COZBY ENTERPRISES, INC.

P. O. Box 1104
Anaconda, MT 59711

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    • 1 ERDA ASSESSMENT
    • 2 Evidence Supporting Rankine Cycle Engine Technology
    • 3 Understanding the Rankine cycle
    • 4 How Does an Advanced Rankine Engine Work?
    • 4.1 Audels Quadruple Expansion Engine Plan
    • 4.2 Audels Quadruple Expansion Engine Plan Revised
    • 4a United States Patent Cozby 4,395,885
    • 4b Montana DNRC Project
    • 4c Principles of Power Density
    • 5 Superheat and Reheat and Pressure
    • 6 Efficiency, Mileage, and Oil Considerations
    • 7 Biomass for Engine Fuel
    • 7a Biomass-Ellen Simpson Article
    • 7b Letter to Department of Agriculture
    • 7c Letter from Glacier Log Homes
    • 7d Alaska Power Authority
    • 8 Coal for Engine Fuel
    • 8a Burlington Northern Railroad
    • 8b Coal, China
    • 9 "Green Car"
    • 10 Cost to America
    • 11 Department of Energy
    • 11a Cozby, RBIC, and DOE
    • 11b Catch-22
    • 11c Noncompliance DOE, DOC
    • 11c(1) Letter to Rep. Craig
    • 11d DOE Duplicity
    • 11e Addendum - DOE Duplicity
    • 11f Letter From DOE
    • 11g Axe DOE -- Sen. Bob Dole
    • 11h IC Engine Reality Check
    • 11i Advanced Rankine Engine Conundrum
    • 12 General Motors
    • 12a GM Letter
    • 12b GM Letter page 2
    • 12c GM Additional
    • 12d(1) Gasoline Engine Problems
    • 12d(2) Gas Engines Problems page 2
    • 12d(3) Gas Engine Problems page 3
    • 13 Uniflow Steam Engine
    • 13a Uniflow vs. Multi-Cylinder Compound, a Response
    • 14 References
    • 14a Material Balance
    • 14b Flow Diagram
    • 14c How an Advanced Rankine Engine Works
    • 14d Three Important Formulas
    • 14e Audels Quadruple Expansion Engine Plan
    • 14f Audels Quadruple Expansion Engine Revised
    • 15. Jukka
    • 16. Construction Zone
    • 16 - I Flow Diagram - Material Balance
    • 16-II Flow Diagram-Water and Steam Schematic Rev. 2
    • 16-IIa Combustion Gas Path-Start Up
    • 18-IIb Combustion Gas Path-Normal
    • 16-IIc Combustion Gas Path-Break
    • 16-III Anti-Freeze Schematic
    • 16a. Drawing No. I REV. 4, 9.4.13
    • 16b. Drawing No. 2
    • 16c. Drawing No. 3, REV. 2, 7.1.13
    • 16d Drawing No. 4, REV. 1, 7.1.13
    • 16e Drawing No. 5
    • 16f Drawing No. 6, REV. 1, 7.1.13
    • 16g Drawing No. 7
    • 16h Drawing Number 8
    • 16i Drawing Number 9
    • 16j Drawing Number 10
    • 16k Drawing Number 11
    • 16l Drawing Number 12
    • 16m Drawing Number 13
    • 16n Drawing Number 14
    • 16-o Drawing Number 15
    • 16p Drawing 16
    • 16-q Drawing Number 17
    • 16-r Drawing 18
    • 16-s Drawing 19 CAM Drive/Yoke Pump Rev. 1
    • 16-t Regenerative Pump Plan View Drawing 20
    • 16-U Drawing Number 21
    • 16-V Drawing Number 22
    • 16-W Gen. lay-out Side Elevation Drawing 23
    • 16-1 Jeep Engine 1
    • 16-2 Jeep Engine 2
    • 16-3 Jeep Engine 3
    • 16-4 Jeep Engine 4
    • 16-5 Jeep Engine 5
    • 16-6 Advanced Steam Engine Mock-Up 1
    • 16-7 Advanced Steam Engine Mock-Up 2
    • 16-8 Advanced Steam Engine Mock-Up 3
    • 16-9 Advanced Steam Engine Mock-Up 4
    • 16-10 Advanced Steam Engine Conceptual Drawing
    • 16-11 General Drawing Full Scale End View
    • 16-12 Full Scale Gen. Drawing, with David for perspective
    • 16-13 Cozby Brothers
    • 16-14 Revised And Updated End Elevation View
    • 16-15 Plan View
    • 16-16 Mock-Up Completion
    • 17 Steam Engines-Two Divergent Systems and Approaches
    • 18 Wikipedia - Advanced steam technology May 3, 2014
    • 19 Internal Memorandum for the Record
    • 20 2015 Report
    • 21 Dear Steam Engine Enthusiast
    • 22 Mock-Up part 2

17 Steam Engines-Two Divergent Systems and Approaches

STEAM   ENGINES —
TWO DIVERGENT SYSTEMS
and
TWO  DIVERGENT  APPROACHES
John A. Cozby
December 17, 2013

     To the average person, a steam engine is an engine which uses steam, with little distinction between the several different types of steam engine.  There are basically two different systems and two different approaches to steam engines.  The different systems and the different approaches have to do with how the steam is utilized in a given engine.  There are also subdivisions in each category which are significant and differentiate certain aspects of the differing systems and approaches.  The subject of steam engines is more complex than the average person may realize.

