U.S. patent application number 12/319217 was filed with the patent office on 2009-08-06 for water combustion technology- methods, processes, systems and apparatus for the combustion of hydrogen and oxygen.
Invention is credited to Richard Alan Haase.
Application Number | 20090193781 12/319217 |
Document ID | / |
Family ID | 29255579 |
Filed Date | 2009-08-06 |
United States Patent
Application |
20090193781 |
Kind Code |
A1 |
Haase; Richard Alan |
August 6, 2009 |
Water combustion technology- methods, processes, systems and
apparatus for the combustion of hydrogen and oxygen
Abstract
This invention presents improved combustion methods, systems,
engines and apparatus utilizing H.sub.2, O.sub.2 and H.sub.2O as
fuel, thereby providing environmentally friendly combustion
products, as well as improved fuel and energy management methods,
systems, engines and apparatus. The Water Combustion Technology;
WCT, is based upon water (H.sub.2O) chemistry, more specifically
H.sub.2O combustion chemistry and thermodynamics. WCT does not use
any hydrocarbon fuel source, rather the WCT uses H.sub.2 preferably
with O.sub.2 and secondarily with air. The WCT significantly
improves the thermodynamics of combustion, thereby significantly
improving the efficacy of combustion, utilizing the first and
second laws of thermodynamics. The WCT preferably controls
combustion temperature with H.sub.2O and secondarily with air in
the combustion chamber. The WCT preferably recycles exhaust gases
as fuel converted from water. The WCT minimizes external cooling
loops and minimizes exhaust and/or exhaust energy, thereby
maximizing available work and internal energy while minimizing
enthalpy and entropy losses.
Inventors: |
Haase; Richard Alan;
(Missouri City, TX) |
Correspondence
Address: |
RICHARD A. HAASE (INVENTOR)
4402 RINGROSE DRIVE
MISSOURI CITY
TX
77459
US
|
Family ID: |
29255579 |
Appl. No.: |
12/319217 |
Filed: |
January 2, 2009 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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10790316 |
Mar 1, 2004 |
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12319217 |
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PCT/US03/11250 |
Apr 10, 2003 |
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10790316 |
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60371768 |
Apr 11, 2002 |
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60379587 |
May 10, 2002 |
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60404644 |
Aug 19, 2002 |
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60447880 |
Feb 14, 2003 |
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Current U.S.
Class: |
60/39.12 ; 123/3;
290/52 |
Current CPC
Class: |
F25J 2215/40 20130101;
F25J 1/0228 20130101; F01K 25/005 20130101; F25J 1/004 20130101;
F25J 1/0284 20130101; Y02E 10/46 20130101; F25J 1/001 20130101;
C01B 2210/0082 20130101; F25J 2210/50 20130101; F25J 2290/42
20130101; Y02E 60/32 20130101; F25J 1/0072 20130101; F25J 2290/62
20130101; Y02E 60/327 20130101; C01B 13/0259 20130101; C01B
2210/0046 20130101; C01B 3/045 20130101; C01B 13/0248 20130101;
F25J 1/0017 20130101; C01B 3/001 20130101; Y02E 60/364 20130101;
Y02E 60/36 20130101; F25J 1/0208 20130101; F25J 3/04533 20130101;
F25J 1/0052 20130101 |
Class at
Publication: |
60/39.12 ; 123/3;
290/52 |
International
Class: |
F02C 7/22 20060101
F02C007/22; F02B 43/00 20060101 F02B043/00; F02C 6/00 20060101
F02C006/00 |
Claims
1. An engine comprising a mixture of hydrogen, as H.sub.2, and
oxygen, as O.sub.2, wherein temperature of combustion is at least
partially controlled with the addition of water to combustion, and
wherein at least one of: a) a generator turns due to the movement
of air or water, wherein the generator creates electrical energy,
wherein the electrical energy is at least partially utilized in the
producing hydrogen and oxygen from the electrolysis of water, and
wherein at least a portion of at least one of the hydrogen and of
the oxygen from the electrolysis of water is used in said mixture;
and b) a photovoltaic cell creates electrical energy, wherein the
electrical energy is at least partially used in the producing
hydrogen and oxygen from the electrolysis of water, and wherein at
least a portion of at least one of the hydrogen and of the oxygen
from the electrolysis of water is used in said mixture; and wherein
the engine creates rotating mechanical energy.
2. The engine of claim 1, wherein at least one of: c) at least a
portion of the steam produced by said engine turns a generator to
create electrical energy, and d) at least a portion of said
rotating mechanical energy turns a generator to create electrical
energy.
3. The engine of claim 2, wherein at least a portion of said
electrical energy is used in the electrolysis of water to hydrogen
and oxygen, and wherein at least a portion of at least one of the
hydrogen and of the oxygen is in said mixture.
4. The engine of claim 1, wherein at least a portion of the steam
produced by combustion is converted to hydrogen by the corrosion of
at least one metal, and wherein at least a portion of the hydrogen
is used in said mixture.
5. The engine of claim 4, wherein the conversion of said steam into
said hydrogen is increased by an electrical current in said
metal(s).
6. The engine of claim 1, further comprising at least one of:
cryogenic air separation, membrane air separation, and PSA air
separation, wherein said engine powers at least a portion of said
air separation.
7. The engine of claim 6, wherein the oxygen separated from air is
at least one of enriched oxygen, pure oxygen and very pure
oxygen.
8. The engine of claim 6, wherein at least a portion of the oxygen
separated from air is used in said mixture.
9. The engine of claim 1, wherein said water comprises at least one
selected from a list consisting of a: corrosion inhibitor, chelant,
dispersant and any combination therein.
10. The engine of claim 1, wherein said engine performs at least
one of: internal, turbine and heating combustion.
11. The engine of claim 1, wherein at least one of said oxygen and
of said hydrogen is stored in at least one of a cooled gas state
and a liquid state by liquefaction.
12. The engine of claim 11, wherein compressor(s) for at least one
of cooling and liquefaction of at least one of said oxygen and said
hydrogen is powered by at least one of said engine and a fuel
cell.
13. The engine of claim 12, wherein said fuel cell is powered by
said hydrogen and at least one of said oxygen and air.
14. The engine of claim 2, wherein said rotating mechanical energy
from said engine enters a transmission, wherein the transmission
engage in a manner that is inversely proportional to at least one
of the torque and work output of said engine, and wherein the
transmission output mechanical rotating energy turn a generator to
create electrical energy.
15. The engine of claim 14, wherein said transmission engage a
flywheel capable of storing rotational kinetic energy, wherein the
flywheel turns said generator.
16. The engine of claim 14, wherein at least a portion of said
electrical energy is used in the electrolysis of water to hydrogen
and oxygen.
17. The engine of claim 16, wherein at least of portion of at least
one of said hydrogen and of said oxygen is used in said
mixture.
18. The engine of claim 1, wherein a portion of at least one of
said hydrogen and of said oxygen is in the form of a gel comprising
frozen water.
19. The engine of claim 1, wherein said engine creates electrical
energy.
20. The engine of claim 1, wherein said engine is insulated.
Description
RELATED APPLICATION DATA
[0001] This application is a divisional application of Ser. No.
10/790,316 filed Mar. 1, 2004, which is a continuation of
PCT/US03/11250 filed Apr. 10, 2003. This application claims
priority of Ser. No. 10/790,316 filed Mar. 1, 2004; PCT/US03/11250
filed Apr. 10, 2003; PCT/US03/41719 field Dec. 11, 2003; U.S.
Provisional Patent Application Ser. No. 60/371,768 filed Apr. 11,
2002; U.S. Provisional Application Ser. No. 60/379,587 filed May
10, 2002; U.S. Provisional Patent Application Ser. No. 60/404,644
filed Aug. 19, 2002 and U.S. Provisional Application Ser. No.
60/447,880 filed Feb. 14, 2003.
