WO2020021564A1

WO2020021564A1 - Mechanism for amplification of energy

Info

Publication number: WO2020021564A1
Application number: PCT/IN2019/050534
Authority: WO
Inventors: Jiban Jyoti Mistry
Original assignee: Seth, Chandan Kumar
Priority date: 2018-07-23
Filing date: 2019-07-22
Publication date: 2020-01-30

Abstract

The invention provides a mechanism for amplification of energy by means of an internal combustion (IC) engine configurable for compression ignition or spark ignition cycle and most preferably operable with a closed loop self-generated hydrogen fuel mechanism. The engine having a first volume variable chamber and a second volume variable pre-pressurised chamber being fluidly separated therebetween by a movable partition means as well as temporarily communicable therebetween by means of a movement of said partition means due to instantaneous pressure difference between the first and second volume variable chambers.

Description

MECHANISM FOR AMPLIFICATION OF ENERGY

TECHNICAL FIELD OF THE INVENTION

[001] Embodiments of the present invention relate to a mechanism for amplification of energy by means of an internal combustion (IC) engine configurable for compression ignition or spark ignition cycle and, more particularly, operable with a closed loop self generated hydrogen fuel mechanism. The engine comprises a first volume variable chamber and a second volume variable pre-pressurised chamber being fluidly separated therebetween by a movable partition means as well as temporarily communicable therebetween by means of a movement of said partition means due to instantaneous pressure difference between the first and second volume variable chambers.

BACKGROUND OF THE INVENTION

[002] Internal combustion engines generally use in-cylinder volume changing mechanism to execute either two-stroke or four-stroke thermodynamic cycles and thus convert fuel energy to useful work. A change in volume of a cylinder is controlled by displacing a piston within said cylinder between a bottom dead center (BDC) and a top dead center (TDC). The volume displaced by the piston is commonly known as swept volume (V_s) and at the TDC position of the piston a predetermined volume is left in the cylinder which is known as clearance volume (V_c). Compression ratio (R_c) of a cylinder volume is defined by the cylinder volume at BDC to the cylinder volume at TDC and expressed as R_c= (V_s + V_c) / (V_c). The displacement of a piston is also known as stroke length which is equal to twice the length of a crank throw of a crankshaft, to which the piston is connected through a connecting rod.

[003] The above structure of internal combustion (IC) engines has remain unchanged since they were introduced. The existing engines combust a compressed mixture of fuel and air near TDC and release the chemical energy of fuel as heat which elevates the pressure and temperature of the combustion product. This elevated pressure causes an expansion in cylinder volume by pushing down a corresponding piston which being connected by a connecting rod turns a crankshaft to produce work. [004] The rigid operational relation between the functional components of IC engines can produce an output energy which is only a fraction of the input energy. The ratio of output work to input energy is defined as the thermal efficiency of a specific engine. Spark ignition (SI) internal combustion (IC) engines generally have peak thermal efficiency of about 33% and compression ignition (Cl) internal combustion (IC) engines usually have peak thermal efficiency of about 45%.

[005] A prior art disclosure, titled“Split Cycle Phase Variable Reciprocating Piston Spark Ignition Engine” of Mistry (US Patent No. 9458741), wherein a pressure responsive volume changing mechanism is disclosed. The said mechanism enables the said split cycle engine an early induction of fresh charge in the combustion chamber and thus start ignition close to TDC, which otherwise was not possible in the earlier split cycle engines of comparable compression ratio. Mistry claims a greater thermodynamic efficiency than the prior art SI engines. Though the efficiency is not specified but mentioned as “thermodynamic efficiency”.

[006] The engine of Mistry (US Patent No. 9458741) needs two piston-cylinder configuration to carry-out a four-stroke engine cycle. It further includes a phase altering mechanism and two crankshafts. Thus, may be subject of higher introduction cost and complexity.

[007] Another Patent. No. : US 7,588,000 B2, titled“Free Piston Pressure Spike Modulator For Any Internal Combustion Engine” of Crower et al discloses a pressure responsive volume changing mechanism to be provided with cylinder head of an IC engine. Crower teaches a method and apparatus to modulate the peak combustion pressure spike and thus enable an SI engine to operate with diesel like fuel or allow higher turbo charging boost without exceeding ordinary gasoline cylinder pressures during combustion. This allows higher boost of the engine output without further engine reinforcement normally required. Thus, by keeping a lower peak combustion pressure, Crower et al also demonstrate a multi fuel capacity of their technology as well as efficiency to prevent the pollution of the atmosphere by decreasing the formation of oxides of nitrogen (NO_x) in internal combustion engines. [008] However, Crower lacks demonstrating any significant benefit in thermal efficiency with their technology.