     SYSTEMS:
     There are two distinct types of steam cycle systems.  The first and simplest type is an open cycle system without condensing.  The second type is a closed loop cycle system which condenses the exhausted steam back to liquid.  These engines are referred to as condensing engines.  The condensed liquid is retained to be reused for boiler feed water.  The closed loop cycle system may operate at atmospheric pressure or it may operate with vacuum. 

 THE OPEN CYCLE SYSTEM:
 In the open cycle system the engine exhausts to the atmosphere.  The exhaust steam is not captured or returned to the boiler.  The railroad locomotive is an example of the open cycle system.  The engine always exhausts against atmospheric pressure.  In certain applications where the exhaust steam is used for heating or process applications, the engine may be exhausting against pressure above atmospheric pressure.  The early Locomobile and Stanley Steamer automobiles used open cycle systems.  The open cycle system requires large quantities of make-up boiler feedwater.    Stanley later converted to the closed loop cycle system.

THE VACUUM TYPE CLOSED LOOP CYCLE SYSTEM: 
In the vacuum type closed loop cycle system the engine exhausts into an apparatus consisting of a sealed exhaust pipe, condenser, and water reservoir which separates the steam and water from the atmosphere.  A vacuum pump is employed.  The steam and water are called the working fluid.  The condensed steam (water) is then returned to the boiler to again be heated into steam and reused in the engine.  The exhaust pressure can be maintained below that of the atmosphere.  Steam power plants use a vacuum type closed loop cycle system with very low exhaust pressures.  By way of illustration, the common household refrigerator is also a closed loop cycle system.  This type of system is called a closed loop system because the working fluid is retained and reused in a continual loop.  The Rankine cycle is a closed loop steam cycle.  The Department of Energy publication, “An Assessment of the Technology of Rankine Engines For Automobiles”, is a study of condensing steam engines for cars.

 

      APPROACHES:
     There are two distinct approaches to steam engine design.  The first approach is a simple, single stage engine.  In such engines, steam is admitted to the cylinder, does work, and is then exhausted.
The second approach is a multi-stage engine with reheating of the steam between the stages.  The steam is admitted to the first stage, does work, is exhausted into a reheater, is then admitted to the next stage to do more work, and so on.  The engine may have two, three, or four stages with one, two, or three reheats.

 THE SIMPLE, SINGLE STAGE ENGINE:
     Most railroad locomotives are of the simple, single stage type.  The simple, single stage engine can be very powerful, can do a lot of work, and can start under load.  The railroad locomotive was a practical application of such engines.  Such engines require a great amount of steam to operate, and their efficiency is poor.  The poor efficiency of simple, single stage engines is primarily due to the single stage engine’s very limited ability in expanding the steam before the steam is exhausted.  The Department of Energy’s “An Assessment of the Technology of Rankine Engines For Automobiles”, focuses mainly on simple, single stage engines.  The reason the Department of Energy killed steam engine research was because of the poor efficiency of the simple, single stage engines.  This approach uses a lot of steam, but with little expansion, which is not efficient.

THE MULTI-STAGE, REHEATING ENGINE:
     Modern steam power plants use multi-stage, reheating systems and are very efficient.  There have been numerous multi-stage, reheating steam engines that have given good service and were of good efficiency.  The primary reason that multi-stage, reheating steam systems have good efficiency is that they can expand the steam to a much greater degree than the simple, single stage engine.  Frank D. Graham noted: “. . . an ordinary slide valve (single cylinder) engine requires about 60 lbs. feed water per horse power hour; whereas a triple expansion (three stage) engine will do the work on 1/3 or less feed water. . .”, showing the better efficiency of the multi-stage engine.  This approach uses less steam, but with greater expansion, which gives better efficiency.  The Department of Energy also recognized that a multi-stage, reheating engine could get better efficiency than the simple, single stage engine.  The Department of Energy called the multi-stage, reheating engine design an advanced Rankine cycle engine and stated that such an engine was for future development.  However, no development of multi-stage, reheating engines was done. This is the reason that the Cozby Project 2013, Steam Jeep-Green Car development effort was begun.

 

 

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. 

 

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P. O. Box 1104
Anaconda, MT 59711

ph: (406) 563-5186
alt: (406) 560-0118

fbcanaconda@msn.com