BACKGROUND OF THE INVENTION
Field of the Invention
[0002] This invention relates to improved combustion methods,
processes, systems and apparatus, which provide environmentally
friendly combustion products, as well as to fuel and energy
management methods, processes, systems and apparatus for said
improved combustion methods, processes, systems and apparatus. The
combustion and/or fuel and/or energy management methods, processes,
systems or apparatus (Water Combustion Technology, WCT) is based
upon the chemistry of Water (H.sub.2O), incorporating Hydrogen
(H.sub.2) and Oxygen (O.sub.2) as fuel, as well as H.sub.2O and/or
air as at least one of a heat sink and/or a fuel source. The WCT
does not use a hydrocarbon as a fuel source, rather the WCT uses
H.sub.2 in combination preferably with O.sub.2 a secondarily with
air. The primary product of the combustion of H.sub.2 and O.sub.2
is H.sub.2O. Further, in many embodiments the WCT separates
H.sub.2O into H.sub.2 and O.sub.2, thereby making H.sub.2O an
efficient method of storing fuel.
[0003] As used herein, the term combustion can incorporate any
combustion method, system, process or apparatus, such a furnace, a
combustion engine, an internal combustion engine, a turbine or any
combustion system wherein mechanical, electrical or heat energy
(heat energy can include thrust energy) is created. The discovered
WCT contain embodiments wherein nitrogen (N.sub.2) or N.sub.2 and
Argon (Ar) is partially or totally removed from the fuel mixture to
improve the energy output of combustion and/or reduce the pollution
output of combustion.
[0004] The discovered WCT relate to improved methods, processes,
systems and apparatus for combustion that significantly improve the
thermodynamics of combustion, thereby significantly improving the
efficiency of combustion. Further, the discovered WCT relate to
improved methods, processes, systems and apparatus for combustion
wherein H.sub.2O is added to the fuel mixture to control the
combustion temperature, thereby utilizing H.sub.2O during
combustion as a heat sink. The WCT incorporate embodiments wherein
steam produced by combustion and/or the cooling of combustion: 1)
maintains the power output of combustion, 2) provides method(s) of
energy transfer and 3) provides an efficient method of energy
recycle. Steam presents a reusable energy source in the exhaust,
both from the available kinetic and the available heat energy, as
well as the conversion of said steam into H.sub.2 and/or
O.sub.2.
[0005] Incorporating H.sub.2O into the fuel mixture with the intent
of minimizing or excluding N.sub.2, or N.sub.2 and Ar from the fuel
mixture culminates in a fuel mixture that is/are at least one of:
O.sub.2, H.sub.2 and H.sub.2O; O.sub.2, H.sub.2, H.sub.2O and
N.sub.2; O.sub.2, H.sub.2, H.sub.2O, N.sub.2 and Ar; O.sub.2,
H.sub.2, H.sub.2O and air; H.sub.2, H.sub.2O and air; and H.sub.2
with excess air wherein said excess air is used to control
combustion temperature. As used herein, the fuel mixture in the WCT
is defined to incorporate either: O.sub.2 and H.sub.2; O.sub.2,
H.sub.2 and N.sub.2; O.sub.2, H.sub.2 and Ar; O.sub.2, H.sub.2 and
air; O.sub.2, H.sub.2 and H.sub.2O; O.sub.2, H.sub.2, H.sub.2O and
N.sub.2; H.sub.2, H.sub.2O, N.sub.2 and Ar; O.sub.2, H.sub.2,
H.sub.2O and air; H.sub.2, H.sub.2O and air; or H.sub.2 and excess
air.
[0006] The discovered WCT relate to methods, processes, systems and
apparatus of generating electricity. Four methods, processes,
systems and apparatus of generating electricity are discovered. The
first places a steam turbine in the exhaust of the combustion
engine, wherein said steam turbine is driven by said steam produced
in combustion; said steam turbine turning a generator (the term
generator is used herein to define either an alternator or a
dynamo), wherein at least a portion of said steam energy is
converted into said electrical energy. The second places a
generator on the mechanical energy output of a combustion engine,
wherein at least a portion of said mechanical energy is converted
by said generator into electrical energy. The third incorporates a
physical system of focusing air and/or water currents onto a
generator or dynamo, wherein said generator or dynamo is driven by
said moving air or water to generate electrical energy. The fourth
uses a photovoltaic cell to generate electrical energy.
[0007] It is discovered to use at least a portion of said
electrical energy for the electrolytic generation of H.sub.2O into
O.sub.2 and H.sub.2. If a dynamo is used, at least a portion of the
dynamo D/C current is used for electrolysis; if an alternator is
used an A/C to D/C converter preferably converts at least a portion
of the alternating current into direct current for electrolysis. It
is further discovered and preferred to utilize at least one of said
electrolysis generated O.sub.2 and/or H.sub.2 as fuel in the
WCT.
[0008] The discovered WCT further relate to methods, processes,
systems and apparatus for separating O.sub.2 from air. Three are
discovered. By the first, O.sub.2 is separated utilizing energy
available from said WCT to power a cryogenic distillation system,
wherein air is chilled and distilled into O.sub.2 and N.sub.2. By
the second, air is separated producing O.sub.2 utilizing membranes;
said membranes can be of either organic (polymer) construction or
of inorganic (ceramic) construction. By the third, air is separated
producing O.sub.2 utilizing Pressure Swing Adsorption (PSA). While
the separation of air into O.sub.2 and N.sub.2 can have many
degrees of separation efficiency, it is to be understood that the
term O.sub.2 as used herein is to mean at least enriched O.sub.2 ,
wherein the O.sub.2 concentration is at least 40 percent;
preferably pure O.sub.2 , wherein the O.sub.2 concentration is at
least 80 percent; and most preferably very pure O.sub.2, wherein
the O.sub.2 concentration is at least 90 percent.
[0009] The discovered WCT further relate to methods, processes,
systems and apparatus of metal catalysis, wherein said steam
produced in the WCT is converted into H.sub.2 and metal oxides, as
part of a catalyst system. It is further discovered and preferred
that at least a portion of said H.sub.2 be used as a fuel in the
WCT. As used herein, the term metal catalysis is to mean any metal
or combination of metals in the periodic table, wherein the metal
or combination of metals will convert the H.sub.2O within steam or
water vapor into the corresponding metal oxide(s) and H.sub.2.
BACKGROUND OF THE INVENTION
[0010] Mankind, has over the centuries, provided many forms of
energy and many forms of transportation. In the modern capitalistic
economy, the availability of energy is important to literally
"fuel" the economic engine, which heats homes, provides
electricity, powers lights, powers transportation and powers
manufacturing facilities, etc. The availability of energy is
especially important in the transportation of goods and people.
During the 19'th and 20'th centuries mankind developed fossil fuels
into reliable and inexpensive fuels for many uses including
transportation, powering factories, generating electricity and
generating heat. During the 20'th century, the use of fossil fuels
increased to such an extent as to cause the combustion products of
fossil fuels to be a major source of air and water pollution.
[0011] It must be understood and appreciated that most fossil fuel
combustion systems have an efficiency that is less than 40 percent
and that the internal combustion engine has an efficiency of less
than 20 percent. These very poor results are a direct consequence
of the thermodynamics of combustion. Current combustion systems
significantly increase entropy, releasing entropy as well as
enthalpy, to their surroundings. This is because it is very
difficult for fossil fuel combustion systems to manage temperature
without significant entropy and enthalpy losses to their
environment; these losses are exhibited as exhaust gases and heat
losses to the environment. In summary, the first and second laws of
thermodynamics are a liability to fossil fuel combustion
systems.
[0012] Hydrocarbon(s) have been used in combination with air as
fuel for combustion. The hydrocarbons utilized have been petroleum
distillates such as gasoline, diesel, fuel oil, jet fuel and
kerosene, or fermentation distillates such as methanol and ethanol,
or naturally occurring substances such as methane, ethane, propane,
butane, coal and wood. The combustion of fossil fuel(s) does not
work in concert with nature. The products of fossil fuels were
thought to work in concert with nature's oxygen-carbon cycle.
C.sub.nH.sub.2n+2+(1.5n+1/2)O.sub.2.fwdarw.nCO.sub.2+(n+1)H.sub.2O+Energ-
y
More specifically:
gasoline (n-Octane)
C.sub.8H.sub.18+12-1/2O.sub.2.fwdarw.8CO.sub.2+9H.sub.2O+1,300
kcal
natural gas (methane)
CH.sub.4+2O.sub.2.fwdarw.CO.sub.2+2H.sub.2O+213 kcal
Oxides of carbon (CO.sub.X, CO and/or CO.sub.2) are produced by the
combustion of fossil fuels.
