COZBY ENTERPRISES, INC.

A Montana Corporation formed for research, design, and development of advanced steam engines for automobiles and other applications. 

P. O. Box 1104

Anaconda, Montana 59711 (U.S.A.)

Email:

fbcanaconda@msn.com

Telephone: (406) 563-5186

Cell Phone: (406) 560-0118

John Cozby

Ken Cozby

Jay Spillers

Cozby Enterprises, Inc. (hereafter Cozby), has no control over how the information found on this website, cozincmtusa.com, may be used and the reader makes use of the information on this website at his own risk.  Cozby gives notice that any information contained herein shall not create any warranty, express or implied, nor that the various devices, plans, drawings, mechanical systems or data shall be fit or useful for any particular purpose.  Statements are informational and for educational purposes only and not made or given as a warranty of the data in any way.  The reader shall be solely responsible for determining the accuracy and adequacy of the data for any and all uses to which the reader shall apply the data. 

We thank yahoo for hosting this website.

RECENT ADMISSION BY THE DEPARTMENT OF ENERGY

John A. Cozby            Feb. 9,2018 

The following information is from an article published in the Helena Independent Record and the Butte Montana Standard, Page 18/January 2018: “CAR CARE GUIDE / EFFICIENCY Protecting the environment”. The statement from the Department of Energy: “gas mileage and low emissions should be the two most important considerations” is an extremely important declaration with which we are in total agreement. What is perplexing is that the Department of Energy has been deliberately blocking the research and development of high mileage and low emission automobiles for forty years. This is admitted in the Department’s own report and letter to me following our disclosure to the Department of Energy in 1981. The Department also admitted in their own report that high mileage low emission advanced Rankine (steam) engines could be developed. The need has not gone away since 1962 when the auto industry itself admitted that internal combustion engine exhaust was a serious environmental pollution problem. Internal combustion engine efficiency also continues to be poor. This caused the Cozby brothers to began their research and development effort in 1966 and is the reason that Cozby Enterprises, Inc. continues to push for clean high mileage advanced Rankine engines for automobiles. Advanced Rankine engines have the potential to get better mileage and produce less and cleaner emissions than the internal combustion engine can. Advanced Rankine engines also have the potential to give better performance than the internal combustion engine. Advanced Rankine engine development is overdue and should have the support of government rather than the opposite. The Department of Energy should have promoted advanced Rankine engine development rather than killing it. Does the Department truly believe “gas mileage and low emissions should be the two most important considerations”, or not? 

We believe that advanced Rankine engines will not only be good for the environment,  conserve fuel, and reduce waste but that advanced Rankine engines can save the American economy trillions of dollars while improving our GDP and creating millions of good jobs.

Our belief is based on sound and demonstrated science. America can and should lead the way in advanced Rankine powered automobiles. Will we or will China? India? 

Brief Comments on “Cozby Views”

John Cozby for Cozby Enterprises, Inc., Dec. 13, 2017 - Rev. 1, 1.1.2018

For a viable future advanced modern automotive steam engine powered vehicle there are certain basic criteria which must be met. Some of these requirements include: The power unit must be compact. It must be clean burning. It must be very efficient. It must possess high power density. Water requirements must be minimal. It must have turn-key starting and be easy to operate. It must utilize many automatic controls.  The engine and system need to be as steam tight as possible. All moving parts must be well lubricated. It should use a flywheel and transmission with a reverse gear. The engine should have good braking characteristics. It should not over stress bearings, crankshaft, connecting rods, etc. It must be able to “idle”, and drive all accessories. It must be able to provide the “creature” comforts we are accustomed to and need. It must be protected from over-speed damage. It must be protected from excessive temperature and pressure damage. Condensate must be kept as clean as possible. Valve clearance must be as low as possible. Valves must prevent water lock-up. Valves and valve stems must be balanced. Valve opening at start-up must occur after top dead center while valve opening at operating speed must be advanced to open before top dead center. Normal engine power control must be by variable cut-off on the first stage. On our Jeep engine model a starting motor initiates rotation and such may be employed in other designs. The valving must be counter-cross flow with injection and exhaust valves/ports separately and properly sized. Furnace temperature and boiler water level must be properly controlled. Heat retention within and around the engine is a primary concern. And others. Our approach involves a high ratio, multi-stage (three and four stage designs), superheat with reheat between stages, vacuum condensing with crankcase vacuum, closed loop, with recuperation and regenerative feedwater heating.  Provision for high overload conditions or quick start-up are by employing a first stage steam by-pass device with throttle. The multiple speed transmission augments power requirements. As may be seen there are many details, but the concepts, procedure, and construction are relatively simple, nor are they new. They are based on recognized and accepted practice. Our “Cozby Views” are open for discussion or apologia.

The higher the expansion ratio is the more efficient the engine becomes. The higher the pressure and temperature of the steam the greater the expansion ratio that can be realized. By initial super heat and successive reheating the steam is kept dry through out the engine cycle for greater expansion and better efficiency.  The higher the steam pressure and temperature the more compact the engine becomes and can realize higher power density. The more efficient the engine is, the smaller the furnace, boiler, and condenser become. High efficiency is not only for good mileage, but also to make the engine, boiler, and condenser of a manageable size for an automobile application. Our three stage Jeep mock-up is a rudimentary model meant to define the basic package for many automobile needs. A repurposed V-6 block should also work very well. We are presently working on a full scale four stage model, based on a V-10 ICE engine block which would be for truck and bus use. The need is very great and pressing for clean, efficient, multi-fuel, performance steam engines. Our designs are meant to satisfy the stated requirements. Advanced steam engines will not only be cleaner engines, but better and more usable engines.