[009] Compression ignition (Cl) engines are generally more efficient than SI engines because they can use higher compression ratio, un-throttled induction, fuel lean combustion and approximately constant pressure combustion cycle. However, none of the existing engines can achieve any further thermal efficiency of over 50%. The most efficient IC engine in the world is large marine diesel engines which can achieve up to about 52% thermal efficiency.

[0010] Until now, the energy efficiency of an IC engine has been expressed by the term “thermal efficiency”. Because, work output of an IC engine has entirely been a product of combustion heat which is extracted from fuel energy.

[0011] Conventional IC engine fuels emit carbon dioxide (C0₂) which results in global warming. Even electric vehicles are also pollutant if the source electricity production is C0₂ emitting.

[0012] For SI engine, hydrogen is regarded as the cleanest fuel because it emits only water. In spite of that, use of hydrogen fuel remains very limited because of its high introduction cost, fuel storage problems etc.

[0013] The hitherto known mechanisms to produce energy have been governed by“the law of conservation of energy” which states that, in an isolated system, energy can neither be created nor be destroyed.

[0014] On the contrary, considering cosmological observations, physicists observed that the Universe is expanding but the energy of space is not diluting. Hitherto, no concrete explanation of this energy source is demonstrated.

[0015] Accordingly, there is a need for a mechanism for amplification of energy in order to provide a solution to global energy crisis as well as providing an explanation of the energy source of the expanding Universe.

OBJECT OF THE INVENTION [0016] An object of the invention is to provide a mechanism for amplification of energy by means of an internal combustion (IC) engine, which may be configured to operate with either a two-stroke or a four stroke engine cycles of compression ignition (Cl) or spark ignition (SI) types, the engine comprising: a first volume variable chamber; a second volume variable pre-pressurized chamber; a movable partition means for maintaining the first and the second volume variable chambers fluidly separated and as well as for temporarily communicating between the first and the second volume variable chambers by means of being moved in response to instantaneous pressure difference between said first and second chambers.

[0017] Another object of the invention is to provide an IC engine which, by means of temporary increase in effective working volume, is capable of producing an output energy greater than corresponding input energy.

[0018] An important object of the invention is to provide an IC engine which, by means of amplifying the input energy, may produce hydrogen in a closed loop manner and meet instantaneous requirement of fuel and thus eliminate any significant hydrogen storage requirement.

[0019] A further object of the invention is to provide a mathematical validation for the amplification of energy and the mechanism thereof.

[0020] Another important object of the invention is to explain the energy source of expanding Universe with the aid of the mechanism of the present invention.

[0021] The most important object of the invention is to provide a solution for global energy crisis and stop global warming by reducing C0₂ emission substantially.

BRIEF DESCRIPTION OF THE FIGURES

[0022] These and other features, aspects, and advantages of the example embodiments will become better understood when the following detailed description is read with reference to the accompanying drawings in which like numerals represent like parts and sometimes like numerals followed by different alphabets represent plurality of like parts throughout the drawings, wherein: [0023] FIG. 1 is a sectional view of a closed cylinder schematically illustrating an ideal condition for constant volume heat addition of conventional engine mechanism.

[0024] FIG. 2 is a schematic sectional view of another cylinder similar to FIG. 1, which is modified by placing a partition within it, illustrating an ideal condition of the present invention.

[0025] FIG. 2A is a schematic sectional view of the cylinder of FIG. 2, illustrating a displacement of the partition at the end of heat addition.

[0026] FIG. 3 is a schematic sectional view of a two- stroke cycle variant of a compression ignition engine of the present invention.

[0027] FIG. 4 is a comparative pressure vs crank angle (p-q ) diagram for comparing the engine of the present invention with conventional engine.

[0028] Fig. 5 is a comparative temperature vs crank angle (T-q) diagram for comparing the engine of the present invention with conventional engine.

[0029] Fig. 6 is a schematic side view of a two-stroke cycle variant of a compression ignition engine of the present invention showing the early stage of an expansion stroke at 18 CAD after TDC.

[0030] Fig. 7 is a comparative pressure vs volume (p-V) diagram for comparing the engine of the present invention with a conventional engine.

[0031] Fig. 8 is a schematic sectional view of a four-stroke cycle variant of a compression ignition engine of the present invention.

[0032] Fig. 9 is a schematic sectional partial view of a four-stroke cycle variant of a spark ignition engine of the present invention.

[0033] Fig. 9A is a schematic sectional partial view of a two-stroke cycle variant of a spark ignition engine of the present invention.

