Reciprocating / Rotating Ceramic Coated Engine

Abstract

An engine comprising a piston that both rotates and reciprocates within its cylinder, the piston has dual combustion faces on either end of the piston with trochoidal chambers in each face, also extending from each piston face are shafts which rotate and reciprocate with the piston, wherein each shaft also comprises exhaust vents that connect the combustion chambers to an exhaust chamber within the piston, the exhaust chamber also having vents that connect to exhaust ports in the cylinder wall. The engine may be fuelled by pure oxygen and a combustible fuel and may incorporate an oxygen concentrator. The engine cylinder bore has a self-sealing ceramic coating which eliminates the need for piston rings. The engine is intended to drive a small power generator to charge an electric vehicle and will eliminate the need to independently charge electrical vehicles.

Description

Reciprocating / Rotating Ceramic Coated Engine Field of the Invention This invention relates to a reciprocating I rotating engine, and more particularly and exclusively to a very low friction rotating / reciprocating engine driving a small DC generator output for the purposes of permanently charging the battery in an electric car. Background of the Invention Engines are well known and generally comprise of two main types. Piston engines and rotary engines. A rotary engine is a special type of reciprocating engine in which the rotor forms the combustion chamber as it follows a trochoidal path. The cross section of the rotor is a triangle with convex sides, it moves in a housing whose chamber is an oval curve whose cross section is slightly reduced in the centre, the three corners of the rotor follow the wall of the housing as the rotor rotates, thus generating three cells 120 degrees apart and sealed from one another. These cells periodically become smaller and then larger as the rotor rotates. During each rotation of the rotor, an ignition combustion process occurs in each of the cells, i.e. after one full rotation of the triangular rotor, the engine has completed the process three times. A well-known rotary engine is the Wankel rotary engine, a type of internal combustion engine using an eccentric rotary design to convert pressure into rotating motion. Compared to the reciprocating piston engine, the Wankel engine has more uniform torque: less vibration; and, for a given power, is more compact and weighs less. The rotor, which creates the turning motion, is similar in shape to a Reuleaux triangle, except the sides have less curvature. Wankel engines deliver three power pulses per revolution of the rotor using the Otto cycle. However, the output shaft uses toothed gearing to turn three times faster giving one power pulse per revolution. In one revolution, the rotor experiences power pulses and exhausts gas simultaneously, while the four stages of the Otto cycle occur at separate times. The four-stage Otto cycle of intake, compression, \ ignition, and exhaust occurs each revolution of the rotor at each of the three rotor faces moving inside the oval-like epitrochoidal housing, enabling the three power pulses per rotor revolution. Although the Wankel rotary engine is greatly simplified in structure, has a reduced z probability of failure and has a high horsepower volume ratio compared to other rotary engines, it is commonly known to be insufficient due to deterioration of its complex structure, resulting in its performance indexes such as power, fuel and pollution 5 efficiency to be greatly reduced. In order to reduce CO2 emissions, businesses and governments worldwide have been setting and achieving sustainability goals of all kinds. Many of which are aimed at vehicle pollution. Over the past few years vehicle manufacturers around the world who typically 10 use combustion engines for their vehicles have been gradually introducing electric motors which utilise electric-vehicle batteries (EVB) as a power source, which must be periodically recharged either at home or using street recharging points. Charging time at home is limited by the capacity of the household electrical outlet, unless 15 specialised electrical wiring work is done. In the US, Canada, Japan, and other countries with 110 volt electricity, a normal household outlet delivers 1.5 kilowatts. In European countries with 230 volt electricity between 7 and 14 kilowatts can be delivered (single phase and three-phase 230 V / 400 V (400 V between phases), respectively). In Europe, a 400 V (three-phase 230 V) grid connection is increasingly, popular since newer houses 20 don’t have natural gas connection due to the European Union's safety regulations. Charging time using a street recharging point is typically faster and depends on the battery's capacity, power density, and charging power. The larger the capacity, the more charge the battery can hold. Higher power density allows the battery to accept more 25 charge / unit time. Higher charging power supplies more energy per unit time. However an important downside of charging at fast speeds is that it imposes greater stress on the mains electricity grid. Whilst the demand for electric vehicles is on the increase and battery performance 30 efficiency being improved, charging electric vehicles is not without its problems. At least 40% of UK