Powering an internal combustion engine

Abstract

Downstream expansion cylinders are associated with a combustion cylinder such that an overall surface area and displacement volume of the expansion cylinder is sufficient to lower the temperature of fluids associated with the combined engine to such an extent that a radiator can be eliminated in an associated vehicle, or other system. In a separate feature, a catalytic material is placed on surfaces which will “see” the hot exhaust gases such that catalytic conversion of impurities in the gases can be achieved within the engine itself. In yet another feature, water is recovered from a system having both a water injection expansion cylinder, and a combustion cylinder, and the recovered water is re-used for the expansion. In yet another feature, gearing is provided between the expansion cylinder and a combustion cylinder such that the output of the combined engine is optimized, and the two cylinders do not drive the crankshafts in a one-to-one fashion. In another feature the combustion cylinder's ignition timing is delayed (retarded) to manage thermal control of said combustion cylinder between it and a subsequent expansion cylinder or cylinders.

What is claimed is: 
     
         1 . An internal combustion arrangement comprising:
 a first cylinder assembly for combusting a mixture of fuel and air; and   a second cylinder assembly configured to drive a crankshaft assembly together with the first cylinder assembly;   exhaust gas generated during combustion within the first cylinder assembly is used to expand a fluid to at least partially drive a piston within the second cylinder assembly; and   a downstream third cylinder assembly configured to receive exhaust gas from the second cylinder assembly, the fluid also being injected into the third cylinder assembly to expand and at least partially drive a piston within the third cylinder assembly.   
     
     
         2 . The arrangement of  claim 1 , wherein a combined surface area of the second and third cylinder assemblies is sufficient such that engine internal thermal transfer between the first cylinder assembly and the second and third cylinder assemblies allows thermal management of the first cylinder assembly without the use of a radiator. 
     
     
         3 . The arrangement of  claim 1 , wherein a combined volumetric displacement of the second and third cylinder assemblies is sufficient such that gas exhausted from the third cylinder assembly has reached a temperature below 500° F. 
     
     
         4 . The arrangement of  claim 1 , wherein a volumetric displacement of the second cylinder assembly is sufficient such that gas exhausted from the second cylinder assembly to the third cylinder assembly has reached a temperature low enough such that lubrication of the third cylinder assembly is accomplished without oil. 
     
     
         5 . The arrangement of  claim 1 , wherein separate crankshafts are associated with at least two of said cylinder assemblies, and there is a gear reduction between said separate crankshafts. 
     
     
         6 . The arrangement of  claim 1 , wherein a structure is provided to scrub exhausted gases to recover the fluid and return the fluid back to an injection line for injecting the fluid into at least one of said cylinder assemblies. 
     
     
         7 . The arrangement of  claim 1 , wherein one of the first, second and third cylinder assemblies includes a catalytic surface, the catalytic surface configured to catalyze reactions with exhaust gases. 
     
     
         8 . The arrangement of  claim 1 , wherein the second cylinder assembly having a larger displacement than the first cylinder assembly, and the third cylinder assembly having a larger displacement than the second cylinder assembly. 
     
     
         9 . The arrangement of  claim 1 , wherein an ignition control slows the ignition timing of the combustion cylinder to reduce the heat generated in the combustion cylinder. 
     
     
         10 . An internal combustion arrangement comprising:
 a first cylinder assembly for combusting a mixture of fuel and air; and   a second cylinder assembly configured to drive a crankshaft assembly together with the first cylinder assembly;   exhaust gas generated during combustion within the first cylinder assembly used to expand a fluid to at least partially drive a piston within the second cylinder assembly; and   a system for removing fluid from gas exhausted from the second cylinder assembly, and returning the fluid as part of the fluid to at least partially drive the second cylinder assembly.   
     
     
         11 . The arrangement of  claim 10 , wherein the system includes scrubbers for removing the fluid, and returning the fluid back to an injection line for injecting the fluid into the second cylinder assembly. 
     
     
         12 . The arrangement of  claim 11 , wherein a water tank stores fluid and receives recovered fluid. 
     
     
         13 . The arrangement of  claim 12 , wherein a pump receives water from the water tank, and the scrubbers include a first scrubber downstream of the second cylinder assembly, and a second scrubber associated with a muffler on a vehicle incorporating the arrangement. 
     
     
         14 . An internal combustion arrangement comprising:
 a first cylinder assembly for combusting a mixture of fuel and air; and   a second cylinder assembly, a piston of the second cylinder assembly configured to operate at a rotational speed that is reduced by a multiple of two relative to the rotational speed of a piston of the first cylinder assembly, the first cylinder assembly and second cylinder assembly drive a crankshaft assembly together, and wherein exhausted gas generated by the first cylinder assembly at least partially drives the second cylinder assembly piston.   
     
     
         15 . The internal combustion arrangement as set forth in  claim 14 , wherein a gear reduction is provided between a crankshaft portion driven by said piston of said second cylinder assembly, and a crankshaft portion driven by a piston of the first cylinder assembly, such that the second cylinder assembly can rotate at half the rotational speed of the piston of the first cylinder assembly, and still both drive a common output of a crankcase assembly.