This production in combination with significant deforestation has
left plant life incapable of converting enough of the manmade
CO.sub.2 back into O.sub.2. CO, an incomplete combustion
by-product, is toxic to all human, animal and plant life. Global
warming is a result of a buildup of CO.sub.X in the Earth's
atmosphere. The combustion of air also creates oxides of Nitrogen
(N), converting a portion of the N.sub.2 to NO.sub.X (NO, NO.sub.2
and/or NO.sub.3). NO.sub.X is toxic to all human, animal and plant
life. NO.sub.X is known to inhibit photosynthesis, which is
nature's biochemical pathway of converting CO.sub.2 back into
O.sub.2. The formation of NO.sub.X is endothermic, thereby
lessening combustion efficiency. Further, NO.sub.X reacts with
O.sub.2 in the atmosphere to produce ozone (O.sub.3). O.sub.3is
toxic to all human, animal and plant life. O.sub.3 should only
exist in higher levels of the atmosphere, wherein O.sub.3 is
naturally created from O.sub.2. In the higher levels of the
atmosphere O.sub.3protects all human, animal and plant life from
the harmful rays of the sun. Lastly, liquid and solid fossil fuels
naturally contain sulfur (S) as a contaminant. In combustion, S is
oxidized to SO.sub.X (SO.sub.2, SO.sub.3 and/or SO.sub.4). SO.sub.X
are toxic to all human, animal and plant life. CO.sub.X, NO.sub.X
and SO.sub.X react with water in the air to form acids of CO.sub.X,
NO.sub.X and/or SO.sub.X, which literally rain acids upon the
earth. In summary, CO.sub.X, NO.sub.X, SO.sub.X and O.sub.3 in the
air adversely affect the health of all human, animal and plant
life. An environmentally acceptable alternative to fossil fuels
would be a fuel system that does work in concert with nature. Such
a system would not produce CO.sub.X, NO.sub.X or SO.sub.X, and
thereby not generate O.sub.3.
[0013] There has been much done mechanically and chemically to
combat the environmental issues associated with hydrocarbon
combustion. As an example, industrial facilities are outfitted with
expensive scrubber systems whenever the politics demand the
installation and/or the business supports the installation. As
another example, the internal combustion engine has been enhanced
significantly to make the engine more fuel efficient and
environmentally friendly. Even with enhancement, the internal
combustion engine is only approximately 20 percent efficient and
the gas turbine/steam turbine system is only approximately 30 to 40
percent efficient. As depicted in FIG. 2, the internal combustion
engine looses as a percentage of available energy fuel value: 1)
approximately 35 percent in the exhaust, 2) approximately 35
percent in cooling, 3) approximately 9 percent in friction, and 4)
only 1 percent due to poor combustion performance, leaving the
engine approximately 20 percent efficient.
[0014] Hydrocarbon fuels have been modified with additives to
minimize the formation of either CO.sub.X or NO.sub.X. However,
with all of the scrubber modifications, engine modifications and
fuel modifications, the Earth is struggling to deal with manmade
pollutants that originate from hydrocarbon combustion systems. In
addition to the environmental issues, availability and
dependability of large quantities of petroleum hydrocarbons has
become a geopolitical issue.
[0015] There have been many previous attempts to produce a
combustion engine that would operate on air and H.sub.2. Those
attempts had as difficulties: the high temperature of combustion,
increased NO.sub.X formation at higher combustion temperatures,
storage capacity for large enough quantities of H.sub.2 and cost of
operation. Jet propulsion applications had as difficulties: high
combustion temperatures, lack of available thrust and a lower
altitude propulsion limit than kerosene. As compared to
hydrocarbons, the combustion of H.sub.2 occurs with H.sub.2 having
three times the available combustion energy per pound; in addition
H.sub.2 is much less dense than hydrocarbons, this density
difference is significant in both in the available gas and in the
cryogenically stored liquid form. H.sub.2 is a gas at atmospheric
pressure. H.sub.2 is not a liquid until the temperature is lowered
to near -430.degree. F.; therefore, storage equipment for H.sub.2
need to either be able to withstand high pressure, cryogenic
temperatures or both. Such storage equipment for large volumes of
H.sub.2 becomes economically impractical.
[0016] Historically and currently it has been believed that the
electric motor is the solution to finding an environmentally
friendly energy source. However, this concept has deficiencies in
that the electrical energy required to power an electric motor must
be created and stored. Electrical energy is created with either: 1)
hydrocarbon combustion/steam generation processes, 2) photovoltaic
generation processes, 3) water driven generation processes, 4)
windmill driven generation processes or 5) nuclear generation/steam
driven generation processes. While the photovoltaic process is
environmentally friendly, the photovoltaic process is not reliable
or effective enough in many applications to replace the combustion
engine. While the water driven (water wheel) generation process is
environmentally friendly, the water driven generation process is a
geographically limited energy source. While the windmill driven
generation process is environmentally friendly, wind is a limited
non-reliable resource. While the nuclear generation/steam driven
generation process is environmentally friendly, concerns over the
safety of such installations have limited applications.
[0017] Commercialization of the electric car has been limited due
to electrical energy cost and the electrical energy mass storage
requirement being so massive that under the best of circumstances
the electric car must be limited to short distances or supplemented
with an internal combustion engine.
[0018] Previous and current attempts to produce a fuel cell that
would operate on H.sub.2 and air, as well as hydrocarbons and air
are showing promising results. However, the capital investment to
power output ratio for fuel cells is 400 to 500 percent of that
same investment for traditional combustion systems. Also, the
required maintenance of fuel cells increases the cost of operation.
In addition, fuel cells require Platinum; there is not enough
Platinum in the Earth's crust for one year's automotive production,
much less enough for the energy needs of the world. Lastly, in
transportation the fuel cell does not have the same "feel" as the
internal combustion engine, which may lead to acceptance
challenges. Previous attempts to replace or reduce the power of the
internal combustion engine have failed due to market acceptance.
Auto enthusiasts have come to enjoy and expect the "feel" and power
of the internal combustion engine.
[0019] Previous work to develop a combustion engine that would
operate on fuel(s) other than hydrocarbon(s) can be referenced in
U.S. Pat. No. 3,884,262, U.S. Pat. No. 3,982,878, U.S. Pat. No.
4,167,919, U.S. Pat. No. 4,308,844, U.S. Pat. No. 4,599,865 U.S.
Pat. No. 5,775,091, U.S. Pat. No. 5,293,857, U.S. Pat. No.
5,782,081, U.S. Pat. No. 5,775,091 and U.S. Pat. No. 6,290,184. The
closest work is U.S. Pat. No. 6,289,666 B1. While each of these
patents present improvements in combustion technology, each leaves
issues that have left the commercialization of such a combustion
engine impractical.
[0020] While there are many methods to prepare O.sub.2, the
separation of air into its component gases is industrially
performed by three methods: cryogenic distillation, membrane
separation and PSA.
[0021] There are many methods and processes utilized for cryogenic
refrigeration, which is a component of cryogenic distillation. A
good reference of cryogenic refrigeration methods and processes
known in the art would be "Cryogenic Engineering," written by
Thomas M. Flynn and printed by Dekker. As written by Flynn,
cryogenic refrigeration and liquefaction are the same processes,
except liquefaction takes off a portion of the refrigerated liquid
which must be made up, wherein refrigeration all of the liquid is
recycled. All of the methods and processes of refrigeration and
liquefaction are based upon the same basic refrigeration
principals, as depicted in Flow Diagram 1.
[0022] As written by Flynn, there are many ways to combine the few
components of work (compression), rejecting heat, expansion and
absorbing heat. There exist in the art many methods and processes
of cryogenic refrigeration, all of which can be adapted for
cryogenic liquefaction. A listing of those refrigeration cycles
would include: Joule Thompson, Stirling, Brayton, Claude, Linde,
Hampson, Postle, Ericsson, Gifford-McMahon and Vuilleumier. As
written by Flynn, "There are as many ways to combine these few
components as there are engineers to combine them." (It is
important to note, as is known in the art, that H.sub.2 has a
negative Joule-Thompson coefficient until temperatures of
approximately 350 R are obtained.)
