaust from Exhaust Condenser In the process of condensing water out of the exhaust, the other exhaust gases will be cooled as well. The majority of the gases will consist of water vapor and CO 2 . If needed to aid in the combustion or expansion processes, these gases could be returned to the intake of the engine as a source of nitrogen free gas. The mixture could include some amounts of particulate and other gases from impurities in the fuel. This gas may also have elevated static pressure, which suggests that it might somehow be used to "supercharge" the inlet process.
  • This water will be quite pure, because it is distilled. It may contain some particulate matter that will be circulated back to the engine or it could be filtered to remove particulates, if necessary, and then returned to the engine, or to alternative uses as discussed earlier. We would offer that the water should be kept at a temperature rather near the boiling point to reduce cooling requirements and to reduce energy needed to expand it to the vapor state. Since water as a liquid is incompressible, nothing is to be gained by cooling it below its return to liquid, unless there are engine cooling ramifications.
  • the amount of water to be condensed will be regulated by the % of total exhaust that is allowed to pass through the condenser, and of course by the amount of cooling flow provided to the condenser.
  • Excess Water from Condenser There will be or can be excess water condensed from the exhaust gas condenser. This water will be quite pure because it is distilled. It may contain some particulate matter that will be circulated back to the engine or it could be filtered. A control system could be implemented that would only allow the amount of water needed to put back into the engine to be produced. This will work fine if that amount of processed exhaust gas produces enough cooled exhaust for the engine. It has not been determined if the engine needs any cooled exhaust gas. If no control system is implemented or if the engine needs more cooled exhaust and excess water condensate is produced, then the excess will have to be disposed of properly. It could be allowed to drip onto the road surface, used for cooling or other functions. It may contain small amount of carbon particulates, which could be filtered out for proper disposal if required.
  • the heat rejected from the condenser will be the amount of cooling needed to condense water from the exhaust gas or to provide enough cooled exhaust gas if required. We anticipate that this will be a forced air heat exchange, with the excess heat being exhausted to atmosphere. It could well be a (the) source of supplemental heating of the passenger cabin, given that exhaust gasses are much safer from this engine compared to gasses from current engines.
  • the intake gases are mostly oxygen, they can be at a smaller volume than the volume of cylinder creating a vacuum, and still create a faster and more thorough combustion than just charging the cylinder. There is an added benefit in that the engine does not have to move and compress all of that air, which takes energy and makes heat.
  • the work being performed by the engine is no different than current technologies allow.
  • Currently the engines and what they drive are designed to have performance characteristics that suit the job being done. This will happen the same way with this new technology, even if the engines performance characteristics are different.
  • the speed and fueling curves will need to be optimized to fit every application as is done today. It may work out that the drive train may need very few changes, or the changes may be considerable.
  • the new technology was not designed to fit any specific type of load or power requirement, it was only intended to lower emissions and increase efficiency.
  • an internal combustion engine, 10, as disclosed herein, is represented in simplistic cross-section of a cylinder or combustion chamber, 2, a piston, 4, valves, 6 and 8, and a connecting rod, 9.
  • a rotating shaft assembly, 11 is shown for converting the energy generated in cylinder 2 to work, 13.
  • Conventional cooling is supplied to cool cylinder 2 from a cooling supply, 15.
  • Fed to the combustion chambers (cylinders) of engine 10, for example, via an injector, 17, are a fuel, 12, water, 14, and oxygen (O 2 ), 16, though not necessarily in the order listed.
  • Oxygen 16 is in situ generated by an oxygen generator, 18, which takes in atmospheric oxygen, 20, and exhausts a nitrogen gas stream, 22, along with a flow of oxygen 16 desirably of at least about 95% purity.
  • Combustion by-products, 26, from cylinder 2 are withdrawn via outlet valve 6 while cylinder 2 optionally also can be fed with recirculating exhaust gas, 24, described later.
  • Exhaust 26 can be exhausted to waste, 28, for venting to the atmosphere, for further processing, for storage, or the like.
  • energy from exhaust 26 can be captured by passing exhaust 26 through a condenser, 30, from which is removed a waste heat, 32, cooled exhaust gas, 34, for forming recirculating exhaust gas 24, and liquid water, 34, for forming into water 36 for admission as water 14 into cylinder 2, as described above.
  • intake valve 8 opens and a pressurized flow of oxygen 16 flows into chamber 2 even as the last of the spent combustion gases are exiting (box 52). A small increment of time later, exhaust valve 6 closes while additional oxygen 16 (see Fig. 1) flows into chamber 2 (box 54). Next, intake valve 8 closes and piston 4 finishes its stoke, compressing the gases in chamber 2 (box 54). Piston 4 now is at top dead center (Fig. 4). Continuing with Fig. 7B, at or slightly after top dead center, fuel 36 is injected with injector 17 (box 58) into chamber 2. Ignition results in chamber 2 and combustion commences (box 60) and piston 4 is driven downwardly (box 62).
  • Piston 4 then starts its downward movement (see Fig. 9).
  • Exhaust valve 6 remains open for a prescribed time while piston 4 is moving downwardly from top dead center in order to draw a volume of exhaust gases back into chamber 2 (box 80) after which exhaust valve 6 closes.
  • intake valve 8 opens to admit oxygen 16 into combustion chamber 2.
  • Intake valve 8 may close prior to bottom dead center to allow piston 4 to draw a small negative pressure in chamber 2 (box 84).
  • Piston 4 reaches bottom dead center (box 86, see Fig. 1 1). At this time, intake valve 8 closes and the compression stroke begins as piston 4 moves upwardly (box 88). ' Piston 4 continues to move upwardly until it reaches top dead center, while compressing the gases in chamber 2 (box 90). At or just after piston 4 is at top dead center is illustrated in Fig. 12 (box 92). Fuel injector 17 injects fuel 12 into chamber 2 (again, see Fig. 12) and combustion is initiated. The resulting pressure forces piston 4 to move downwardly (box 94). Water 14 now is injected as a very fine mist into chamber 2 to begin to absorb the heat of combustion and be converted into steam (box 96). The thus-formed steam expands to add additional force to drive piston 4 downwardly. Fuel and water injection continues (box 98) until piston 4 is at bottom dead center, at which time the 4-cycle power cycle is complete (box 100). The cycle then returns (box 102) to the start (box 72) and is repeated.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Water Supply & Treatment (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Health & Medical Sciences (AREA)
  • Public Health (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