Addendum to “Brief Comments on “Cozby Views” John Cozby        January 30, 2018

 Quoting from above: “We are presently working on a full scale four stage model, based on a V-10 ICE engine block which would be for truck and bus use.”  We have now completed a full scale model of this type of engine. The full scale mock-up of our small jeep engine took over four years to complete the design, fabrication and assembly of all the pieces-parts. We showed this model at the 2017 SACA Meet in September. Based on the Jeep design parameters, our model of the V-10 steam engine built on a repurposed internal combustion engine block has taken about four months. Ken Cozby did the majority of the design and fabrication work. The V-10 engine should be a true clean, green engine which is good for the environment. It should be a most versatile multi-fuel engine. It can be expected to produce more horsepower and torque than the V-10 internal combustion gasoline engine it replaces. The quadruple engine has a primary and a secondary by-pass provision for high power and torque when needed. The four stage high ratio, reheat, steam engine equipped with three regenerative feedwater heaters and a recuperator should achieve much greater mileage as well. The quadruple has a three mode engine braking capacity with an adjustable pressure braking provision. Engine braking is virtually silent while conserving energy. We are including photographs of the model for illustrative purposes.

V-10 Model front view with Ken Cozby

V-10 Model Rear/Right Side Views

V-10 Model Front/Left View with Pick-Up Truck in Background

(JEEP)Mock-Up Complete, see site 16-16(pictues) and site 21(Articles)

August 8, 2016.

 FRONT VIEW



SIDE VIEW

 KEN "DRIVING"

 A FUTURE ADVANCED TRIPLE EXPANSION  REHEAT STEAM ENGINE POWERED AUTOMOBILE BASED ON THE DESIGN PRINCIPLES AND CONCEPTS DISCLOSED IN THIS WEBSITE WILL BE CLEAN AND MULTI-FUEL. 

  IT SHOULD HAVE ABOUT TWICE THE POWER AND GET MORE THAN TWICE THE MILEAGE OF THE GASOLINE JEEP ENGINE IT IS BUILT ON. (As analyzed by accepted  physics, thermodynamics, and mathematics)

  IN GENERAL, AN ADVANCED QUADRUPLE EXPANSION REHEAT STEAM ENGINE CAN REALIZE BETTER MILEAGE WITH BETTER POWER DENSITY THAN A TRIPLE EXPANSION ENGINE.   

The quadruple expansion engine is more expensive, more complex, and generally larger than a triple expansion engine. The quadruple engine can operate at higher pressure and a higher expansion ratio. The quadruple also has an additional reheat stage and an additional regenerative feedwater heater. The triple is probably best for most automobile use. The quadruple can meet a need in light truck applications which are presently using large V-8 and V-10 gasoline engines. The quadruple is not dealt with in this website because our present focus is on the simpler and cheaper triple. John A. Cozby 10.6.17

Dear Editor:June 8, 2017; Rev. Sept. 26, 2017  Letter to the editor

Automotive Air Pollution, Global Warming, Fuel EconomyIrony: Crying about pollution, poor mileage, and warming while subsidizing the sources 
There has been much ado in the “news” lately about automotive air pollution, global warming, and fuel economy. The evidence seems to indicate that America likes air pollution, global warming, and wasting trillions of dollars on gasoline and diesel. The auto industry is happy selling wasteful polluting internal combustion automobiles. The oil industry is happy to sell excessive amounts of expensive gasoline and diesel for internal combustion engines. Our United States Congress wants to keep these industries happy. Congress created the Department of Energy as surrogate partly to protect status quo. The record shows that the Department of Energy killed steam engine development in 1977. In 1976 it had been recognized and shown that clean, efficient, advanced steam engines could be developed for automobiles as reported in the DOE publication, ERDA-77-54, “An Assessment of the Technology of Rankine Engines For Automobiles” and “S.A.E. Paper, 760342".The DOE Report also stated “that some alternative to the internal combustion engine would have to be found.” Rankine engines are steam engines. The need is even greater now than in the 1970's.

Sadly, America has chosen to ignore advanced steam engine development.  Perhaps China will be more progressive.

Is our U. S. Congress truly serious about clean air, global warming, and fuel economy? If so, Congress needs to address this serious discrepancy and correct the direction America is going. Is Congress serious about clean air, global warming, and fuel economy, or more concerned with keeping the auto and oil industries happy at great expense to us and our environment? Real corrective action requires strong resolute fortitude from an authority higher than these industries.  Such corrective action could also greatly help polluted Beijing, Mexico City, Paris  as well as the rest of our suffering world. The sooner real change occurs the better for all the people of earth.            ______________________________________________________________________________

[Our view is derived from fifty-five years of experience and observation (1962 to present) coupled with fifty-one years of research, design, and development. Our work has been focused on reducing air pollution, reducing carbon dioxide emissions, and improving fuel economy and fuel diversity. We have been issued a United States Patent for the “Unitary Steam Engine”. Our work has been substantiated, supported, augmented, and confirmed by the State of Montana, Energy Division; United States Department of Energy;  MSE Inc., MultiTech Services Division; Montana Energy Research and Development Institute, Center For Innovation; and Ripley Burnell Industrial Consultants, Inc. Our RD&D is presently centered in Deer Lodge, Montana. I am enclosing supporting evidence for what is said above. The issue is much greater and more important than us, but we want you to know that we are not giving an ignorant fatuous opinion. We believe Americans deserve to know these facts because we are suffering the consequences. You may notice that the “letter” intentionally does not mention us or our company, but we would not be saying anything if there were not solid viable answers and solutions to this conundrum.]
Thank you,
John A. Cozby306 W. 5th St., P O Box 1104, Anaconda, MT 59711          (406)560-0118 or (406)563-5186