[0034] Fig. 10 is a schematic of an internal combustion self-generated hydrogen fuelled spark ignition engine mechanism. DETAILED DESCRIPTION OF THE MECHANISM OF THE INVENTION Mathematical validation of the mechanism for amplification of energy

[0035] With reference first to FIG. 1, which illustrates a first case wherein considered a closed cylinder 1 defining a system 2 having a volume ( V₂ ) of 1 lOcc containing compressed air at an initial pressure (p_{ini 2}) of 25.12 bar and an initial temperature (G_{ίhί 2}) of 750 K. . In this embodiment, an ideal value for a ratio of specific heat (g) of air as 1.4 is considered. The mass of air (m_{a 2}) is considered to be as l.lg. An amount of heat ( Q ) of 150 J is added at this state. Since the volume is constant, both of an initial volume (y_{ini 2)} and a volume at the end of heat addition (VQ ₂) are equal. The addition of heat ( Q ) causes a change in temperature ( TQ ₂) and pressure ( P_{Q 2} ) of the cylinder 1, which can be obtained by following steps;

136.36 K

And the temperature at the end of heat addition (TQ ₂) is estimated using the below equation:

750 + 136.36 = 886.36 K

And the final pressure at the end of heat addition

estimated as below,

29.69 bar

[0036] The first case represents an ideal constant volume combustion condition of conventional internal combustion engines at a volume compression ratio (r_c) of 10: 1.

[0037] FIG. 2 shows a second case wherein considered a second closed cylinder la provided with a movable partition means 3 within it. The partition means 3 divides the volume of the cylinder la into a first volume portion 2a ( _{hί 2a}) having a volume of lOcc and a second volume portion 2b ( V_{ini 2b} ) having a volume of lOOcc. Thus the volume of 2a + 2b is equal to the volume ( V₂ ) of the cylinder 1 of the first case.

[0038] The partition 3 keeps volumes 2a and 2b to be fluidly separated. The partition 3 is also movable in response to an instantaneous pressure difference between the volumes 2a and 2b. The initial pressure in the volume portions 2a ( Pi_nt, 2_a ) and 2b ( Pi_nt, 2_b ) is similar to the first case i.e. 25.12 bar. Similarly, the initial temperature in the volume portions 2a ( T_ini,2a ) and 2b (T_ini 2b) is 750 K. Thus the mass of compressed air in portion 2a (^ma,2a) and portion 2b {m_{a 2b}) are equally proportional as O.lg and l.Og respectively.

[0039] FIG. 2A shows the second case, wherein the same amount of heat ( Q ) of 150 J as the first case is added in the first volume portion 2a. The resultant pressure increase causes an expansion of the first portion 2a from its initial volume (V_{ini 2a}) of lOcc to a final volume (V_{Q 2}a) by displacing the partition 3 towards portion 2b until an equilibrium pressure between 2a and 2b is attained. This expansion in portion 2a has an important effect on the final pressure of the second cylinder la, which is described below.

A change in temperature in the portion 2a due to adding heat ( Q ) is obtained by,

[0078] Since an expansion in volume 2a causes a compression in volume portion 2b, the final volume (V_{Q 2a}) is obtained by iteratively multiplying the initial volume (V_{ini 2a}) by an expansion factor (F_{expn V}) until an equilibrium pressure between volumes 2a and 2b is attained. The iteratively obtained value for the factor (F_{expn V}) is 5.011, therefore,

787.266 K

And the temperature at the end of heat addition (T_{Q 2a}) is, T_Q,2a = T ini, 2 a + D¾_a = 750 + 787.266 = 1537.266 K

The final pressure at the end of heat addition (jp_Q^_a) is estimated as below,

1537.266

P<2,2a ^— = 25.12 X 51.49 bar

750

[0078] The net volume increase in volume portion 2a is V_{Q 2a ~} V ini, 2a = 40.11 cc, which is deducted from initial volume of volume portion 2b (V_{ini 2b}). Thus the final volume of 2b

40.11 = 59.89 CC.

The final pressure in volume portion 2b ( Pfi_nai,2_b ) is obtained by, 25.12 x (—) = 51.49 bar

[0040] Thus using the same amount of heat and similar initial parameters, the final pressure increase in cylinder 1 is PQ_{,2 ~} Pini, = 29.69— 25.12 = 4.57 bar, whereas the final pressure increase in cylinder la is p^ _{2a ~} Pini,2a ⁼ 51.49— 25.12 = 26.37 bar, which is 5.77 times greater than the cylinder 1 of the first case.

[0041] In order to crosscheck above results the heat in the first cylinder 1 is increased by multiplying with a heat increasing factor ( F_heat ) which is equal to the above pressure increase ratio of 5.77 and thus the pressure in cylinder 1 is obtained by,

150 x 5.77 1.4-1

X 1 = 786.82 K

1.1

The temperature at the end of heat addition (T_{Q 2}) is,

750 + 786.82 = 1536.82 K

The final pressure at the end of heat addition ( r ₂) is, ^J Q,2 1536.82

PQ,2 — Vini, 2 = 25.12 x 51.47 bar

Tίhί,2 750

[0042] As illustrated by the above examples, at the given parameters, the first case which relates to conventional heat engines at an ideal condition, needs about 5.77 times greater amount of fuel to attain similar cylinder pressure as the second case, and cylinder pressure is the only component that produces propulsive force. The second case relates to the mechanism of the present invention.