[0023] Conventional cryogenic air distillation processes that
separate air into O.sub.2, Ar and N.sub.2 are commonly based on a
dual pressure cycle. Air is first compressed and subsequently
cooled. Cooling may be accomplished by one of four methods:
1--Vaporization of a liquid, 2--The Joule Thompson Effect (which
performs best when augmented with method 3), 3--Counter-current
heat exchange with previously cooled warming product streams or
with externally cooled warming product streams and 4--The expansion
of a gas in an engine doing external work. The cooled and
compressed air is usually introduced into two fractionating zones.
The first fractionating zone is thermally linked with a second
fractionating zone which is at a lower pressure. The two zones are
thermally linked such that a condenser of the first zone reboils
the second zone. The air undergoes a partial distillation in the
first zone producing a substantially pure N.sub.2 fraction and a
liquid fraction that is enriched in O.sub.2. The enriched O.sub.2
fraction is an intermediate feed to the second fractionating zone.
The substantially pure liquid N.sub.2 from the first fractionating
zone is used as reflux at the top of the second fractionating zone.
In the second fractionating zone separation is completed, producing
substantially pure O.sub.2 from the bottom of the zone and
substantially pure N.sub.2 from the top. When Ar is produced in the
conventional process, a third fractionating zone is employed. The
feed to this zone is a vapor fraction enriched in Ar which is
withdrawn from an intermediate point in the second fractionating
zone. The pressure of this third zone is of the same order as that
of the second zone. In the third fractionating zone, the feed is
rectified into an Ar rich stream which is withdrawn from the top,
and a liquid stream which is withdrawn from the bottom of the third
fractionating zone and introduced to the second fractionating zone
at an intermediate point. Reflux for the third fractionating zone
is provided by a condenser which is located at the top. In this
condenser, Ar enriched vapor is condensed by heat exchange from
another stream, which is typically the enriched O.sub.2 fraction
from the first fractionating zone. The enriched O.sub.2 stream then
enters the second fractionating zone in a partially vaporized state
at an intermediate point, above the point where the feed to third
fractionating zone is withdrawn.
[0024] The distillation of air, a ternary mixture, into N.sub.2,
O.sub.2 and Ar may be viewed as two binary distillations. One
binary distillation is the separation of the high boiling point
O.sub.2 from the intermediate boiling point Ar. The other binary
distillation is the separation of the intermediate boiling point Ar
from the low boiling point N.sub.2. Of these two binary
distillations, the former is more difficult, requiring more reflux
and/or theoretical trays than the latter. Ar--O.sub.2 separation is
the primary function of third fractionating zone and the bottom
section of the second fractionating zone below the point where the
feed to the third zone is withdrawn. N.sub.2--Ar separation is the
primary function of the upper section of the second fractionating
zone above the point where the feed to the third fractionating zone
is withdrawn.
[0025] The ease of distillation is also a function of pressure.
Both binary separations become more difficult at higher pressure.
This fact dictates that for the conventional arrangement the
optimal operating pressure of the second and third fractionating
zones is at or near the minimal pressure of one atmosphere. For the
conventional arrangement, product recoveries decrease substantially
as the operating pressure is increased above one atmosphere mainly
due to the increasing difficulty of the Ar--O.sub.2 separation.
There are other considerations, however, which make elevated
pressure processing attractive. Distillation column diameters and
heat exchanger cross sectional areas can be decreased due to
increased vapor density. Elevated pressure products can provide
substantial compression equipment capital cost savings. In some
cases, integration of the air separation process with a power
generating gas turbine is desired. In these cases, elevated
pressure operation of the air separation process is required. The
air feed to the first fractionating zone is at an elevated pressure
of approximately 10 to 20 atmospheres absolute. This causes the
operating pressure of the second and third fractionating zones to
be approximately 3 to 6 atmospheres absolute. Operation of the
conventional arrangement at these pressures results in very poor
product recoveries due to the previously described effect of
pressure on the ease of separation.
[0026] As used herein: the term "indirect heat exchange" means the
bringing of two fluid streams into heat exchange relation without
any physical contact or intermixing of the fluids with each other,
the term "air" means a mixture comprising primarily N.sub.2,
O.sub.2 and Ar; the terms "upper portion" and "lower portion" mean
those sections of a column respectively above and below the
midpoint of the column; the term "tray" means a contacting stage,
which is not necessarily an equilibrium stage, and may mean other
contacting apparatus such as packing having a separation capability
equivalent to one tray; the term "equilibrium stage" means a
vapor-liquid contacting stage whereby the vapor and liquid leaving
the stage are in mass transfer equilibrium, e.g. a tray having 100
percent efficiency or a packing element height equivalent to one
theoretical plate (HETP); the term "top condenser" means a heat
exchange device which generates column downflow liquid from column
top vapor; the term "bottom reboiler" means a heat exchange device
which generates column upflow vapor from column bottom liquid. (A
bottom reboiler may be physically within or outside a column. When
the bottom reboiler is within a column, the bottom reboiler
encompasses the portion of the column below the lowermost tray or
equilibrium stage of the column.)
[0027] While it is well known in the chemical industry that the
cryogenic distillation of air into O.sub.2 and N.sub.2 is the most
economical pathway to produce these elemental diatomic gases, it
has not been proposed to utilize this industrial process to either:
distill H.sub.2 along with O.sub.2 and N.sub.2, fuel the combustion
of O.sub.2 with H.sub.2 with O.sub.2 from cryogenic distillation
and/or utilize the energy of the combustion of O.sub.2 with H.sub.2
to power the cryogenic distillation of air. Previous work performed
to separate air into its components can be referenced in U.S. Pat.
No. 4,112,875; U.S. Pat. No. 5,245,832; U.S. Pat. No. 5,976,273;
U.S. Pat. No. 6,048,509; U.S. Pat. No. 6,082,136; U.S. Pat. No.
6,298,668 and U.S. Pat. No. 6,333,445.
[0028] It is also well known in many industries to separate air
with membranes. Two general types of membranes are known in the
art: organic polymer membranes and inorganic membranes. These
membrane separation processes are improved by setting up an
electric potential across a membrane that has been designed to be
electrically conductive. While many of these processes are well
known and established, it has not been proposed to utilize either
of these processes to fuel the combustion of O.sub.2 with H.sub.2
or to utilize the energy of the combustion of O.sub.2 with H.sub.2
to power the membrane separation of air. Previous work performed to
separate air into its components with membranes can be referenced
in U.S. Pat. No. 5,599,383; U.S. Pat. No. 5,820,654; U.S. Pat. No.
6,277,483; U.S. Pat. No. 6,289,884; U.S. Pat. No. 6,298,664; U.S.
Pat. No. 6,315,814; U.S. Pat. No. 6,321,915; U.S. Pat. No.
6,325,218; U.S. Pat. No. 6,340,381; U.S. Pat. No. 6,357,601; U.S.
Pat. No. 6,360,524; U.S. Pat. No. 6,361,582; U.S. Pat. No.
6,361,583 and U.S. Pat. No. 6,372,020.
[0029] It is also known to separate air into O.sub.2 and N.sub.2
with PSA. However, it has not been proposed to utilize PSA to fuel
the combustion of O.sub.2 with H.sub.2 or to utilize the energy of
the combustion of O.sub.2 with H.sub.2 to power PSA separation of
air. Previous work performed to separate air into its components
with PSA can be referenced in U.S. Pat. No. 3,140,931; U.S. Pat.
No. 3,140,932; U.S. Pat. No. 3,140,933; U.S. Pat. No. 3,313,091;
U.S. Pat. No. 4,481,018; U.S. Pat. No. 4,557,736; U.S. Pat. No.
4,859,217; U.S. Pat. No. 5,464,467; U.S. Pat. No. 6,183,709 and
U.S. Pat. No. 6,284,201.