residents live in properties where installing a private charger isn't an option, such as flats or terraced houses. For them, EV ownership is impossible unless they can charge at work or they have a public charger nearby. There are currently more than 30 charging networks across the UK and unlike petrol stations, in the vast majority of cases you cannot just park up and charge. A long journey in an electric car currently requires an element of planning, followed up with a downloading of apps and setting up of accounts, either in advance or when you reach the charger. Whilst charging times are improving, the time it takes to charge an electric vehicle is significantly greater compared to filing a vehicle with motor fuel, which is particularly problematic when utilising a public charge already in use. As a result, it is claimed that at least 50% of electric vehicle drivers suffer from what is called ‘range anxiety. A psychological condition caused from the fear of running out of power before the destination is reached. The current trend towards electrical vehicles is flawed for the following reasons : a) Recharge time is not practical. b) As electric vehicle use is increased, it could become impossible for the national grid to supply enough energy to recharge the huge number of electrical vehicles in use. It is therefore the intention of the present invention to provide a reciprocating / rotating engine, that addresses commonly known issues with existing rotating engines such as high noise, high emission, low fuel efficiency, complicated design and high cost, and to provide a low power, low rev engine to drive a charging device for electric vehicles by reducing dramatically the charge period required for these vehicles, perhaps even eliminating it completely. Summary of the Invention According to the invention, there is provided a reciprocating / rotating ceramic coated engine comprising of a first member a fixed body, comprises of two cylindrical members, wherein each cylindrical member having an outer and inner side, wherein extending horizontally inwardly from the outer side, there is a centrally cylindrical hollow protrusion, and wherein extending horizontally inwardly from the inner side there is a cylindrical internal cavity substantially greater in diameter compared to the diameter of central cylindrical protrusion. Extending outwardly from the internal cavity to the perimeter surface of the cylindrical member, there is provided at least four equally spaced apart channels recessed into the inner side the cylindrical member, sufficiently deep that when both cylindrical members are substantially engaged together to form the first member a fixed body, the channels are of adequate size to provide a means for gases to be freely discharged from the internal cavity whilst in use. One engine shaft drives an air compressor which feeds air into an oxygen concentrator. Mounted on the planar surface of the outer side of the cylindrical member there is at least three angled fuel injectors, at least one glow plug housing and glow plug, and at least one 02 induction port. Preferably, the 02 induction line connects to both induction ports, one each side, mounted on the planar surface of the outer side of the cylindrical member, which extends and connects with an oxygen concentrator. Preferably, the 02 induction line comprises of one or more non- return valves. Extending horizontally from distal ends of the cylindrical member, there is provided a series of holes for the purposes of housing a series of threaded bolts or similar fixings for the purposes of securely connecting the inner sides of both cylindrical members together to form the first member, fixed body. To provide an effective embodiment for the reciprocating / rotating ceramic coated engine, the first member is made from high temp stainless steel and wherein its rotational faces are coated with a fine, plasma ceramic coating, such as Titanium Dioxide. A second member, a rotating and reciprocating piston comprising of a central cylindrical housing, having two outer planar surfaces, substantially described herein as side C and side D, wherein extending outwardly from the outer planar surfaces on a central axis, there are two outwardly extending members herein now known as the piston shaft, having a substantially lesser diameter compared to the central cylindrical housing. The cylindrical housing comprises of a central cylindrical cavity, comprising of two centrally and outwardly extending channels, which I ends extend 90 degrees, which as will be seen in the accompanying drawings, to form four equally spaced apart uninterrupted port holes, at 90 degrees to each other situated about the circumference of the shaft, that lead to cylindrical cavity of the housing. At the distal opposing ends of the piston shaft, there is provided a cylindrical cog arrangement comprising of a series of outwardly extending teeth spurs, adapted to engage with the corresponding tee spurs of a DC output generator at one end and a compressor at the opposing end, wherein both generator and compressor is driven by the rotating and or reciprocating motion of the shaft. Rotationally mounted on the central axis on sides C and D of the central cylindrical housing there is at least three equally spaced apart recessed apertures substantially described