[0043] An indicated fuel conversion efficiency

of an ideal constant volume combustion at compression ratio (r_c) of l0:l(as above cases) can be obtained by,

0.6 = 60%

Since, an amplification of energy cannot be expressed as the fuel conversion efficiency then the second case may be referred to as the energy efficiency ( Jlenergy ) ^ar|d may be obtained by,

Venergy = 60 x 5.77 = 346.2% of fuel energy.

Therefore, it is evident from the above analysis that energy is amplifiable.

[0044] In this embodiment, the reason behind the amplification of energy are described below.

[0045] The pressure increase in volume portion 2a relies upon temperature increase due to combustion, which is influenced by the change in volume during combustion. In this case, the exponent for the volume ratio to obtain the AT_comb is y— 1. Whereas, in volume

portion 2b, the pressure increases due to compression of volume. In this case, the exponent for the volume ratio ( ^{V n b} ) to obtain final pressure is y. With a given compression (or

VT final 2 b)

expansion) ratio the exponent y produces a value which is 10 times greater than when the exponent is y— 1. The amount of heat, which is used up due to expansion of volume 2a is too inadequate to justify the pressure increase in volume 2b. [0046] To amplify energy, it is necessary that during heat addition a first system (like 2a) must interact to a second system (like 2b) external to the first system. Therefore, the productive way of dealing with the exponents g and g— 1, as demonstrated in the above calculation, results in amplification of energy.

[0047] Further, the cosmic correlation is described. Physicists observed that the Universe is expanding but the energy density of space is not diluting. The source of this energy is unknown. This energy constancy of space is known as“cosmological constant” having an energy density of nearly 6 X 10^-10 / /m³, a very small but positive energy. The significance of cosmological constant is still unknown to physicists. Quantum theory of matter suggest that during quantum fluctuation particles may appear from nothing because it appear as a pair of particle and antiparticle and then annihilates again to nothing within an unimaginably short duration of time. This process leaves a small amount of energy which may be the source of the energy of space. But, when the energy is calculated with particle physics, it appeared to be 10¹²⁰ times larger than the observed energy. This is mentioned as the worst mathematical error in the history of physics.

[0048] Physicists also observed an unknown kind of matter called“dark matter” and confirmed its presence by observing the motion of galaxies and galaxy clusters, and an effect known as“gravitational lensing”.

[0049] The mechanism of the present invention suggests that, in the presence of cosmological constant, quantum fluctuations may produce energy. Quantum fluctuation is a fluctuation of energy in quantum (sub-atomic) fields of space. This fluctuation is being carried out in every points throughout the space. Considering cosmological constant it is predictable that this fluctuation is a result of continuous expansion and contraction in every quantum scale field or point of space. During the contraction of a point, to keep the energy density constant it is necessary to remove a fraction of its energy. This is possible that this energy then converts into matter. Whereas, during the expansion a fraction of matter may convert into energy again to preserve the energy constancy (cosmological constant) of space. During expansion, each point of space may expand beyond its previous system boundary by interacting the quantum fields external of it, and in compliance with the mechanism of present invention, amplify energy. During a consecutive contraction a portion of this amplified energy converts again into matter and the gravitational force of this matter cancels out the increased repulsive force of the amplified energy. Therefore, it is necessary that, any point of space should never be contracted up to its previous initial system boundary. If this happen, the entire amplified energy would be converted to mass and the gravitational force of that increased mass would be greater than the instantaneous repulsive force and the Universe will turn contracting. This may be the reason of the expansion of the Universe.

[0050] Therefore, it can be assumed that, the expansion of the Universe not only producing energy, but also matters. This matter may be the dark matter, which is not observable with the methods mentioned above, because it is distributed evenly throughout the space, like a flat sheet of glass. These matters become observable when galaxies form a cluster and their aggregated gravity arrest the expansion of space between them. As the expansion stops, the previously amplified energy of space in that region converts into matter, resulting an increase in density of dark matter and thus acquires the quality which make them observable.

[0051] In the operating process of the engine of the present invention, there is a nearly constant pressure region (see point pl to p2 on the p-0 trace 4a of FIG. 4) in a corresponding motored cycle pressure (explained in the description of the preferred embodiments). More constant that pressure between the points pl and p2 is , greater is the amplification of energy. The significance of this pressure constancy is explained later. This pressure constancy provides a foundation for the mechanism for amplification of energy. Significance of this pressure constancy may justify the“cosmological constant” as the foundation for causing the expansion of the Universe during quantum fluctuation.

[0052] Therefore, the mechanism of present invention also demonstrates a mechanism for creation of energy and mass and thus the mechanism behind the creation of the Universe as well.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0079] The Internal combustion (IC) engine of the present invention may further be referred to as“the present engine” in the following paragraphs.