TWELVE DESIGN GOALS AND OBJECTIVES  John A. Cozby     September 27, 2017

For a future/modern advanced steam powered (Rankine cycle) automobile:

1.Comfort
2.Performance
3.Mileage
4.Safety
5.Reliability
6.Smoothness
7.Quietness
8.Fuel Diversity
9.Clean Emissions
10. Longevity
11.Ease of Operation
12.Simple Maintenance

ESSENTIAL STEAM AUTOMOBILEENGINE FUNDAMENTALS FOR AN ADVANCED COZBY TYPE ENGINE

All of the following must work together simply and as one unit by manual, automatic, and/or integrated control

Based on repurposing an IC gasoline engine 

Our present work is based on a 4 cyl. 134 cu. in. Jeep engine

A future steam-specific engine is expected to be similar while employing the same fundamentals

Pictures, descriptions, bibliography, charts, formulas, etc. can be viewed on our website; cozincmtusa.com

The following items we deem necessary for a practical, high performance, and high mileage steam automobile 

These points have been incorporated into our model design and specifications for Project 2013 —  “Steam Jeep”

The basic math, engineering, thermodynamics follow accepted practice and have been independently professionally verified

1. High pressure (3,000 psi initial)

2. High initial temperature * (1,200o F) see no. 49

3. High ratio of expansion (8, 8, 8, = 512 to 1) see no. 49

4. High reheat temperature* (1,200o F) see no. 49

5. Regenerative feedwater heating (two stage)

6. Recuperation

7. Minimum valve clearance

8. Separate oil and steam (do not inject oil into steam)

9. Seal all stems (employ extreme carbon packing with high pressure liquid gland seals: seal, cool, lubricate with one process)

10. Seal engine valves (employ high pressure liquid interface surface to surface sealing: balance, seal, lubricate, cool with one process)

11. Balance stems

12. Balance engine valves

13. High vacuum in crankcase ; see no. 56

14. High vacuum in condenser and water tank ; see no. 56

15. Multiple stages (Triple, i.e. three stage is best for most automotive usage)

16. Multiple reheats (two in triple engine)

17. Keep steam generator and engine in close proximity (short steam line runs)

18. Retain heat around cylinders (Insulated case over and about cylinders and steam chests)

19. Shield cylinders from ambient conditions (by the insulated case above)

20. Adequately lubricate all moving parts

21. Provide valve advance system for high speed operation (Start and slow speed, 5o ATDC; fast, 15o BTDC) see no. 42  

22. Primary power control by variable valve cut-off on first stage

23. Secondary power control of “ By-pass mode” by throttle (By-pass is for quick response and high power and torque) see no. 53

24. Provide wide performance range in power and torque

25. Provide auxiliary functions (as power steering, alternator, air-conditioning, etc.) See no. 45

26. Provide passenger heat: two means, by engine exhaust and / or boiler bleed 

27. Incorporate engine braking (a primary and secondary means which may be used in unison)

28. Utilize flywheel, clutch and transmission, either manual or automatic

29. Prevent piston overload (not exceeding gasoline engine specs.)

30. Seal and lubricate pistons

31. Cool and filter oil

32. Provide engine over-speed protection

33. Provide high temperature protection

34. Provided high pressure protection

35. Provide fail-safe boiler pressure protection (rupture disc.)

36. Provide low-water protection and high water protection

37. Minimize heat loss through pistons

38. Simplify operator control

39. Provide freeze protection

40. (Optional) Provide make-up feedwater system

41. Provide start-up engine rotation initiation (starter)

42. Provide anti-kick-back protection; see no. 21

43. Prevent water lock-up in cylinders

44. Balance

45. Provide idle function ; see no. 25

46. Provide water level and fuel gages as well as necessary gages and lights on dash board

47. Provide engine speed control as for cruise control (retain distributor)

48. Provide crankcase condensate drain

49. Exhaust per stage is slightly super-heated keeping cylinder walls dry while improving efficiency. ; see no. 2, 3, 4

50. Provide boiler dump function

51. Provide receiver/re-heater dump function

52. Provide steam line cut-off valve

53. Provide first stage by-pass function (first stage drops out; boiler steam goes directly to the second stage cylinder) see no. 23

54. Provide feedwater pumps capable of supplying sufficient water to boiler under most extreme conditions

55. Provide water injectors to accommodate positive stem and valve sealing 

56. Provide integrated vacuum pump (operates as part of engine in first stage cross-head piston/cylinder) see no. 13, 14

57. Provide quick, easy, reliable, automatic “turn Key” and / or remote steam generator start-up

58. Initial engine rotation by starter switch (spins flywheel while opening steam line)  

59. Provide quick, easy, reliable, automatic “turn key off” absolute engine and / or system shut-down

60. Provide simple means to fill or empty boiler

A primary objective of these items is to realize high engine and system efficiency. The more efficient the engine, the smaller and lighter the boiler and condenser become. The higher the pressure and temperature the smaller and more efficient the engine becomes. 

* Because of specific heat, superheating steam at constant volume (steam engine) is more efficient than superheating steam at constant pressure (turbine). Small diameter stainless tubing provides a better pressure vessel while also providing greater heating surface to fluid volume ratios.