herein combustion pockets being of trochoidal in shape. Preferably, the combustion chamber face is at 90 degrees to rotation force, which is powered by a small injection of fuel. The reciprocal motion draws in fuel and opens and closes the ports. On the suction stroke 02 is drawn in from a Zeolite 02 concentrator. Consequently, this results in the engine requiring a very small amount of fuel and oxygen. This supports combustion at a rate of five times that of air and will result in a very clean exhaust emission, high power and extremely low fuel consumption. Extending outwardly from the internal chamber to the perimeter surface of the central cylindrical housing there is provided at least four equally space apart uninterrupted angled exhaust port holes situated about the circumference of cylindrical housing. The inner diameter surface has a plasma coating of nickel, chrome and carbon. This will result in a self-sealing cylinder bore coating. The piston assembly is made from thin wall, high temperature stainless steel. Please observe TACT Alternative Combustion, simple explanation of operation. Inter alias and for example, first member fixed body, comprises of at least four equally spaced apart channels recessed into the inner side of the cylindrical member, sufficiently deep that when both cylindrical members are substantially engaged together to form the first member a fixed body, the channels are of adequate size to provide a means of gases to be freely discharged from the internal cavity whilst in use. To provide an adequate means for gases to be discharged, there is provided an exhaust line comprising of a series of components that securely cooperates with the first member providing a channel and a means for gases to be discharged to a compressor, which compresses the gas and discharges it via an exhaust outlet pipe attached to the compressor. The exhaust gas also assists to drive the compressor, but is sealed to prevent contamination of the air going to the oxygen concentrator. Furtherly, as seen in figure 1, the compressor is additionally connected to a compressed air line which is correspondingly connected to an outlet valve (not shown) on an oxygen 5 concentrator comprising of one or more nitrogen filters. Wherein, the oxygen concentrator furtherly comprising of an outlet valve (not shown), which is correspondingly connected to an oxygen line connected to the air induction ports of the fixed body of the first member. To further understand the operation of this invention please see Simple explanation of 10 operation, attached, along with all associated drawings. TACT Alternative Combustion Engine Simple Explanation of Operation The engine is designed to give a steady rotation to drive a generator, ideally to charge an EV. See drawing: General Assembly Drawing TACT / CB002 drawing 3 of 3 The principle of operation is based upon a revolutionary power source, this comprises only one moving part within the main design. We believe that one of the unique parts of the design is feeding the engine with a very small amount of fuel which when combined with oxygen will create a powerful combustion. The piston rotates and reciprocates, driving a shaft from each side of a double sided piston. The piston combustion chambers are trochoidal in shape, they are machined into the piston faces making the broadest part of the trochoid much deeper than the opposite side, this forces rotation of the piston. The piston face has three equi spaced chambers on each side of the piston, and angled fuel injectors feed fuel into the chamber along with a high percentage of Oxygen. The Oxygen is supplied by a shaft driven air compressor. This could be a diaphragm operated pump if sufficient pressure is achieved. The air is the fed into an Oxygen concentrator which can supply up to 96% pure Oxygen. See drawing: TACT / CB003 drawing 3 of 3. There are two shafts connected to the piston. Their purpose is as follows. 1. To drive the generator and a starter fly wheel, which incorporates cooler fins around the periphery. These are mounted on splines which are machined into the drive shaft. See drawings TACT / CB006. This applies to points 2,3 and 4 below. 2. The other shaft end is to drive an air compressor to feed an Oxygen separator to supply Oxygen to the engine, this is also a splined shaft. Oxygen supports combustion at about 5 times that of air so only one fifth of the fuel is required to support a satisfactory combustion. The output of the generator can be increased with higher rpm from the engine. We estimate at 1000 rpm the device will return a very high period of operation. 3. The piston is constructed in two parts, each side incorporates exhaust ports, the shafts are tig welded together and finally machined to a high tolerance finish. The protruding shafts are plasma ceramic coated to give a diamond hard finish. These are then precision ground to give high accuracy. See drawings TACT / CB004 sheets 1 and 2. 