[0080] With reference to FIG. 3, a preferred variant of the present invention wherein a two- stroke cycle compression ignition (Cl) engine 100 is configured to carry out a compression and an expansion strokes of a two-stroke thermodynamic cycle. The engine 100 comprises a first volume variable chamber 10 defined by a first cylinder 30, a first cylinder head 50 and a first piston 40, a second volume variable chamber 20 defined by a second cylinder 60, a second cylinder head 62 and a movable partition means 64. The partition means 64 may also be referred to as the second piston 64 and sometimes also be referred to as the free piston 64.

[0053] The movable partition means 64 is provided for maintaining the first chamber 10 and the second chamber 20 fluidly separated and being movable causing a pressure responsive communication between said first and second chambers. The free piston 64 comprises a first surface 65 communicating the first chamber 10 and a second surface 66 communicating the second chamber 20.

[0054] The first piston 40 is connected to a crankshaft 41 by a connecting rod 42. The first piston 40 is movable between a top dead center (TDC) and a bottom dead center (BDC) within the first cylinder 30. The movement of the first piston 40 is determined by a distance equals to twice of the length 44 of the crank throw 45.

[0055] The second chamber 20 is pre -pressurized by compressed fluid (preferably air). A pressurizer means 71 is provided for injecting compressed fluid to the second chamber 20 through a one-way check valve 72 to maintain a predefined minimum pressure (when the second chamber 20 is fully expanded) which is lower than a pick compression pressure of the first volume variable chamber 10. The second chamber 20 is fully expanded when the free piston is at its lowest position, which is determined by a free -piston motion limiter 67. The free piston 64 is movable by means of instantaneous pressure differential between the first chamber 10 and the second chamber 20. Thus, the free piston may start moving only when the pressure of the first chamber 10 exceeds the pressure of the second chamber 20. So, the second chamber 20 may also be referred to as“the pressure chamber 20”.

[0056] Volume of the first chamber 10 may be characterized by a first volume portion lOa which is variable by the movement of the first piston 40 and a second volume portion lOb which is variable by the movement of the free piston 64. The volume compression ratio of the first portion lOa is preferably above 150: 1, but the effective compression ratio of the first chamber 10 is preferable within a range of 16: 1 to 24: 1. The compression ratio of the first chamber 10 can easily be variable by means of altering the minimum chamber pressure of the pressure chamber 20.

[0057] In the present two- stroke cycle variant of the present engine, the first cylinder head 50 comprises a fuel injection mechanism, a fluid inlet mechanism and the second cylinder 60. The fuel injection mechanism 54 for injecting fuel in the first chamber 10 in a timely manner. The fluid inlet mechanism includes a cam mechanism 52 for actuating one or more valves 51 (one is shown) for sequentially opening and closing corresponding fluid inlet passages 53 (one is shown in phantom line) for introducing air in the first chamber 10 in a timely manner.

[0058] In the present two-stroke cycle variant of the engine 100, the first cylinder 30 includes an exhaust mechanism by means of providing plurality of exhaust apertures 70 to be sequentially openable and closable by the movement of the first piston 40 for expelling exhaust products from the first chamber 10.

[0059] Since, the compression ratio of the volume portion lOa is considered to be 150: 1, as the first piston 40 reaches to TDC, the volume lOa becomes substantially small. At about 20 crank angle degrees (CAD) before TDC the pressure of the first chamber 10 exceeds the pressure of the pressure chamber 20 and continue increasing in pressure until reaches to TDC. This imparts a pressure on the first surface 65 of the free piston 64 resulting in a movement in the free piston 64 towards the second chamber 20 and thus a pressure responsive communication between the first chamber 10 and the second chamber 20 is established. This movement of the free piston 64 causes to appear the second volume portion lOb of the first chamber 10 and thus provides a room to accommodate the compressed fluid.

[0060] With reference to FIG. 3 and FIG. 4, up to about 20 CAD before TDC of the compression stroke, the rate of pressure increase in the first chamber remains significantly higher than the conventional engines and at that point the pressure reaches closer to the peak compression pressure. This is because up to about 20 CAD before TDC, the effective volume compression rate of the first volume portion lOa is substantially higher than the conventional engines. Onwards 20 CAD before TDC, as stated above, the first chamber 10 pressure- responsively communicates to the second chamber 20 and thus the effective working volume becomes an aggregated volume of the first chamber 10 and the second chamber 20. This aggregated volume is several times larger than the instantaneous volume of the first chamber 10. Therefore, from 20 CAD before TDC to TDC the effective rate of volume compression drops substantially and resulting in the rate of pressure change in the first chamber 10 substantially gradual. If combustion is not initiated, further motion of the first piston 40 from TDC to BDC (the expansion stroke) would produce a pressure trace reverse to the pressure trace of BDC to TDC. This pressure trace without combustion can be obtained by operating an engine with an external motor and thus referred to as“the motored cycle pressure”. The motored cycle pressure trace 4a of the present engine and 5a of the conventional engines (at 24: 1 compression ratio) is shown in FIG. 4. In pressure trace 4a of the r-q diagram of FIG. 4, the gradual pressure change from point pi to point p₂ produces a very important effect on the combustion cycle pressure, which is explained later.