The next phase is to build, test, and demonstrate a working prototype based on our full scale model.

by John Cozby for Cozby Enterprises, Inc. —   July 27, 2017   [brothers: John, Lewis, Dave, Ken Cozby]

P O Box 1104Anaconda, MT 59711Phone: (406) 563-6186, Cell: (406)560-0118     

e-mail: fbcanaconda@msn.com cozincmtusa.com

WHAT WE KNOW ABOUT THE POWER AND PROPERTIES OF STEAM

John A. Cozby   August 2, 2017

What is known of the capability, power, and efficiency of steam is amazing. This very brief review is to encourage commitment to future advanced automotive steam engine development.
1.We know that in 1903 the yacht “Arrow” set a speed record of 45.06 mph. This record for steam powered yachts still stands. The “Arrow” had two engines. They were quadruple with water-tube boilers. They employed reheat between all stages. (SACA Bulletin, May - June, 2011, by Karl A. Peterson)

2.We know that in 1921 Schmidt ran tests on a 150 hp quadruple-expansion engine. The steam conditions were 794 lb per sq in abs at 815 oF. The engine exhausted into a 28.6 in. vacuum. The receivers were superheated between stages. The engine showed a thermal efficiency of 31.1 percent.  (Marks’ Mechanical Engineers’ Handbook, Fourth Edition, 1941,  page 1202 ff.) In order to compare Schmidt’s thermal efficiency test results of the quadruple, reheat/superheat, vacuum condensing steam engine  to a gasoline automobile I.C. engine I recently searched the web. Three separate independent sources stated that the average thermal efficiency of a modern gasoline engine under normal operating conditions runs from 18% to 20%. We also know that higher pressure and higher temperature steam using higher rations of expansion will yield better efficiency than that demonstrated in the 1921 steam engine.

3.We know that Abner Doble built many different steam engines for various applications. It is significant that Doble’s most efficient engine was a three stage (triple) engine with reheating between the second and third stages. This is documented in a book I purchased from Tom Kimmel, DOBLE STEAM CARS by J. N. Walton, 3rd Edition, 1975.

4.We know that in 1896, Carl Gustaf Patrik deLaval operated a power plant with initial steam pressure of 3,400 lb. (Encyclopaedia Britannica, 1973, Vol. 13, page 814)

5.We know that “Modern steam power plants all employ regenerative cycles and many employ reheat . . . During the 1950's and 1960's . . . a few supercritical units . . . One unit employed steam at 5,000 psig and 1,200o F, with two reheats”. These units were four stage systems. (Encyclopaedia Britannica, 1973, Vol. 21, page 188)

6.We know that in 2002 hundreds of power plants worldwide were supercritical, employing 4,500 psi to 5,000 psi steam at temperatures to 1,200o F, with two reheats and efficiencies approaching 50%. (POWER Magazine, July 2002)

7.We know that “China was commissioning one new power station every three days. . . . they have a few installations of ultra-critical powered generating stations. Working pressure is 5,437 psi @ 1,300o F and the efficiency is 55%.” (This efficiency is about three times the efficiency of the gasoline ICE under normal operating conditions.)               “Can the Steam Car of the Future be Supercritical   Why not, it’s already been done.” (SACA Bulletin, Vol. 25, No. 2, March-April, 2011) 

8.We know that Jay Carter successfully used steam at 2,500 psi and 1,050o F. (An Assessment of the Technology of Rankine engines For Automobiles, April 1977, pages 66, 69, 70, 73)

9.We know that Harry Schoell used steam of 3,200 psi and 3,600 psi at 1,200o F. Harry successfully used water for lubrication. (Cyclone Power Technologies hand-outs)

10.We know that: “ the Scottish engineer Alexander Allan invented the balanced slide valve. . . .  it at one time, had great popularity in the USA. It gave some of the advantages of a piston valve to a slide valve by relieving the pressure on the back of the valve, thus reducing friction and wear.” (Slide-valve - Wikipedia) We also know that Dr. J. Stumpf in his book, The Una-Flow Steam-Engine, described how to balance, seal, and lubricate the slide valve. (Our designs employ sealed, balanced, lubricated modified slide valves using water injection. Slide valves have certain inherent advantages for steam engines.)

11.We know that one of the best steam automobiles, the White, had a monotube boiler, a compound engine, and a transmission. (SACA Bulletin, Nov.-Dec., 2015, + other vols.)

12.We know that SES engineer Roger Demler proposed a compound reheat engine for automobiles. The United States Energy Research and Development Administration acknowledged and published his design. They said: “SES has published design concepts and calculations for possible future steam engines of greatly improved efficiency. . . . This cycle had been proposed by Abner Doble in 1937– 1938 for motor vehicle use. . . . Steam pressure of 1,500 psia and 1,250o F. Calculated Brake Thermal Efficiency .  0.31  The “Mark II” design is conceivable after a major program of expander research and development, including high level effort in expander lubrication.”  (An Assessment of the Technology of Rankine Engines For Automobiles) — Then the Department of Energy was created and the DOE killed automotive steam engine development.

13. We know that the specific heat of superheated steam at constant pressure (turbine systems) is .48050, and at constant volume (piston engine systems) is .34600. This means that superheated steam for a piston engine is more economical than superheated steam for turbines. (SACA Publication 4010, Basic Thermodynamics, page 144 ff.)

