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  • USPTO 20110180032A1 - Insulated Combustion Chamber

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    Jojo Banzon
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    An insulative piston or piston cap creates a highly thermally resistive path in the axial direction of the piston or piston cap toward a crank case of an engine. An insulative cylinder is configured to be positioned around the insulative piston and adjacent an insulative cylinder head, and to provide thermal resistance in the cylinder's axial direction. The insulated cylinder head is configured to resist heat flow in the axial direction away from the crank case. High temperature insulation surrounding these structures is configured to resist heat flow out of a combustion chamber of the engine. These insulative components, together, form the fully insulated combustion chamber.

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    An insulative piston or piston cap creates a highly thermally resistive path in the axial direction of the piston or piston cap toward a crank case of an engine. An insulative cylinder is configured to be positioned around the insulative piston and adjacent an insulative cylinder head, and to provide thermal resistance in the cylinder's axial direction. The insulated cylinder head is configured to resist heat flow in the axial direction away from the crank case. High temperature insulation surrounding these structures is configured to resist heat flow out of a combustion chamber of the engine. These insulative components, together, form the fully insulated combustion chamber.

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    © All Rights Reserved
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    94 views15 pages

    USPTO 20110180032A1 - Insulated Combustion Chamber

    Uploaded by

    Jojo Banzon
    An insulative piston or piston cap creates a highly thermally resistive path in the axial direction of the piston or piston cap toward a crank case of an engine. An insulative cylinder is configured to be positioned around the insulative piston and adjacent an insulative cylinder head, and to provide thermal resistance in the cylinder's axial direction. The insulated cylinder head is configured to resist heat flow in the axial direction away from the crank case. High temperature insulation surrounding these structures is configured to resist heat flow out of a combustion chamber of the engine. These insulative components, together, form the fully insulated combustion chamber.