[0061] As the first piston 40 approaches at about 10 CAD before TDC, a predefined dose of fuel is injected into the second volume portion lOb of the first chamber 10 by the fuel injection mechanism 54. After a delay of a few CAD a combustion starts (SoC) at about 4 CAD before TDC and continue for several CAD after TDC until nearly all of the fuel is burned.

[0062] During combustion, kinetic energy of fuel releases as heat causing a quick increase in temperature and pressure in the first chamber 10. This increase in pressure causes further displacement of the free piston 64 and continue until a nearly equilibrium pressure between the first chamber 10 and the second chamber 20 is attained.

[0063] With reference to FIG. 5, in the conventional engines, the pressure responsive volume expansion mechanism is absent. Hence, during combustion, temperature increase (AT_comb ) is significantly greater than the present engine of comparable compression ratio, and thus the final combustion temperature ( T_comb ) also becomes greater. A comparison is shown in temperature-crank angle (T-Q) trace 6a of conventional and 6b of present engine.

[0064] With reference again to FIG. 4, in spite of the higher combustion temperature the peak combustion pressure of conventional engine remains lower than the present engine of comparable configuration. The combustion pressure (p_com¾) significantly dependable on the instantaneous motored cycle pressure ( Pmotored ) ^ar|d temperature (T_motored) . The relationship can be expressed as below,

[0065] The combustion pressure trace 5b of conventional engine shows a pick combustion pressure of 125 bar at 11 CAD after TDC and the peak motored cycle pressure of nearly 71 bar at TDC. At the point of peak combustion pressure the corresponding motored cycle pressure ( Pmotored ) drops from 71 bar to 48 bar (shown by point p₃). Whereas, in the present engine this pressure drop is from 71 bar to about 65 bar (shown by point p₄). Hence, complying with above equation (1), in spite of the lower combustion temperature in the present engine, a greater combustion pressure of about 135 bar is attainable due to the corresponding greater motored cycle pressure ( Pmotored )· This greater motored cycle pressure is attainable because of the nearly constant pressure from point pi to p₂ on the motored cycle pressure trace 4a of the present engine.

[0066] It is, thus, very important to perceive that to accomplish the amplification of energy, above two components are fundamental, i.e. first, retention of nearly constant motored cycle pressure, at least during combustion and second, pressure responsive expandability of the first chamber 10 for interacting with the a second chamber 20. The first component is the foundation to accomplish the second component.

[0067] Referring now to FIGs. 4 and 6, at the end of combustion at about 18 CAD after TDC a pure expansion work starts. At this condition the effective working volume is the aggregated volume of the first chamber 10 and the second chamber 20, which is substantially larger than the chamber volume of conventional engines of comparable configuration. Therefore, the effective volume expansion ratio becomes significantly lower than the conventional engines, resulting in a significantly slower pressure and temperature drop. This gradual pressure drop sustains until the pressure of the first chamber 10 drops below the initial pressure of the second chamber 20. The point p₅ of pressure trace 4b of figure 4 indicates similar pressure to point pi on compression-pressure trace 4a. At this point the free piston 64 reaches to its bottom end position which is secured by a free-piston motion limiter 67 rigidly mounted into the second cylinder 60. Thus, the first chamber 10 and the second chamber 20 get operatively isolated. This point of isolation is attainable at about 55 CAD after TDC where the chamber pressure remains about four times higher than the conventional engine of equivalent configuration. Onwards this point volume of the first chamber 10 is definable by the volume portion lOa. From this point the rate of pressure drop is significantly greater than the conventional engines due to substantially higher expansion ratio of 1: 150, inversely similar to the compression ratio of 150: 1 of the first volume portion lOa.

[0068] Referring to FIGs. 5 and 6, during expansion stroke in conventional engines, the pressure and temperature drops quickly. In the present engine, though the peak combustion temperature is substantially lower than the conventional engines, the lower expansion ratio slows down the temperature drop until the first chamber 10 becomes isolated from the second chamber 20 (see FIG. 6). At the point of isolation, shown by point 6c in FIG. 5, the temperature of present engine becomes nearly equal to the conventional engines and remains same through rest of the stroke. Therefore, it will be apparent from above explanation along with the comparative T-q diagram of FIG. 5 that the present engine and the conventional engines are almost equivalent in respect of thermal efficiency.