14.We know that external combustion in steam generators has proven to be very clean. (An Assessment of the Technology of Rankine Engines For Automobiles)
What we know about the power and properties of steam forms a solid basis to design around and to build from for greatly improved automobile power systems. We should use everything known that is good to this end.

 Pictured below are the Officers of Cozby Enterprises, Inc.

Left to Right:   John Cozby, Lewis Cozby, David Cozby, Jay Spillers, and Kenneth Cozby

COZBY ENTERPRISES, INC.
(cozincmtusa.com)

U. S.  ENGINE , INC.

Principal Officers:  —

President, Chief Executive Officer 
           John A. Cozby
           306 W. 5th. St.
           P.O. Box 1104
           Anaconda, MT 59711
               Phone: (406)563-5186
               Cell: (406)560-0118
                   Email: fbcanaconda@msn.com
Main areas of responsibility: General oversight, design, planning, policy, property, fabrication, innovation, research

Vice-President, Secretary/Treasurer /Coordinator
      Kenneth R. Cozby
      607 Idaho
      Deer Lodge , MT 59722
          Phone: (406)846-3150
          Cell: (406)560-0742    

 Main areas of respo-nsibility: Comptroller, corporate finance, corporate relations, personnel, human resources, contracts, coordinating, design, fabrication, innovation, research

Vice-President, Public Relations 
         R. Lewis Cozby
         901 Oneil St
         Deer Lodge, MT 59722
           Phone:(406)846-1028
           Cell: (406)560-6487
Main areas of responsibility: Public affairs officer, communications, information, public relations, media, reporting, etc., design, fabrication, innovation, research

Vice-President, Design/Fabrication Oversight 
   R. David Cozby
   208 Clagett St
   Deer Lodge, MT 59722
        Phone:(406)846-0094
        Cell:(406)533-5654                                                                                 Main areas of responsibility: Research, development, implementation, fabrication, testing, innovation 

Vice-President, Website/Legal Affairs 
   Jay W. Spillers
   514 E. Commercial Ave
   Anaconda, MT 59711          Project 2013, Cozby Steam Engine:A Definitive StatementRev. – 9. 29.15;  3.6.16        John A. Cozby
A viable “Advanced Steam Engine” must be complex enough to achieve the required functions necessary for producing high efficiency and good performance. “Non-Advanced Steam Engines” are of little value. Steam at high pressure and high superheat has certain unique thermal qualities, characteristics, and capabilities which can realize an engine far superior to any internal combustion engine. An advanced steam engine must be able to take advantage of these unique attributes of extreme steam conditions. Such an engine is feasible, practical, and relatively simple and easy.
The Cozby steam engine (Project 2013, Jeep engine conversion to steam power) is designed to be, and is meant to be the world’s best, most advanced, and most sophisticated automotive engine.  The engine is based on many solid, practical,  proven, yet simple engineering principles integrated into a single unit to realize the greatest benefit. – Not “Just another engine”– Rather, a much superior engine design which will set the bar for the future of automotive engines.Reference: website: cozincmtusa.com (site 16 with sub sites 16's)
A few months ago my wife, Myrle, was asked by her boss, Teri; “What is John doing?”  When Myrle told her about our steam engine project, Teri said; “When I need a steam engine, I’ll go see John.”  What most people do not yet realize is that “everyone needs a steam engine.” Advanced Steam Engines have a lot to give.
SIX MAIN REASONS TO DEVELOP AN ADVANCED ENGINE1. Cleaner emissions and less emissions for better air quality2. Higher efficiency and higher mileage3. Highest degree of fuel diversity4. Excellent all around engine performance5. Quiet operation to reduce noise pollution6. Less emissions, better mileage, and fuel diversity to reduce the automotive                  carbon footprint to help slow global warming
General Motors, Ford, Chrysler, Cummins, Caterpillar, Deere, or others could have done this many years ago if they had chosen to make the effort and the investment. The Department of Energy, the Department of Commerce, the Department of Transportation, the Department of Defense, or the Environmental Protection Agency of our U.S. government could have done this many years ago if they had chosen to make the effort and the investment.
        Phone:(406)563-7193
        Cell: (406)559-0523
Main areas of responsibility: Website management, legal matters, contracts 

 Board of Directors: —   John Cozby (Chairman), Lewis Cozby, David Cozby, Kenneth Cozby, Jay Spillers, Timothy Hamm, Mary Lynn McKenna

                 Project 2013, Cozby Steam Engine:

A Definitive Statement

Rev.– 9. 29.15;  3.6.16        John A. Cozby

A viable “Advanced Steam Engine” must be complex enough to achieve the required functions necessary for producing high efficiency and good performance. “Non-Advanced Steam Engines” are of little value. Steam at high pressure and high superheat has certain unique thermal qualities, characteristics, and capabilities which can realize an engine far superior to any internal combustion engine. An advanced steam engine must be able to take advantage of these unique attributes of extreme steam conditions. Such an engine is feasible, practical, and relatively simple and easy.

The Cozby steam engine (Project 2013, Jeep engine conversion to steam power) is designed to be, and is meant to be the world’s best, most advanced, and most sophisticated automotive engine.  The engine is based on many solid, practical,  proven, yet simple engineering principles integrated into a single unit to realize the greatest benefit. – Not “Just another engine”– Rather, a much superior engine design which will set the bar for the future of automotive engines.Reference: website: cozincmtusa.com (site 16 with sub sites 16's)

A few months ago my wife, Myrle, was asked by her boss, Teri; “What is John doing?”  When Myrle told her about our steam engine project, Teri said; “When I need a steam engine, I’ll go see John.”  What most people do not yet realize is that “everyone needs a steam engine.” Advanced Steam Engines have a lot to give.