[0030] The discovered WCT relate to chemical methods, processes,
systems and apparatus for producing H.sub.2 from steam, since steam
is the physical state of the water product from the WCT. Previous
work in this field has focused on refinery or power plant exhaust
gases; none of that work discusses the separation of H.sub.2O back
into H.sub.2. Previous work performed to utilize the products of
hydrocarbon combustion from an internal combustion engine can be
referenced in U.S. Pat. No. 4,003,343. Previous work in corrosion
is in the direction of preventing corrosion instead of encouraging
corrosion, yet can be referenced in U.S. Pat. No. 6,315,876, U.S.
Pat. No. 6,320,395, U.S. Pat. No. 6,331,243, U.S. Pat. No.
6,346,188, U.S. Pat. No. 6,348,143 and U.S. Pat. No. 6,358,397.
[0031] The discovered WCT relate to electrolytic methods,
processes, systems and apparatus to electro-chemically convert
H.sub.2O into O.sub.2 and H.sub.2. While there have been
improvements in the technology of electrolysis and there have been
many attempts to incorporate electrolysis with a combustion engine,
wherein the hydrocarbon fuel is supplemented by H.sub.2 produced by
electrolysis, there has been no work with electrolysis to fuel a
combustion engine wherein electrolysis is a significant source of
O.sub.2 and H.sub.2. Previous work in electrolysis as electrolysis
relate to combustion systems can be referenced in U.S. Pat. No.
6,336,430, U.S. Pat. No. 6,338,786, U.S. Pat. No. 6,361,893, U.S.
Pat. No. 6,365,026, U.S. Pat. No. 6,635,032 and U.S. Pat. No.
4,003,035.
[0032] The discovered WCT relate to the production of electricity.
The mechanical energy for a mechanically driven electrical
generation device, which can be a generator or an alternator, is
produced by the fuel(s) of the WCT. In addition, the steam energy
for a steam driven generator is produced by the fuel(s) of the WCT;
the WCT Engine exhaust steam energy may drive a steam turbine,
thereby driving a generator creating an electrical current.
Further, said exhaust gas, H.sub.2O, minimizes environmental
equipment. The discovered WCT presents a combustion turbine,
wherein the exhaust gas is at least primarily if not totally
H.sub.2O or H.sub.2O and air. While there has been much work in the
design of steam turbines, in all cases the steam for the steam
turbine is generated by heat transfer, wherein said heat for heat
transfer is created by nuclear fission or hydrocarbon combustion.
The concept of utilizing a steam turbine in the direct exhaust of a
combustion engine or to recycle energy within a combustion engine,
especially to create electricity for the electrolytic conversion of
H.sub.2O into O.sub.2 and H.sub.2 is new and novel. Previous work
in steam turbine generation technology or engine exhaust turbine
technology can be referenced in: U.S. Pat. No. 6,100,600, U.S. Pat.
No. 6,305,901, U.S. Pat. No. 6,332,754, U.S. Pat. No. 6,341,941,
U.S. Pat. No. 6,345,952, U.S. Pat. No. 4,003,035, U.S. Pat. No.
6,298,651, U.S. Pat. No. 6,354,798, U.S. Pat. No. 6,357,235, U.S.
Pat. No. 6,358,004 and U.S. Pat. No. 6,363,710, the closest being
U.S. Pat. No. 4,094,148 and U.S. Pat. No. 6,286,315 B1.
[0033] The discovered WCT relate to air and water driven turbine
technologies to create electricity. Air or water driven turbine
electrical generation technology would be applicable to combustion
system(s) utilizing the discovered WCT, wherein: there is a
reliable source of moving air and/or water. While a moving source
of air or a moving source of water may be an excellent source of
electrical power generation to fuel the electrolysis of H.sub.2O,
the concept of either: the use of said electrolysis to fuel the
discovered WCT or of a windmill or waterwheel to power said
electrolysis in order to fuel the discovered WCT is novel. Previous
work in wind driven generator technology can be referenced in U.S.
Pat. No. 3,995,972, U.S. Pat. No. 4,024,409, U.S. Pat. No.
5,709,419, U.S. Pat. No. 6,132,172, U.S. Pat. No. 6,153,944, U.S.
Pat. No. 6,224,338, U.S. Pat. No. 6,232,673, U.S. Pat. No.
6,239,506, U.S. Pat. No. 6,247,897, U.S. Pat. No. 6,270,308, U.S.
Pat. No. 6,273,680, U.S. Pat. No. 293,835, is U.S. Pat. No.
294,844, U.S. Pat. No. 6,302,652, U.S. Pat. No. 6,323,572, and U.S.
Pat. No. 6,635,981.
[0034] The discovered WCT relate to photovoltaic methods,
processes, systems and apparatus to create electricity, wherein
said electricity is used to create at least one of H.sub.2 and
O.sub.2, wherein said H.sub.2 and/or said O.sub.2 is used as a fuel
in said WCT. There are many methods, processes, systems and
apparatus for the photovoltaic production of electricity, as is
known in the art. There are many methods, systems and processes
wherein a photovoltaic cell is used to create electricity for the
electrolytic separation of H.sub.2O into H.sub.2 and O.sub.2,
wherein the H.sub.2 is used in a fuel cell. Previous work in
photovoltaic cells in relation to the production of H.sub.2 can be
referenced in: U.S. Pat. No. 5,797,997, U.S. Pat. No. 5,900,330,
U.S. Pat. No. 5,986,206, U.S. Pat. No. 6,075,203, U.S. Pat. No.
6,128,903, U.S. Pat. No. 6,166,397, U.S. Pat. No. 6,172,296, U.S.
Pat. No. 6,211,643, U.S. Pat. No. 6,214,636, U.S. Pat. No.
6,279,321, U.S. Pat. No. 6,372,978, U.S. Pat. No. 6,459,231, U.S.
Pat. No. 6,471,834, U.S. Pat. No. 6,489, 553, U.S. Pat. No.
6,503,648, U.S. Pat. No. 6,508,929, U.S. Pat. No. 6,515,219 and
U.S. Pat. No. 6,515,283. None of the previous work describes or
suggests the use of a photovoltaic cell in combination with said
WCT.
[0035] The discovered WCT relate to methods of controlling
corrosion, scale and deposition in water applications. U.S. Pat.
No. 4,209,398 issued to Ii, et al., on Jun. 24, 1980 presents a
process for treating water to inhibit formation of scale and
deposits on surfaces in contact with the water and to minimize
corrosion of the surfaces. The process comprises mixing in the
water an effective amount of water soluble polymer containing a
structural unit that is derived from a monomer having an
ethylenically unsaturated bond and having one or more carboxyl
radicals, at least a part of said carboxyl radicals being modified,
and one or more corrosion inhibitor compounds selected from the
group consisting of inorganic phosphoric acids and water soluble
salts therefore, phosphonic acids and water soluble salts thereof,
organic phosphoric acids and water soluble salts thereof, organic
phosphoric acid esters and water-soluble salts thereof and
polyvalent metal salts, capable of being dissociated to polyvalent
metal ions in water. The Ii patent does not discuss or present
systems of electrolysis or of combustion.
[0036] U.S. Pat. No. 4,442,009 issued to O'Leary, et al., on Apr.
10, 1984 presents a method for controlling scale formed from water
soluble calcium, magnesium and iron impurities contained in boiler
water. The method comprises adding to the water a chelant and water
soluble salts thereof, a water soluble phosphate salt and a water
soluble poly methacrylic acid or water soluble salt thereof The
O'Leary patent does not discuss or present systems of electrolysis
or of combustion.
[0037] U.S. Pat. No. 4,631,131 issued to Cuisia, et al., on Dec.
23, 1986 presents a method for inhibiting formation of scale in an
aqueous steam generating boiler system. Said method comprises a
chemical treatment consisting essentially of adding to the water in
the boiler system scale-inhibiting amounts of a composition
comprising a copolymer of maleic acid and alkyl sulfonic acid or a
water soluble salt thereof, hydroxyl ethylidenel, 1-diphosphic acid
or a water soluble salt thereof and a water soluble sodium
phosphate hardness precipitating agent. The Cuisia patent does not
discuss or present systems of electrolysis or of combustion.