[0069] With reference to FIG. 7, a comparative p-V diagram shows the pressure-volume trace 6a and 6b representing the present engine and conventional engine respectively. As can be seen, the volume of the conventional engine is slightly larger than the present engine because conventional engine includes a considerable clearance volume which is negligible in the present engine.

[0070] The included area of the p-V traces representing output works of corresponding engines at 24: 1 compression ratio. The area of the p-V trace 6a of the present engine is about four times larger than the p-V trace 6b of the conventional engine. In comparison with the T-q diagram of FIG. 5, which suggests equivalent thermal efficiency for both of the engines, it would be apparent that most of the output work of the present engine is not a product of fuel energy, rather a product of the mechanism which is capable of amplification of energy.

[0071] With reference to FIG. 8, wherein a four-stroke cycle variant of the Cl engine 100 of the present invention differs from the two- stroke cycle variant by means of excluding the exhaust ports 70 from the first cylinder 30 and providing a fluid exchange mechanism with the first cylinder head 50. The fluid exchange mechanism comprises: a fluid inlet mechanism and an exhaust mechanism. The fluid inlet mechanism includes an inlet passage 53, an intake valve 51 and a cam mechanism 52. The exhaust mechanism includes an exhaust passage (not shown for the sake of simplicity), an exhaust valve (not shown) and the cam mechanism 52. The inlet and exhaust passages are sequentially openable and closable by means of timely actuation of the intake and exhaust valves. The cam mechanism 52 actuates the valves in a timely manner.

[0072] With reference to FIG. 9, wherein a four-stroke cycle variant of a spark ignition engine 100 of the present invention differs from the four-stroke cycle Cl engine of the present invention by means of providing an ignition mechanism including a sparkplug 55 for communicating the first chamber 10 for initiate a combustion in a timely manner.

[0073] With reference to FIG. 9A, wherein a two-stroke cycle variant of a spark ignition engine 100 of the present invention differs from the two- stroke cycle SI engine of the present invention by means of providing an ignition mechanism including a sparkplug 55 for communicating the first chamber 10 for initiate a combustion in a timely manner.

[0074] With reference to FIG. 10 wherein, an internal combustion (IC) self-generated hydrogen fuelled spark ignition (SI) engine mechanism 101 is demonstrated. In the engine mechanism 101 an electricity generator 80, being driven by a spark ignition (SI) engine 100 of the present invention, generates electricity for supplying to a means for electrolysis of water 81, a fuel injection mechanism 54, an ignition mechanism 55 and other electrically operable means through an electricity conductor means 84. The means for electrolysis of water 81 is provided to split water into hydrogen and oxygen. A first fluid conveyer means 85 for conveying the electrolytic hydrogen from the means for electrolysis of water 81 to a compressor means 86 for compressing the electrolytic hydrogen under a predetermined pressure and convey the compressed hydrogen to the fuel injection mechanism 54 through a second fluid conveyer means 87. This eliminates the requirement of a large hydrogen storage means. A third fluid conveyer means 88 for conveying the electrolytic oxygen from the means for electrolysis of water 81 to a storage means 89. An exhaust passage 63 for expelling the combustion products of engine 100 and convey the combustion products to a condenser means 92 through a fourth fluid conveyer means 91. Since, the product of combustion of a hydrogen fuelled engine is water vapor, the condenser means 92 is provided for condensation of the water vapor into water and return the water into the means for electrolysis of water 81 through a fifth conveyer means 93. The condenser means 92 is also provided for conveying the remainder exhaust product to the storage means 89 through a sixth fluid conveyer means 94. The remainder exhaust product is conveyed in the storage means 89 for mixing with the electrolytic oxygen to form air anew and then the air is conveyed to a fluid inlet mechanism 53 wherefrom the engine 100 can draw the air for starting a new cycle.

[0075] While only certain features of several embodiments have been illustrated, and described herein, many modifications and changes will occur to those skilled in the art. It is, therefore, to be understood that the appended claims are intended to cover all such modifications and changes as fall within the true spirit of inventive concepts.

[0076] The aforementioned description is merely illustrative in nature and is in no way intended to limit the disclosure, its application, or uses. The broad teachings of the disclosure may be implemented in a variety of forms. Therefore, while this disclosure includes particular examples, the true scope of the disclosure should not be so limited since other modifications will become apparent upon a study of the drawings, the specification. It should be understood that one or more steps within a method may be executed in different order (or concurrently) without altering the principles of the present disclosure. Further, although each of the example embodiments is described above as having certain features, any one or more of those features described with respect to any example embodiment of the disclosure may be implemented in and/or combined with features of any of the other embodiments, even if that combination is not explicitly described. In other words, the described example embodiments are not mutually exclusive, and permutations of one or more example embodiments with one another remain within the scope of this disclosure.