SIX MAIN REASONS TO DEVELOP AN ADVANCED ENGINE

1. Cleaner emissions and less emissions for better air quality

2. Higher efficiency and higher mileage

3. Highest degree of fuel diversity

4. Excellent all around engine performance

5. Quiet operation to reduce noise pollution

6. Less emissions, better mileage, and fuel diversity to reduce the automotive      carbon footprint to help slow global warming

General Motors, Ford, Chrysler, Cummins, Caterpillar, Deere, or others could have done this many years ago if they had chosen to make the effort and the investment. The Department of Energy, the Department of Commerce, the Department of Transportation, the Department of Defense, or the Environmental Protection Agency of our U.S. government could have done this many years ago if they had chosen to make the effort and the investment.

FULL   SCALE
MOCK-UP PRE-CONSTRUCTION( MODEL )
{ PATTERN }
FOR THEADVANCED
STEAM   ENGINE
For working prototype development

August 8, 2016 the mock up is now essentially complete refer to site 16-16(pictues) and site 21(Articles).

 The Need

      There is a need for reduced and cleaner emissions, wide fuel diversity, good performance, high efficiency and good fuel economy in automobile engines.  That the internal combustion gasoline engine is lacking in these areas and needs to be replaced with a better alternative has been well recognized and documented for many years.  A real green car is needed.

                                                                 The Situation

         Fifty years ago the amount of air pollution from automotive exhaust had become alarming and contributed significantly to the enactment of the "Clean Air Act". The root cause of automotive air pollution was the internal combustion gasoline engine. In 1966 the Cozby brothers committed to research and design for the most advanced type of steam engines for automobiles in order to reduce air pollution with special emphasis on high mileage, performance, and fuel diversity. In 1967 the U. S. Department of Commerce (DOC) called for a program, the Federal Government Alternative Automotive Power Systems Program , which was put under the Environmental Protection Agency in 1970 and then moved to the Energy Research and Development Administration (ERDA). In April, 1977, ERDA published a report, "An Assessment of the Technology of Rankine Engines (steam engines) For Automobiles". This report called for a major program for advanced Rankine (steam) engine development.

        Under the Energy Research and Development Administration's Federal Government Alternative Automotive Power Systems Program various piston and turbine systems were built, tested, and evaluated. The most promising engine was a uniflow type piston engine using water (steam) as a working fluid built by Scientific Energy Systems Corporation (SES) under contract to ERDA. It was shown that steam engines were clean and fuel diverse, but the miles per gallon was disappointing. The piston steam engines of this era were of the simple single stage uniflow type. The operation of the uniflow steam engine is similar to a two-cycle internal combustion engine. The uniflow engine admits steam at the top of the cylinder and exhausts through ports at the bottom of the cylinder to the steam condenser.

       Scientific Energy Systems realized the limitations of their uniflow engine and recognized that in order to achieve high efficiency and high mileage a reheat type of advanced engine/system was required. Scientific Energy Systems did engineering analysis and design work for such an engine/system. The SES design was a two stage engine with a single reheat between the first and second stage. A reheat engine has more than one stage with steam re-heating between the separate stages. This type of system proved effective in the 1920's in locomobiles and marine engines. Some marine engines had as many as four stages and three reheats. Similar reheat systems are employed in modern efficient steam power plants with as many as four stages and two reheats. The number of stages and reheats is a function of the relationships between steam pressures, steam temperatures, and expansion ratios employed. Basically, the higher the initial pressure, the higher the temperatures, and the higher the ratio of expansion are the more efficient the engine/system becomes. Multiple stages also permit steam bleeding for feed water heating to further improve system efficiency. (The Cozby brothers had worked for years on this advanced approach before they received their copy of the ERDA report along with an official letter of reproof from the DOE. The Cozbys have continued to refine and improve their designs. The Cozbys' designs are based on a three stage engine with two reheats and a four stage engine with three reheats as a better approach than the SES design which used one reheat.) It is this type of reheat, multi-stage advanced Rankine engine development called for by the Energy Research and Development Administration for automobiles. This ERDA recommendation was not implemented by Congress.

     What happened is that Congress created the Department of Energy later in 1977. The new Department of Energy (DOE) absorbed the older Energy Research and Development Administration (ERDA) which had worked on steam engine development for about seven years. The Department of Commerce and the new Department of Energy then used the poor mileage of the single stage uniflow type of steam engines as their reason to kill the more efficient advanced reheat type of steam engine development. The Departments of Commerce and Energy reversed course and repudiated the clear recommendation of the Energy Research and Development Administration which called for a major program of advanced Rankine engine development. DOC and DOE misconstrued, contradicted, and ignored the important findings and conclusions of the ERDA report. The DOE claimed the ERDA report as "their" own report which they then proceeded to misinterpret. Congress followed the contrary DOC and DOE recommendation not to support further steam engine development. THE END

Postscript

      The above statements are not just "our opinion", but rather a matter of public record as well as accepted, demonstrated empirical steam practice. It is our opinion that few people are aware of what has happened. The evidence seems to indicate that the Departments of Commerce and Energy along with the automobile, engine, and oil industries persuaded Congress to abandon advanced steam engine development. It is our belief that the lack of advanced steam engine development has contributed to greater foreign oil dependence, poorer air quality, a larger Federal deficit, and adverse economic distress. It is our view that the decision not to support a major program of advanced Rankine/steam engine development was misguided at best and collusion at worst. (The automobile, engine, and oil industries have made it clear that they do not want advanced steam engines to be developed.) It should be recognized that there are good reasons for following the original recommendation of the Energy Research and Development Administration to develop advanced steam engines. The importance of developing advanced steam engines can hardly be exaggerated. That is the reason for this web site and for our company's presence. Advanced steam engines can be developed by any country, major industry, or major corporation that wants to and is willing to do so simply by following the sound recommendation of the U. S. Energy Research and Development Administration. The development of advanced steam engines as a contribution to human welfare would be significant and the pay-back could be rewarding. A viable "green car" can be and should be a reality.