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    © All Rights Reserved
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    us: 2011 1 180032, us United States c2) Patent Application Publica Mungas et al. (ON (10) Pub. No.: US 2011/0180032 Al (43) Pub, Date Jul. 28, 2011 (54) INSULATED COMBUSTION CHAMBER ication Classification sy Inventors Gregory S. Mungas, Mojave, CA Peters, GI) Incl. FORE 124 200501) (US): Gregory H. F 16s 00 (200501) Palmdale, CA (US); Kenneth P16 101 (2006.01) Doyle, Quattz Hill, CA (US); Larey B23P 15/10 (2006.01), (2) US.CL 124/193.5; 92/172; 297888.042 on ABSTRACT An insulative piston or piston eap creates highly thermally (13) Assignee: Firestar Engineering, LLC resistive path nthe axial direction ofthe piston oF pstoneap Mojave, CA(US) toward eank cae of ah engine. An innate evn Is Configured tobe positioned around the insative piston aad 1) App Nos 13010444 ‘njaceat an insulative cylinder head, and to provide there resistance inthe elinder’ axial dtection. The insulted ey 2 Fi Inn. Jnr head is configured t ess heat Now inthe axial die ae ee tion sway fom the crank case. High temperate insulation freer te arcane sounding these strctres s configured to resist heat fs ‘ut of «combustion chamber of the engine. These insulative ‘components, fogether, Form the fully insulated combustion char. (60) Provisional application No 20, 2010, 61/296,$94, filed on Ja, 8 re a oo Patent Application Publication Jul. 28, 2011 Sheet 1 of S US 2011/0180032 AI 106 No c 110 FIG. 1 i mee Patent Application Publication _ Jul. 28, 2011 Sheet 2 of US 2011/0180032 AI x FIG. 2 214 200 Patent Application Publication Jul. 28, 2011 Sheet 3 of S US 2011/0180032 AI a oO 4 S Va Le a al 7 & a. 48 ve al fat ai a 8 < oO ala e * O ci, 7 SSNS a a Patent Application Publication _ Jul. 28, 2011 Sheet 4 of S US 2011/0180032 AI 3 a ao SE FIG. 4B 438 440 a oe ae 4307] ye a 18 #N ; Patent Application Publication _ Jul. 28, 2011 Sheet 5 of US 2011/0180032 AI 500 z 505 Fabricate a high-porosity, thermally insulative piston structure, ‘Seal the high-porosity, thermally insulative piston structure with a piston sealing structure. Protect the piston sealing structure with a low-reactivily piston coating structure, Fabricate a high-porosity, thermally insulative cylinder structure. 510 515 520 jermally insulative cylinder structure with a cylinder sealing structure. Seal the high-porosity, t Protect the cylinder sealing structure with a low-reactivity cylinder coating structure. Fabricate a high-porosity, thermally insulative cylinder head structure. ‘Seal the high-porosity, thermally insulative oylinder head structure with a cylinder head sealing structure. 530 535 540 Protect the cylinder head sealing structure with a low-reactivity cylinder 545 head coating structure. ‘Assemble the piston structure, the cylinder structure, and the cylinder head 850 structure to form a thermally insulated combustion chamber. FIG. 5 US 2011/0180032 Al INSULATED COMBUSTION CHAMBER. (CROSS-REPERENCE TO RELATED "APPLICATIONS, [0001] The present application claims benefit of priority to US. Provisional Patent Application No. 61/296,894, entitled “Thigh Operating Temperature, Fully Insulated, Regenerative Engine (HOTFIRE) Cylinder Assembly” and filed on Jan. 2, 2010, specifically incorporated by reference herein forall that it discloses o teaches. BACKGROUND 10002] The fuel-ar or ther fuel-oxidizer combustion that ‘occurs within the eylinders of intemal combustion engines produces a significant amount of heat that is typically di Pate! by the walls ofthe cylinders and throvgh the piston It Js estimated that as much as fily percent of the available mechanical power that could be generated from an internal ‘combustion engine is lost as eat. Typically. in onder to pre ‘vent damage o the engineasa result ofthe high temperatares enerated by the exothemic luel-oxiizer combustion eac- tion, cooling the walls of the eylinder with air or water is required. This engine cooling ereates the mechanism for dis- ating heat out of the combustion gases which reduces the nount of mechanical power that ean be extracted from these tases. Asa result, this dissipation of heat greatly reduces the ‘ellcieney of the engine. For example in ea. it is estimated that approximately 25 percent of the available chemical ‘eneray from the fuel-oxidizer combustion ia the engine is dissipated through the radiator. This is comparable to the pereent of total available power that is converted into usefl ‘mechanical power coming owt the engine crankshaft, The rest ‘ofthe energy is typically lost through the exhaust system, (although partial recovery may occur trough incorporating turbochargers of similar mechanisms inthe exhaust), 10003] » While many ceramic and other seemingly insulative ‘coatings have been applied (0 piston-fiees, eylinder head surfaces, and eylinder Walls inattempis to minimizeheat loss the thermal rsistanee of such relatively thin coatings is neg- ligible in comparison to the thicknesses of the insulation applied here. Ceramic engines have been investigated, but typically employ materials that must be at least partially ‘cool fo survive the me temperatures encountered in fel ‘ir combustion, SUMMARY {0004} The presently disclosed technology increases the elfciency of internal combustion engines by providing fora Jow-heat rejection piston assembly. In one implementation, ‘an insulative piston eres highly chermally resistive path from a combustion chamber through the piston. An insulative ‘vlinder surrounds te insulative piston and provides highly thermally resistive path from the combustion chamber through the insulative eylinder. An insulative eylinder head ‘covers the top a the insulative cylinder and provides a highly thermally resistive path from the combustion chamber through the insulative cylinder head. In combination, the insulative piston, the insulative cylinder, and the insulative ‘ylinderhead createsan insulated combustion chamber fora Jnteenal combustion engine. [0005] In another implementation, an insulative piston cap attached to the op of conventional piston and creates & ily thermally resistive path from the combustion chamber Jul. 28, 2011 ‘through the insulative piston cap. An insulative upper ylin- er surrounds the insulative piston, i positioned Between & ‘conventional cylinder and an insulative evlinder head, and provides a highly thermally resistive path from the eombus ‘ion chamber through the insulative upper eylinder The ins lated eylinder head covers the top of the insulative eylinder and provides a highly thermally resistive path from the com- bstion chamber through the insulative cylinder head. ln combination, the insulative piston cap the insulativeeylinde, and the inslative eylinder ead crests an insulated combas- ‘ion chamber fr an internal combustion engine [0006] Insulated combustion chambers as described in {etal hersin operate at relatively higher temperature andlor presiures for generating useful work, As a result, unique ‘materialsa/or fabrication echniquesmay be wsedio constrict various components insulating the combustion chambers so that those components tolerate the operating temperatures andor pressures. BRIEP DESCRIPTIONS OF THE DRAWINGS [0007] FIG. 1 isan example insulative piston fora reeipro- cating intemal combustion engine. [0008] FIG. 2 is an example insulative piston eap on piston fora reciprocating intemal combustion engine. [0009] FIG. 3A isan example insulative piston assembly in ‘top-end center orientation. [oo10} FG. FIG. 3A ina bot [0011] FIG. 4 isanother example insulative piston assem- bly in a top-dead center orientation. [0012] FIG. Bis the example insulativepistonassembly of FIG. 44 in bottomdead center orientation. [0013] FIG. 5 illustrates example operations for manufac- ‘uring an insulative piston assembly for reciprocating inter ‘nal combustion engine. DETAILED DESCRIPTIONS [0014] The intemal combustion engine is an engine in ‘whieh the combustionofa fuel (eg fossil fuel) occurs with an oxidizer (ea) ina combustion chamber. Inn intemal ‘combustion engine the expansion of the high-temperature and high-pressure gases produced by combustion applies ‘iret force wo some componen(s) ofthe engine, such a8 one ‘ormore pistons, turbine blades, or nozzles. This force moves the component(s)overa distance, generating useful mectani- cal energy. Typically, the combustion is intemittent, such as ourstroke and tworstoke piston engines, along with vari- fants, such asthe Wankel rotary engine. Other intemal com bustion engines include spark-igntion, compression-igni- tion, ive-strokesix-stroke, Atkinson eyele, for example. The presently disclosed technology may be applied to any intemal ‘combustion engine, [0015] The fuel may ncludeone or more of gasoline diesel tue, autogas, compressed natural gas, jt fuel, aviation fuel, fuel oil, various alcohols (eg, ethanol, methanol, and ‘butanl) waste peanut ov vegetable oils, and various biofuels (ea, biobutanol, bioentano, biomethano, biodiesel, bio- 25), and hydrogen, for example. Funker, the oxidizer may include one or more of air, oxygen, nitto-methane, nittous- oxide, hydrogen peroxide, chlorine, and florine, for ‘example. Inbipropellant systems, the fueland the oxidizerare the point of ignition where the fuel and together forcombustion inthe combustion US 2011/0180032 Al ‘chamber. In monopropellant systems, any one or more fuels, ray be pre-mixed wih any one or more oxidizers. The mono- propellant may then be moved to the point of ignition for ‘combustion ia the combustion chamber. The presently dis

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