[0077] The example embodiment or each example embodiment should not be understood as a limiting/restrictive of inventive concepts. Rather, numerous variations and modifications are possible in the context of the present disclosure, in particular those variants and combinations which may be inferred by the person skilled in the art with regard to achieving the object for example by combination or modification of individual features or elements or method steps that are described in connection with the general or specific part of the description and/or the drawings, and, by way of combinable features, lead to a new subject matter or to new method steps or sequences of method steps, including insofar as they concern production, testing and operating methods. Further, elements and/or features of different example embodiments may be combined with each other and/or substituted for each other within the scope of this disclosure.

Claims

CLAIMS What is claimed is:

1. An internal combustion engine devised for amplification of energy, the engine comprising:

a first volume variable chamber for carrying out at least a compression and combustion-expansion strokes of either a two-stroke or a four-stroke thermodynamic cycle;

a second volume variable pre -pressurised chamber temporarily communicable with the first volume variable chamber;

a movable partition means for maintaining the first and the second volume variable chambers fluidly separated and as well as pressure responsively movable for causing a temporary communication between said first and second chambers in order to accomplish the amplification of energy.

2. The internal combustion engine as set forth in claim 1, wherein the first volume variable chamber is defined by:

a first cylinder;

a first cylinder head; and

a first piston connected to a crankshaft by means of a connecting rod.

3. The internal combustion engine as set forth in claim 1, wherein the second volume variable chamber is defined by:

a second cylinder;

a second cylinder head; and

the partition means.

4. The internal combustion engine as set forth in claim 2, wherein the first cylinder head includes:

a fluid exchange mechanism;

a fuel injection mechanism; and

the second cylinder.

5. The internal combustion engine as set forth in claim 4, wherein the engine is a four- stroke compression ignition engine.

6. The internal combustion engine as set forth in claim 2, wherein the first cylinder head includes: a fluid inlet mechanism;

a fuel injection mechanism; and

the second cylinder.

7. The internal combustion engine as set forth in claim 6, wherein the engine is a two- stroke compression ignition engine.

8. The internal combustion engine as set forth in claim 2, wherein the first cylinder head includes:

a fluid exchange mechanism;

a fuel injection mechanism;

a means for ignition; and

the second cylinder.

9. The internal combustion engine as set forth in claim 8, wherein the engine is a four- stroke spark ignition engine.

10. The internal combustion engine as set forth in claim 2, wherein the first cylinder head includes:

a fluid inlet mechanism;

a fuel injection mechanism;

a means for ignition; and

the second cylinder.

11. The internal combustion engine as set forth in claim 10, wherein the engine is a two- stroke spark ignition engine.

12. The internal combustion engine as set forth in claim 1, wherein the movable partition means is a free piston having:

a first surface communicating the first volume variable chamber; and

a second surface communicating the second volume variable chamber.

13. The internal combustion engine as set forth in claim 3, wherein the second cylinder comprises a free piston motion limiter for limiting the movement of the free piston.

14. The internal combustion engine as set forth in claim 1, wherein the second volume variable chamber is fluidly connected to a compressor means for maintaining a pre defined minimum chamber pressure in said second chamber.

15. An internal combustion self-generated hydrogen fuelled spark ignition (SI) engine mechanism devised for amplification of energy, the mechanism comprises: a spark ignition engine of the present invention;

a fluid exchange mechanism;

a fuel injection mechanism;

an ignition mechanism; and

a closed loop hydrogen generation mechanism.

16. The internal combustion engine as set forth in claim 15, wherein the spark ignition engine includes:

a first volume variable chamber defined by a first cylinder, a first cylinder head and a first piston;

a second volume variable pre -pressurised chamber defined by a second cylinder, a second cylinder head and a second piston movable within the second cylinder for fluidly separating the first and the second volume variable chambers as well as for causing a temporary communication between said first and the second volume variable chambers by means of being moved in response to instantaneous pressure difference between said first and second volume variable chambers;

17. The internal combustion (IC) engine as set forth in claim 16, wherein the second piston includes:

a first surface communicating to the first volume variable chamber; and

a second surface communicating to the second volume variable chamber.

18. The internal combustion (IC) engine as set forth in claim 15, wherein the fluid exchange mechanism includes:

a fluid inlet mechanism for drawing air into the first volume variable chamber; and means for expel combustion products from the first volume variable chamber.

19. The internal combustion (IC) engine as set forth in claim 15, wherein the closed loop hydrogen generation mechanism includes:

means for electrolysis of water for producing hydrogen and oxygen from water; means for generate electricity which, being operated by the engine, produces electricity for operating the means for electrolysis of water and other electrically operable means;

means for compressing and conveying the electrolytic hydrogen to the fuel injection mechanism; means for condensation of water vapour from a corresponding exhaust products and recirculating the water to the means for electrolysis; and

means for mixing remainder exhaust products with the electrolytic oxygen to form air anew and supply the air to the means for intake air.