[0038] U.S. Pat. No. 4,640,793 issued to Persinski, et al., on Feb.
3, 1987 presents an admixture, and its use in inhibiting scale and
corrosion in aqueous systems, comprising: (a) a water soluble
polymer having a weight average molecular weight of less than
25,000 comprising an unsaturated carboxylic acid and an unsaturated
sulfonic acid, or their salts, having a ratio of 1:20 to 20:1, and
(b) at least one compound selected from the group consisting of
water soluble polycarboxylates, phosphonates, phosphates,
polyphosphates, metal salts and sulfonates. The Persinski patent
presents chemical combinations which prevent scale and corrosion;
however, the Persinski patent does not address electrolysis or
combustion.
SUMMARY OF THE INVENTION
[0039] A primary object of the invention is to devise
environmentally friendly, effective, efficient and economically
feasible combustion methods, processes, systems and apparatus.
[0040] Another object of the invention is to devise environmentally
friendly, effective, efficient and economically feasible combustion
methods, processes, systems and apparatus for an internal
combustion engine.
[0041] Another object of the invention is to devise environmentally
friendly, effective, efficient and economically feasible combustion
methods, processes, systems and apparatus for electrical energy
generation.
[0042] Another object of the invention is to devise environmentally
friendly, effective, efficient and economically feasible combustion
methods, processes, systems and apparatus for jet propulsion.
[0043] Another object of the invention is to devise effective,
efficient and economically feasible combustion methods, processes,
systems and apparatus that do not produce oxides of carbon.
[0044] Another object of the invention is to devise effective,
efficient and economically feasible combustion methods, processes,
systems and apparatus that minimize the production of oxides of
nitrogen.
[0045] Another object of the invention is to devise effective,
efficient and economically feasible fuel system for an
environmentally friendly, effective and efficient combustion
methods, processes, systems and apparatus.
[0046] Another object of the invention is to devise effective,
efficient and economically feasible fuel methods, processes,
systems and apparatus for environmentally friendly, effective and
efficient internal combustion engines.
[0047] Another object of the invention is to devise effective,
efficient and economically feasible fuel methods, processes,
systems and apparatus for environmentally friendly, effective and
efficient electricity production.
[0048] Another object of the invention is to devise effective,
efficient and economically feasible fuel methods, processes,
systems and apparatus for environmentally friendly, effective and
efficient heat generation.
[0049] Another object of the invention is to devise effective,
efficient and economically feasible combustion methods, processes,
systems and apparatus that includes hydrogen and oxygen or hydrogen
and air or hydrogen and oxygen and air, wherein the temperature of
combustion is controlled so that economical materials of
construction for a combustion engine can be used.
[0050] Another object of the invention is to devise effective,
efficient and economically feasible methods, processes, systems and
apparatus of increasing the efficiency of combustion.
[0051] Another object of the invention is to devise effective,
efficient and economically feasible electrolytic methods,
processes, systems and apparatus to convert water into oxygen
and/or hydrogen utilizing the energy available from combustion.
[0052] Another object of the invention is to devise effective,
efficient and economically feasible catalytic methods, processes,
systems and apparatus for the conversion of stream into hydrogen,
wherein the steam is produced by a combustion engine that is fueled
by at least one of: oxygen, hydrogen and water; oxygen, hydrogen,
water and nitrogen; oxygen, hydrogen, water and air; hydrogen,
water and air.
[0053] Additional objects and advantages of the invention will be
set forth in part in a description which follows and in part will
be obvious from the description, or may be learned by practice of
the invention.
[0054] An improved environmentally friendly process to create
energy over that of the combustion of fossil fuels would be a
process that does not produce a product of which the earth would
have to naturally remove or convert. H.sub.2O is a product which
could perform such a task. The Earth is covered mostly by water.
Water is made by the combustion of O.sub.2 and H.sub.2. Further,
known methods to produce O.sub.2 are by: liquefaction (cryogenic
distillation) of air; membrane separation of air, Pressure Swing
Adsorption (PSA) of air and electrolysis of H.sub.2O. All of these
processes are friendly to the environment. In addition, H.sub.2 is
the most abundant element in the universe existing in nearly all
compounds and compositions. Modifying our alcohol, oil, coal and
gas refineries to produce H.sub.2 would stimulate economic
expansion, while focusing the responsibility of air pollution into
a refining environment, wherein that responsibility can be
managed.
[0055] The discovered WCT manage energy much more efficiently than
that of the traditional combustion engine, as the traditional
combustion engine relates to transportation, electricity generation
and heat generation applications. This is especially the case with
respect to the internal combustion engine. The internal combustion
engine, as well as combustion engines generally, loose
approximately 60 to 85 percent of their combustion energy in: heat
losses from the engine, engine exhaust gases and unused mechanical
energy. It is discovered in that this invention recaptures
significant energy losses by converting lost energy into potential
and into internal energy. This discovery directly follows the first
and the second laws of thermodynamics. In one application, an
internal combustion engine, exhaust energy is converted into
chemical potential energy.
[0056] The discovered WCT utilize the energy of combustion of
O.sub.2 with H.sub.2 as the energy source for combustion methods,
processes, systems and apparatus to create energy. The combustion
product of O.sub.2 and H.sub.2 is H.sub.2O. This combustion
reaction is somewhat similar to that of hydrocarbon combustion;
however, carbon is removed from the reaction and N.sub.2 is
partially or totally removed from the reaction. In summary, WCT
eliminates environmental issues associated with the combustion of
C, N and/or S.
2H.sub.2+O.sub.2.fwdarw.2H.sub.2O+137 kcal
At 68.5 kcal/mole, H.sub.2 has an energy value of 34 kcal per
pound; this compares favorably to n-Octane which is 1300
kcal/mole=11 kcal per pound and methane which is 213 kcal/mole=13
kcal per pound.
[0057] While H.sub.2O is an environmentally friendly combustion
product, the combustion temperature of O.sub.2 with H.sub.2 is too
high for most combustion materials. And, especially in the case of
the internal combustion engine, the implementation of any new
combustion system would be significantly facilitated through the
use of traditional materials of construction, so as to minimize the
cost of engine construction. H.sub.2O is preferably used to control
the combustion temperature of O.sub.2 with H.sub.2. Said H.sub.2O
can be in one of three forms: a solid (ice particles), a liquid
(water vapor) and a gas (steam). If H.sub.2O is in the form of a
solid, the combustion temperature will be controlled by: the heat
capacity of solid H.sub.2O, the sublimation energy of H.sub.2O, the
heat capacity of liquid H.sub.2O, the latent heat of vaporization
of H.sub.2O and the heat capacity of steam. If H.sub.2O is in the
form of a liquid, the combustion temperature will be controlled by:
the heat capacity of liquid H.sub.2O, the latent heat of
vaporization of H.sub.2O and the heat capacity of steam. If the
H.sub.2O is a gas, the temperature will be controlled by the heat
capacity of steam.
[0058] Air has traditionally been used as the combustion oxidant
(O.sub.2 in air). The combustion of O.sub.2 with H.sub.2, without
the inclusion of N.sub.2 and/or Ar or with a minimal inclusion of
N.sub.2 and/or Ar from air, improves internal combustion energy
output by over 300 percent. This aspect of the instant invention
can be readily seen by comparing a combustion system which utilizes
air for the oxidant, wherein air is approximately only 20 percent
O.sub.2 and 78 percent N.sub.2, and a combustion system which
utilizes very pure O.sub.2 as the oxidant. Nitrogen reduces the
combustion temperature while endothermically producing NO.sub.X,
thereby creating pollution while reducing engine efficiency. Since
air is approximately 78 percent N.sub.2, nearly 78 percent of the
combustion mixture in a traditional combustion engine provides no
energy during combustion, and in actuality, reduces the energy
output of combustion. While the N.sub.2 in air can keep the
combustion temperature down, thereby producing exhaust gas
temperatures approximately near or below 1000.degree. F., so that
the combustion temperature is not harmful to traditional materials
of engine construction, the addition of H.sub.2O to an
O.sub.2/H.sub.2 fuel mixture approaches isothermal combustion
producing steam while cooling the temperature of combustion,
thereby converting combustion heat energy into an energy form that
is easily utilized and/or recycled. The inclusion of N.sub.2 does
not provide the ability of energy recycle. The same discussion
applies to Ar.