4. The second part of the engine is the stationary main body. This is a precisioned machined component made in two halves which have three or more exhaust vents along the centre line. One side has a precisioned bore to a specific depth. The other a high tolerance "boss" which is inserted into the other half. The two halves are secured by six suitable high tensile bolts. The internal bore where the piston rotates and reciprocates is coated with a plasma self sealing coating. This coating comprises a composition of Carbon, Nickel and Graphite. When the engine is assembled and at running temperature, the piston which may need a TACT Alternative Combustion Engine explanation 25.2.24.docx fine scroll very small groove, which will cut into the self sealing coating creating a perfect seal at engine speed and working temperature. This will eliminate the need for piston rings. Drawing number TACT / CB003 1 of 3. 5. The Oxygen concentrator has air injected from the shaft driven compressor and travels through a zeolite ceramic which inhibits the flow of Nitrogen therefore allowing a flow of high purity Oxygen at 96% to be fed to the engine. When the Zeolite become Nitrogen saturated the airflow is fed to one or more identical cylinders whilst the Nitrogen is purged from the previous cylinder. Note, that the angled ports in the piston will line up with exhaust ports on the main body thus emitting a very clean exhaust. Drawing TACT / CB002 6. The rotating timing disc creates a means to provide ignition. The combustion is timed at TDC and immediately returns the piston which then ignites the opposite side of the piston creating a continuous reciprocating and rotating drive. Drawing TACT / CB002 7. Drawing TACT / 003 exhibits the typical engine assembly. 8. Drawing TACT / CB005 shows a typical proposed installation in an electric vehicle. 9. Drawing TACT / CB001 shows a working mock-up of the engine (that runs on compressed air) manufactured from PVC, this operates perfectly but of course is driven by air, not fuel. It is intended that the TACT engine is fuelled by a suitable fuel. This will provide a means of powerful combustion. The device will require, in addition to the Oxygen concentrator, a small fuel tank for whichever suitable fuel medium is used. Drawing TACT / CB006 We believe this device can offer incredible opportunity to the Electric Car industry if it performs as anticipated. Of Course its application is not restricted to EV's but could be applied to any generated. Drawings Index 17 1025 Drawing 1 / 7 Figure 1 Engine Assembly Figure 2 Detail of Timing Disc Drawing 2 / 7 Figure 3 General overview of Engine Drawing 3 / 7 Figure 4 Side View of Engine Figure 5 Engine section Figure 6 Section showing exhaust path Figure 7 Engine section showing self-sealing coating Figure 8 Engine section piston Drawing 4 / 7 Figure 9 Inlet view of engine Figure 10 Diagrammatic side view of engine Figure 11 Cooling Vents Figure 12 Plan view of engine in vehicle Drawing 5 / 7 Figure 13 non return valves in oxygen injection line Figure 14 3 dimensional View of TACT engine Drgwing 6 / 7 Figure 15 Dimensions Drgwing 7 / 7 Figure 16 3 dimensional view of TACT engine 17 1025 Drawings Reference List Drawing 1 / 7 Figure 1 Engine Assembly 1. Main Engine Assembly 2. Six angled fuel injectors (3 each side) 3. Exhaust 4. Compressor 5. Engine Exhaust 6. Compressed airline 7. Nitrogen filter 8. Oxygen line to engine 9. Generator 10. Fly Wheel with cooling wings 11. Ignition spark plug (one each side) 12. 02 sensor 13. Starter motor 14. Timing disc 15. Valve change over when 02 reduced in inlet pipe Figure 2 Detail of Timing Disc Drawing 2 / 7 Figures General overview of Engine 1. Battery 2. Alternator 3. Open vent 4. Flywheel with cooling fan blades 5. Starter motor 6. Mount 7. Engine 8. Compressor 9. Exhaust from Compressor 10. 02 Concentrator 11. Vent 12. Fuel Tank Drawing 3 / 7 Figure 4 Side View of Engine 1. Glow Plug 2. 3 x Fuel injectors Figure 5 Engine section 3. Combustion 4. Induction 5. Exhaust ports Figure 6 Section showing exhaust path Figure 7 Engine section showing self-sealing coating 6. Self-sealing ceramic coating 7. Piston movement Figure 8 Engine section piston 8. Trochoid combustion chambers 9. Direction of rotation of piston 17 1025 Drawing 4 / 7 Figure 9 Inlet view of engine 1. Cooling Fan blades Figure 10 Diagrammatic side view of engine 2. Generator 3. Fuel Tank Figure 11 Cooling Vents Figure 12 Plan view of engine in vehicle 4. primary battery 5. Tact power generator Drawing 5 / 7 Figure 13 non return valves in oxygen injection line Figure 14 3 dimensional View of TACT engine Drawing 6 / 7 Figure 15 Dimensions Drawing 7 / 7 Figure 16 3 dimensional view of TACT engine LO CXI

Claims

1. An engine compromising a piston that both rotates and reciprocates within a cylinder, the piston having dual combustion faces sited on either end of the piston with trochoidal chambers in each face, and shafts extending from each piston face which rotate and reciprocate with the piston, wherein each shaft includes exhaust vents that connect the combustion chambers to an exhaust chamber within the piston, the exhaust chamber having vents that connect to exhaust ports in the cylinder wall.

2. The engine as claimed in claim 1, further comprising a protruding shaft at one end, which drives an alternator.

3. The engine as claimed in any preceding claim, further comprising a protruding shaftat one end, which drives an air compressor which feeds air into an oxygen concentrator,wherein the oxygen is used in the combustion process of the engine.

4. The engine as claimed in any preceding claim, further comprising angled injectors to direct fuel into each trochoidal chamber.

Images