Cycle de puissance de moteur à combustion interne dans lequel une chambre de combustion est munie d'une soupape d'entrée, d'une soupape de sortie et d'un piston mobile relié pour effectuer un travail et qui comporte un générateur pour former un flux contenant plus de 95 % de molécules d'oxygène en provenance de l'air de l'atmosphère et un flux de gaz de rejet d'azote; une source de carburant; et une source d'eau liquide. Le cycle de puissance comprend l'admission de l'oxygène moléculaire dans la chambre; l'injection du carburant dans la chambre et sa combustion; et l'injection d'eau atomisée dans la chambre pour créer de ka vapeur.
PCT/US2008/002009 2007-03-16 2008-02-14 Moteur à combustion interne perfectionné Ceased WO2008115330A1 (fr)

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US72468307 2007-03-16
US11/724,683 2007-03-16

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Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2010085161A1 (fr) * 2009-01-24 2010-07-29 Waldemar Piskorz Procédé de fonctionnement d'un moteur à allumage par compression
FR2946098A1 (fr) * 2009-05-26 2010-12-03 Patrick Wathieu Procede de fonctionnement d'un moteur a explosion et moteur a explosion fonctionnant selon ce procede.
DE102009046370A1 (de) * 2009-11-04 2011-05-05 Ford Global Technologies, LLC, Dearborn Verfahren und Anordnung zur Abgasrückführung bei einem Verbrennungsmotor
WO2014036256A1 (fr) 2012-08-30 2014-03-06 Enhanced Energy Group LLC Système énergétique avec moteur à pistons en cycle
EP3669057A4 (fr) * 2017-08-15 2021-04-07 Enhanced Energy Group LLC Procédé et système améliorés de séquestration de carbone et système d'alimentation négative en carbone
CN116006317A (zh) * 2023-01-05 2023-04-25 王立臣 一种燃料与纯氧燃烧内燃发动机及其使用方法
US12263440B2 (en) 2020-09-10 2025-04-01 Enhanced Energy Group LLC Carbon capture systems

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US5400746A (en) * 1993-06-21 1995-03-28 Odex, Inc. Internal combustion
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WO2010085161A1 (fr) * 2009-01-24 2010-07-29 Waldemar Piskorz Procédé de fonctionnement d'un moteur à allumage par compression
FR2946098A1 (fr) * 2009-05-26 2010-12-03 Patrick Wathieu Procede de fonctionnement d'un moteur a explosion et moteur a explosion fonctionnant selon ce procede.
DE102009046370A1 (de) * 2009-11-04 2011-05-05 Ford Global Technologies, LLC, Dearborn Verfahren und Anordnung zur Abgasrückführung bei einem Verbrennungsmotor
US8104456B2 (en) 2009-11-04 2012-01-31 Ford Global Technologies, Llc Method and arrangement for exhaust-gas recirculation in an internal combustion engine
DE102009046370B4 (de) * 2009-11-04 2017-03-16 Ford Global Technologies, Llc Verfahren und Anordnung zur Abgasrückführung bei einem Verbrennungsmotor
WO2014036256A1 (fr) 2012-08-30 2014-03-06 Enhanced Energy Group LLC Système énergétique avec moteur à pistons en cycle
CN104781531A (zh) * 2012-08-30 2015-07-15 提高能源集团有限责任公司 循环活塞发动机动力系统
EP2890886A4 (fr) * 2012-08-30 2016-05-25 Enhanced Energy Group LLC Système énergétique avec moteur à pistons en cycle
EP3669057A4 (fr) * 2017-08-15 2021-04-07 Enhanced Energy Group LLC Procédé et système améliorés de séquestration de carbone et système d'alimentation négative en carbone
US12263440B2 (en) 2020-09-10 2025-04-01 Enhanced Energy Group LLC Carbon capture systems
US12440797B2 (en) 2020-09-10 2025-10-14 Enhanced Energy Group LLC Carbon capture systems
CN116006317A (zh) * 2023-01-05 2023-04-25 王立臣 一种燃料与纯氧燃烧内燃发动机及其使用方法

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