[0059] As is readily understood in combustion science, there are
three components required for combustion to commence: fuel, heat
and ignition. Assuming a constant source of fuel (H.sub.2 and
O.sub.2) and ignition, the addition of H.sub.2O to the combustion
mixture presents a method and process to: limit the combustion
temperature, minimize NO.sub.X formation, and minimize the cost of
materials of construction for the combustion engine, as well as
maintain a high enough combustion temperature so that combustion
may commence. The addition of H.sub.2O to the combustion chamber
can be managed to maintain combustion, as well as control the
temperature of combustion. Varying engine configurations,
combustion chamber designs and materials of construction will
determine the limits of H.sub.2O addition to the combustion chamber
within the limits of fuel mixture and combustion temperature.
Varying engine configurations, combustion chamber designs and
materials of construction will determine the limits of H.sub.2O
addition to the combustion chamber within the limits of fuel
mixture and combustion temperature. The addition of excess air to
the combustion chamber can be managed to maintain combustion, as
well as control the temperature of combustion. This concept is
especially practical in jet propulsion applications.
[0060] H.sub.2O is discovered in this invention as a coolant and as
a fuel, as well as a combustion product. H.sub.2O is presented in
novel energy recycle methods, processes, systems and apparatus to
improve the efficiency of combustion by utilizing water as a
combustion product, an energy conduit, a combustion coolant and an
energy storage medium. The discovered WCT presents H.sub.2O as at
least one of: an energy storage medium, a combustion product, a
coolant and an energy transfer conduit and/or any combination
therein. The importance of this aspect of the invention can be
appreciated by thermodynamic principals. By the first law of
thermodynamics, heat added to the system plus work done on the
system equals changes in internal energy plus changes in potential
and kinetic energy. The recycling of otherwise lost energy
increases both internal and potential energy, thereby increasing
efficiency of the combustion systems. By the second law of
thermodynamics: changes in internal energy equal changes in entropy
(at a specific temperature) minus work performed by the system.
Since the WCT significantly reduces changes in entropy by focusing
otherwise lost entropy and enthalpy into an exhaust
enthalpy/entropy which can be recycled into internal and potential
energy, the WCT significantly increases internal and potential
energy, thereby significantly increasing efficiency. The WCT uses
the first and second laws of thermodynamics as an asset. In
contrast, hydrocarbon combustion technologies have the first and
second laws of thermodynamics as a liability. Further, the use of
H.sub.2O in the combustion chamber theoretically approaches
isothermal combustion.
[0061] It has been learned in the industry that frozen crystals of
methane in a H.sub.2 gas allow the H.sub.2 to form a gel of H.sub.2
and methane. Such gel compositions are easier to handle than their
cryogenically stored H.sub.2. It is an embodiment of the WCT to
store at least one of H.sub.2 and O.sub.2 as a gel wherein the gel
contains frozen water crystals, thereby improving the storage
characteristics of said H.sub.2 or O.sub.2.
[0062] The WCT utilizes electrochemical pathways to convert
H.sub.2O into O.sub.2 and H.sub.2, wherein the electrical energy
for these pathways is obtained from at least one of: cooling the
engine, exhaust gas energy, combustion output mechanical energy,
photovoltaic energy and the energy of air or water motion. Given
that the efficiency of most combustion engines (especially the
internal combustion engine) is only approximately 20 percent, the
discovered WCT can significantly increase the combustion
efficiency. Assuming that the available H.sub.2 fuel has a
conversion efficiency near that of its hydrocarbon predecessors,
thereby presenting a source value of 100 percent for fresh H.sub.2
and that the separation of air into O.sub.2, N.sub.2 and Ar has an
efficiency of conservatively near 20 percent, WCT methods,
processes, systems and apparatus have the capability to increase
the efficiency of a turbine combustion engine to near 40 to 70
percent and the efficiency of the internal combustion engine to
near approximately 60 to 70 percent. It is theorized that the
combustion efficiency can be increased further, depending on the
separation efficiency of air into O.sub.2, N.sub.2 and Ar, the
conversion efficiency of steam into electricity and in most
applications the conversion efficiency of electricity into H.sub.2
and O.sub.2. It is discovered that the theoretical limit of
efficiency for the discovered WCT is approximately limited to the
efficiency limit in the conversion of steam, mechanical,
photovoltaic, wind and waterwheel energy to electricity in
combination with the efficiency limit of electrolysis to convert
H.sub.2O into H.sub.2 and O.sub.2 minus friction losses. This
theoretical limit presents that the theoretical efficiency limit of
the methods, processes, systems and apparatus of the WCT is near
approximately 70-90 percent. (There is an interesting situation,
wherein the engine is not running and a photovoltaic cell increases
the potential energy by creating fuel from water. Under this
scenario the engine actually increases its fuel without using any
fuel, wherein the efficiency is infinate.)
[0063] The discovered WCT present methods, processes, systems and
apparatus for separating O.sub.2 and N.sub.2 from air in
combination with the combustion of O.sub.2 with H.sub.2. There are
three methods of separation. By the first method, air is separated
utilizing the cryogenic distillation process, which is used to
pressure, chill and distill the air, separating air into O.sub.2
and N.sub.2. By the second method, air is separated utilizing
membranes; the membranes can be of either organic polymer
construction or of inorganic construction. By the third method, air
is separated by utilizing Pressure Swing Adsorption (PSA).
Utilizing PSA it is preferred that O.sub.2 be absorbed; however, it
is practical that N.sub.2 be absorbed. The separated O.sub.2,
produced by at least one of these methods, is preferably used as a
fuel in the combustion systems.
[0064] Cryogenic Distillation--In the chemical industry, cryogenic
distillation of air into O.sub.2 and N.sub.2 is a common pathway to
produce these elemental diatomic gases. However, it has not been
proposed previously and it is novel to utilize this process: in
combination with H.sub.2 distillation, to fuel the combustion of
O.sub.2 with H.sub.2 and/or to utilize the energy of the combustion
of O.sub.2 with H.sub.2 to power the cryogenic distillation of air.
In addition, nearly all industrial processes for the separation of
air into O.sub.2 and N.sub.2 utilize N.sub.2 or N.sub.2 and Ar as
industrial products. In the case of the discovered WCT, the primary
use of distilled N.sub.2 and/or Ar would be as a heat sink. This
heat sink is preferably utilized to perform at least one of: cool
the storage of O.sub.2 or of H.sub.2, facilitate cryogenic
distillation, cool the combustion engine and/or provide
refrigeration and/or provide environmental cooling. In the case of
the internal combustion engine, this heat sink is preferably used
in place of the engine water coolant cooling system (typically a
fan cooled radiator) and/or the compressor for the passenger
cooling (air conditioning) system. The distillation of Ar is
immaterial except as a combustion efficiency improvement; the
additional fractionating column to separate Ar should be viewed on
a capital investment--efficiency rate of return analysis.
[0065] Membrane Separation--Membrane separation is much simpler
than cryogenic distillation;
[0066] however, nitrogen is not available as a heat sink. By
utilizing the membrane separation process, separate cooling systems
will need to potentially be available for the engine and for any
passenger or environmental cooling.
[0067] PSA--PSA separation is simpler than cryogenic processes yet
more complicated than membrane separation. PSA has the same
drawback as membrane separation; N.sub.2 would not be available as
a heat sink. By utilizing a PSA separation process, separate
cooling systems will need to potentially be available for the
engine and for any passenger or environmental cooling.
[0068] The discovered WCT relate to chemical methods, processes,
systems and apparatus of producing H.sub.2 from steam, since steam
is the physical state of the water product from combustion. The WCT
converts steam into H.sub.2 utilizing a process, which is normally
considered a detriment. The WCT utilizes corrosion to chemically
convert steam to H.sub.2. Corrosion utilizes O.sub.2 to convert a
metal to its metal oxide, while releasing H.sub.2. This metal oxide
has traditionally been viewed as a detriment since the metal oxide
has less strength, durability and luster than its metal
counterpart. The general chemical reaction for corrosion with water
as the oxidant would be:
##STR00001##
where, M is any metal or combination of metals from the Periodic
Table and eV is the electromotive potential. Due to the
electromotive potential of corrosion, many methods of protecting a
metal against corrosion are based upon managing the electromotive
potential of the metal. One such method is cathodic protection.