 John Cozby  June 7, 2012

Why Steam Power for the Future?

 Presentation at:

 Sacramento, California

 Steam Meet and Technical Conference

 International Association for the Advancement of Steam Power (IAASP)

 Steam Automobile Club of America, Inc. (SACA)

California Automobile Museum - January 13 - 15, 2012

By John A. Cozby

  Why steam power for the future? Basically, because the development of advanced steam power offers a better future. The possibilities of applying steam technology to present needs are astonishing. Advanced steam power development should be one of the most exciting and sought after areas of endeavor and investigation. I am enthusiastic about steam engine development. (It is a small number of us who know and believe that steam engine development is important, but I hope and expect our number will swell.) In 1977 the United States Energy Research and Development Administration called for a major government supported program for the development of steam engines for automobiles. (Ultimately such a program was killed by the newly formed Department of Energy.) In "The STEAM AUTOMOBILE Bulletin" of March-April, 2011 reference is made to China's carefully monitored steam powered generating stations achieving 55% efficiency. (Wow!) I submit, that the same steam principles that realize 55% efficiency for China can be utilized, sized, and installed under the hoods of automobiles for us. I believe that advanced steam engine technology is the technology that can eliminate foreign oil dependence; the only technology that is truly fuel diverse; the technology that can turn our economy around and create millions of good jobs; the one that can reduce air pollution and tail pipe green house gas emissions; and the technology that can bring affordable on-site electrical power to remote areas. This present "Steam Power Meet" may be one of the most important meetings of this year --- perhaps this decade --- for America and the world. Are you excited? I certainly hope so.

    In spite of and at the risk of sounding overly simplistic; We need to do what's being done that has proven to be successful! Let me repeat We need to do what's being done that has proven to be successful! Yes, this basically means to copy the best modern steam practice employed in highly efficient electrical power plants --- in small scale, with advanced piston expanders, that is, steam engines. Now, I know this is hard for some people to wrap their head around, but it is the best that I can come up with. I can assure you that if we won't do it, then China certainly will. I don't know if what I've got to say will make any difference or have a positive impact. I may just be bringing a fire storm of controversy down upon my head. I have been told: "What you are saying is right by the book", but then have it implied or out-right stated, "but the book isn't right". I have been told that it's right according to Rankine cycle technology, but that the Rankine cycle doesn't even apply today. I have also read some self proclaimed "authorities" that reject proven effective and efficient means. These lines of reasoning seem wrong and weird to me. I propose that we at least try it by the book and by the principles of established Rankine cycle technology. It will take a lot of dedicated united people working together in a concerted effort for the common goal of modern steam power to achieve success.

  Abstract for my presentation at the SACA/IAASP Steam Meet and Technical Conference to be held in Sacramento, California, January 13 - 15, 2012 John A. Cozby

  A brief personal history of our interest and work. Express the present lack of government interest or support and its negative and deleterious effect on development and capital. Present what I believe to be the three main tools for advanced Rankine cycle engine development design, namely: 1) Engineering books that deal with Rankine technology and have a strong emphasis on steam engines, and include applicable formulas; 2) Steam Tables; and 3) a good Mollier Chart. I will bring examples. Mention our patent and our contract with DNRC of Montana. Address the issue of our experience with "machinable ceramics" and ceramics --- “ good or bad? Review advanced power station practice of the 1950's, 1990's, and present. Present our basic design approach to the technology, i.e.: multistage, reheat, counter flow, piston steam engine/system using; high pressure, high super-heat, high re-heat, high expansion ratio, low exhaust pressure, recuperation and regeneration, bleeding for feedwater heating, low valve clearance, low back pressure (vacuum), dry steam, separate oil and steam, control engine power by injection valve cut-off timing, high out put option by boiler pressure by-pass to the second stage, engine "off" and engine braking system, engine reversing option, valve motion advance for high speed operation, size from small to large (garden tractors and motorcycles to locomotives, power generation, and ships), three stage and four stage, incorporating a flywheel, aiming for about 2,500 feet per minute piston speed, and utilizing a transmission for vehicles. Introduce our website. Thank our sponsors.

cozincmtusa.com

ABSTRACT

SACA/IAASP Steam Meet and Technical Conference

Sacramento California

January 13 - 15, 2012

John Cozby

1. Brief personal history

2. Lack of government support and capital

3. Three main tools

 a. Engineering Books

 b. Steam Tables

 c. Mollier Chart

4. Our patent and DNRC work (Montana, MSE, RBIC)

5. Ceramics

6. Power station practice 

 a. 1950's

 b. 1990's

 c. present

7. Our approach

8. Our Website (cozincmtusa.com)

9. Thank "Meet" sponsors

Copyright 2012 COZBY ENTERPRISES, INC.. All rights reserved.

