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Thunderbirdat
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When Gas reached almost 4 dollars a gallon I started thinking about how to make a more efficient engine and drive train for cars. I don't intend to protect my intellectual property on this but rather put it out to see if somebody wants to do something with it. Email me for a diagrammatic flow chart. The pressures and horse powers are speculative and I'm only guessing. That is not the important part. The reflux idea is what I'm trying to convey.
Here is what I came up with:
Berg Reflux Engine System
This system would be more efficient than typical internal combustion engines. The reflux design conserves heat that normally would be radiated, lost with the exhaust, or wasted in the friction of moving parts of the drive train, and converts it into air pressure to be used to produce kinetic energy at the wheels via air motors.
All the moving parts of this engine system are contained inside a pressurized and insulated high pressure tank to assure that no heat is lost. The heat of combustion, friction and compression are all retained in the vessel at several times atmospheric pressure. Fresh outside air is taken in by the 1st stage compressor which keeps the pressure tank at a set high pressure, perhaps 5 to 10 times atmospheric pressure. The compressed fresh air cools the engine before entering the engine’s air intake. The air, already warmed after cooling the engine is used in the combustion process which produces both exhaust and the kinetic energy to run two mechanically connected but separate compressors. The second stage compressor compresses the engine exhaust [This is the reflux part] which is then fed directly to the air motors located near the drive wheels that drive the car. As the hot compressed air is used up in the air motors adiabatic cooling occurs which keeps the air motors from overheating. The air motors must be staged to take advantage of the decreasing pressure. The exhaust reenters the atmosphere at a temperature slightly warmer than when it entered the air intake port.
A smaller engine can be used because by running it in an atmosphere that is several times richer in oxygen, it acts like a supercharger which produces as much horsepower as a larger engine. A smaller engine will be less expensive than a larger engine. The double compressors are simpler than a drive train consisting of a series of mechanical parts and therefore less expensive to produce.
Because of the supercharging effect of the enriched atmosphere a 10 horsepower engine, for example, may be expected to produce [double the horsepower]*. The added efficiency of the closed system may [double or triple]* the amount of kinetic energy one would expect from a gasoline engine, so one would have the equivalent of a [40 to 60]* horsepower engine the same size as a 10 HP engine. The weight of the drive train is reduced which means a smaller frame, lighter suspension etc for an overall lighter car, which in turn requires less horsepower to run it. * [this is a guess]
When the car is garaged it would need to be plugged into a 110 outlet which will pump up the pressure vessel to working pressure, because the pressure will decrease as the engine cools. This will keep the car ready to drive rather than requiring a long warm up period.
Robert S. Berg February 18, 2009
Here is what I came up with:
Berg Reflux Engine System
This system would be more efficient than typical internal combustion engines. The reflux design conserves heat that normally would be radiated, lost with the exhaust, or wasted in the friction of moving parts of the drive train, and converts it into air pressure to be used to produce kinetic energy at the wheels via air motors.
All the moving parts of this engine system are contained inside a pressurized and insulated high pressure tank to assure that no heat is lost. The heat of combustion, friction and compression are all retained in the vessel at several times atmospheric pressure. Fresh outside air is taken in by the 1st stage compressor which keeps the pressure tank at a set high pressure, perhaps 5 to 10 times atmospheric pressure. The compressed fresh air cools the engine before entering the engine’s air intake. The air, already warmed after cooling the engine is used in the combustion process which produces both exhaust and the kinetic energy to run two mechanically connected but separate compressors. The second stage compressor compresses the engine exhaust [This is the reflux part] which is then fed directly to the air motors located near the drive wheels that drive the car. As the hot compressed air is used up in the air motors adiabatic cooling occurs which keeps the air motors from overheating. The air motors must be staged to take advantage of the decreasing pressure. The exhaust reenters the atmosphere at a temperature slightly warmer than when it entered the air intake port.
A smaller engine can be used because by running it in an atmosphere that is several times richer in oxygen, it acts like a supercharger which produces as much horsepower as a larger engine. A smaller engine will be less expensive than a larger engine. The double compressors are simpler than a drive train consisting of a series of mechanical parts and therefore less expensive to produce.
Because of the supercharging effect of the enriched atmosphere a 10 horsepower engine, for example, may be expected to produce [double the horsepower]*. The added efficiency of the closed system may [double or triple]* the amount of kinetic energy one would expect from a gasoline engine, so one would have the equivalent of a [40 to 60]* horsepower engine the same size as a 10 HP engine. The weight of the drive train is reduced which means a smaller frame, lighter suspension etc for an overall lighter car, which in turn requires less horsepower to run it. * [this is a guess]
When the car is garaged it would need to be plugged into a 110 outlet which will pump up the pressure vessel to working pressure, because the pressure will decrease as the engine cools. This will keep the car ready to drive rather than requiring a long warm up period.
Robert S. Berg February 18, 2009