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Definition

Best Rankine engine / ˈraɳ - kən/  1:a highly efficient advanced steam engine system.  2: The best Rankine engine system is a closed loop or closed circuit arrangement; that is, a closed path followed by a fluid in a mechanical system.  The fluid is water/steam.  Water is pumped from a holding tank (hot well) through a recuperator and regenerative feedwater heaters into an economizer and from thence into the boiler.  The system incorporates a furnace which heats a monotube boiler, super heater, and multiple receiver/reheaters.  The boiler changes the water to steam.  The system uses steam at a high initial pressure and high super heat.  The fluid (steam) expands through a three stage (triple) or a four stage (quadruple) expansion counter flow  engine with reheating between stages.  The steam expands greatly (has a high expansion ratio).  As the steam expands it moves pistons which turn a crankshaft to produce rotative power for useful work.  As the steam expands the pressure decreases.  The steam is kept dry (super heated) until it is exhausted from the engine.  The steam is exhausted at low pressure and flows through a recuperator which heats feedwater on its way to the economizer.  A centrifugal exhauster may be employed.  The exhaust steam is then condensed back to liquid water in the condenser. [Steam collapses as it condenses, maintaining vacuum.]  The condensate (water) then returns to the hot well.  A vacuum is maintained in the recuperator, condenser and hot well and also in the engine crankcase.  There is a regenerative feedwater heater bleed at the upper end of each receiver/reheater (before reheating begins).  Air and fuel preheat is provided.  In vehicle applications the best Rankine engine employs a flywheel, clutch, and transmission (or the equivalent).  Best efficiency is gotten with early steam cut-off in the first stage, and running at relatively high speed.  Engine speed and power is by cut-off to the first stage.  Valve timing is by cams and automatically advances at higher r.p.m.  For vehicles, neutral, brake, and reverse modes are provided.  For high torque requirements an interceptor valve (to change the engine temporarily to a compound) is provided.  Steam generation and steam properties are automatically controlled.

Best Rankine engine is easy to understand and production is by standard present technology.  America needs the best Rankine engine.  An engine that does not measure up to the above criteria is not a best Rankine engine.  Deficient designs and mistakes of the past should not be repeated.  There are many steam engines that “work”, but are not the best.

John A. Cozby
Nov. 28, 2012
cozincmtusa.com

SIXTEEN  POINT CHECK LIST

Basic Elements of a High Efficiency Closed Loop Steam Engine System

1.     High pressure steam (3,000 psi and above range)

2.     High temperature steam (1,200˚ F range)

3.     Multiple stages (3 or 4)

4.     High temperature steam reheats (1,200˚ F range, 2 or 3 reheats)

5.     Truly high expansion ratios (similar to power plants’)

6.     Vacuum exhaust (1 to 2 psia range, similar to power plants’)

7.     Minimum valve clearance

8.     Adequate lubrication

9.     Tight sealing

10.    Regenerative, recuperative, economizing feedwater heating

11.    Crankcase vacuum

12.    Oil cooling (keep oil in the 100˚ to 150˚ F range)

13.    High efficiency furnace, monotube boiler and reheaters (over 90%)

14.    High efficiency condenser

15.    Exhaust expeller

16.    Air and fuel recuperative pre-heating

Getting it right is not difficult, but necessary if good economy is desired.

Advantages of High Pressure Multi-stage Reheat Steam Engines
[Assuming the multi-reheat engines are designed and built right]
John A. Cozby       December 13, 2012

I.  Stages of steam engine designs [bears little relationship to the number of cylinders employed]
     1.  One stage (single stage or simple)[most uniflow engines]
     2.  Two Stage (compound)
     3.  Three Stage (triple)
     4.  Four stage (quadruple, or “quad”)
II.  The two designs dealt with here
     1.  Triple with reheating between each stage (two reheats)
     2.  Quadruple with reheating between each stage (three reheats)
III.  Erroneous opinions in support of single stage engines (prejudice for single stage engines)
     1.  Single stage engines are good enough (for what?)
     2.  Why would you need more than one stage? (Implying multi staging is superfluous)
     3.  Single stage is as good or better than multi-stage
     4.  Should go back to the “Stanley” engines
IV.  Erroneous opinions opposing multi-stage engines (prejudice against multi stage engines)
     1.  They are too complex
     2.  They are too expensive
     3.  They are too sluggish
     4.  Fanciful, won’t get high efficiency

Following advantages of high pressure multi-stage reheat steam engines:
V.  Advantage of high efficiency (great expansion by stages)
     1.  Will get high efficiency
     2.  Will get three or more times the mileage of the “Stanley”
     3.  Will approximate power plant efficiencies (have to do what power plants do; that easy)
VI.  Advantage of smaller furnace/boiler
VII.  Advantage of smaller condenser
VIII.  Advantage of less load on auxiliaries
IX.  Advantage of smaller fuel and water tanks
X.  Advantage of better utilizing higher pressure steam
XI.  Advantage of lower piston loads
XII.  Advantage of good efficiency at high loads
XIII.  Advantage of good lubrication and sealing
XIV.  Advantage of more uniform cylinder temperature
XV.  Advantage of not mixing oil and steam/water

The triple engine is best suited for automotive applications.  The quadruple is better suited for larger applications.  The quad runs at higher pressures.  The quad has higher expansion ratios.  The quad has an additional reheat.  The quad has an additional regenerative feedwater heater.  The quad is more efficient.  But, the quad is larger, more complex, and more expensive.

There are some valuable advantages to multi stage reheat steam engines.