Under cathodic protection, the metal is protected against corrosion
by producing an electromotive potential in the metal that is
counter to the electromotive potential for corrosion of that metal.
Where traditional cathodic protection methods are used to prevent
corrosion, the WCT proposes driving corrosion by creating an anodic
potential. The WCT utilizes catalytic sacrificial metal(s) in the
exhaust gas (steam), wherein an anodic potential is preferably used
to drive corrosion of a metal or a composition of metals, thereby
converting at least a portion of the steam to hydrogen. (A good
reference for electromotive potentials would be the Handbook of
Chemistry and Physics by CRC Press.)
[0069] The discovered WCT relate to electrolytic methods,
processes, systems and apparatus to electro-chemically convert
H.sub.2O into O.sub.2 and H.sub.2. It is to be understood that
under the best of engineered circumstances, the electrical energy
required by electrolysis to convert H.sub.2O into O.sub.2 and
H.sub.2 will be greater than the energy obtained by the combustion
of O.sub.2 and H.sub.2. However, electrolysis allows for
significant improvements in the efficiency of combustion by
reclaiming energy which would otherwise be lost.
[0070] Whether electrical energy is generated from the steam of
combustion or from at least one of: mechanical energy conversion,
steam energy conversion, light energy conversion, wind energy
conversion or water wheel energy conversion, once the capital cost
of conversion equipment is in place, the cost of energy conversion
is limited to equipment maintenance expense. Four types of
available electrical energy generation are discovered: mechanical
energy, steam energy, moving air (wind) or water energy and
photovoltaic (sun) energy.
[0071] Electrolysis may create enough fuel from H.sub.2O at a very
low energy conversion cost to increase the efficiency of the entire
combustion system. The application of the internal combustion
engine is an excellent example of a situation wherein electrolysis
may be used to turn H.sub.2O into a fuel source (potential energy).
The internal combustion engine, once in operation, turns normally
at approximately 500 to approximately 6000 rpm and infrequently in
specially engineered situation to approximately 10,000 to 20,000
rpm. There are many situations in the operation of combustion
engines wherein a generator either located on the drive shaft or
activated by a transmission device and driven by the drive shaft,
could be turned by the mechanical energy of the combustion engine
to create an electrical current for the electrolytic conversion of
H.sub.2O into O.sub.2 and H.sub.2. In addition, to the extent that
H.sub.2O is utilized to control the combustion temperature of the
combustion system is to the extent that a steam driven turbine
generator can be further utilized in the exhaust stream of the WCT
to create electricity. Electricity can then be used for the
electrolysis of H.sub.2O into O.sub.2 and H.sub.2. Once the capital
cost of either the mechanical driven generator or the steam driven
generator has been made, the conversion cost of the mechanical or
steam energy to electricity is limited to equipment maintenance
expense. This same cost/benefit scenario would apply to a moving
air (wind) or water driven generator, as well as to the
photovoltaic system.
[0072] The WCT relates to the application of muffler technologies
as those technologies are known and used to muffle the noise of
combustion. In the case of the internal combustion engine, mufflers
are installed to limit the noise produced by combustion. While
muffler designs do control the noise or air vibration from a
combustion engine, current muffler designs waste available
combustion exhaust gas energy. The installation of a steam turbine
in the combustion engine exhaust gas stream is preferred to produce
an electrical current. It is preferred that the steam turbine
absorb air vibration from combustion. It is preferred to install
easily oxidized metal(s) in a contact/muffler chamber to create
H.sub.2 from the steam produced in the combustion systems. The
combination of a steam driven turbine generator and catalytic
conversion metal(s) in the exhaust would be a most preferred
combination to convert the steam energy of the exhaust gases from
the combustion systems into electrical energy, while muffling the
air vibration in the exhaust gases.
BRIEF DESCRIPTION OF THE DRAWINGS
[0073] A better understanding of the present invention can be
obtained when the following description of the preferred
embodiments are considered in conjunction with the following
drawings, in which:
[0074] FIGS. 1 and 1A provide a key to the symbols of Flow Diagram
1 and FIGS. 2 through 24.
[0075] FIG. 2 illustrates in block diagram form a general
thermodynamic description of a traditional hydrocarbon combustion
engine.
[0076] FIG. 2A illustrates in block diagram form a general
description of proposed methods, processes, systems and apparatus
to manage H.sub.2O, O.sub.2, H.sub.2 and air in the discovered WCT
combustion engine.
[0077] FIG. 3 illustrates in block diagram form a general
description of proposed methods, processes, systems and apparatus
for a combustion engine fueled by at least one of: O.sub.2 and
H.sub.2; air and H.sub.2; O.sub.2, H.sub.2 and air wherein H.sub.2O
is an option to cool the combustion chamber and to cool the
combustion temperature, and wherein the fuel system incorporates
alternate methods, processes, systems and apparatus to create
electricity for electrolysis to convert H.sub.2O into H.sub.2 and
O.sub.2.
[0078] FIG. 4 illustrates in block diagram form a general
description of proposed methods, procedures, systems and apparatus
for a combustion engine fueled by at least one of: O.sub.2 and
H.sub.2; air and H.sub.2; O.sub.2, H.sub.2 and air wherein H.sub.2O
is an option to cool the combustion chamber and to cool the
combustion temperature, and wherein the fuel system incorporates
catalytic conversion of steam into H.sub.2.
[0079] FIG. 5 illustrates in block diagram form a general
description of proposed methods, procedures, systems and apparatus
for a combustion engine fueled by at least one of: O.sub.2 and
H.sub.2; air and H.sub.2; O.sub.2, H.sub.2 and air wherein H.sub.2O
is an option to cool the combustion chamber and to cool the
combustion temperature, and wherein the fuel system incorporates
the cryogenic distillation of air into nitrogen and O.sub.2.
[0080] FIG. 6 illustrates in block diagram form a general
description of proposed methods, procedures, systems and apparatus
for a combustion engine fueled by at least one of: O.sub.2 and
H.sub.2; air and H.sub.2; O.sub.2, H.sub.2 and air wherein H.sub.2O
is an option to cool the combustion chamber and to cool the
combustion temperature, and wherein the fuel system incorporates
catalytic conversion of steam into H.sub.2, as well as electrolysis
to convert H.sub.2O into H.sub.2 and O.sub.2.
[0081] FIG. 7 illustrates in block diagram form a general
description of proposed methods, procedures, systems and apparatus
for a combustion engine fueled by at least one of: O.sub.2 and
H.sub.2; air and H.sub.2; O.sub.2, H.sub.2 and air wherein H.sub.2O
is an option to cool the combustion chamber and to cool the
combustion temperature, and wherein the combustion temperature and
the fuel system incorporates the cryogenic distillation of air into
nitrogen and O.sub.2, as well as electricity for electrolysis to
convert H.sub.2O into H.sub.2 and O.sub.2.
[0082] FIG. 8 illustrates in bock diagram form a general
description of proposed methods, procedures, systems and apparatus
for a combustion engine fueled by at least one of: O.sub.2 and
H.sub.2; air and H.sub.2; O.sub.2, H.sub.2 and air wherein H.sub.2O
is an option to cool the combustion chamber and to cool the
combustion temperature, and wherein the fuel system incorporates
catalytic conversion of steam into H.sub.2, along with the
cryogenic distillation of air into nitrogen and O.sub.2, as well as
electrolysis to convert H.sub.2O into H.sub.2 and O.sub.2.
[0083] FIG. 9 illustrates in block diagram form a general
description of proposed methods, procedures, systems and apparatus
for a combustion engine fueled by at least one of: O.sub.2 and
H.sub.2; air and H.sub.2; O.sub.2, H.sub.2 and air wherein H.sub.2O
is an option to cool the combustion chamber and to cool the
combustion temperature, and wherein the fuel system incorporates
the separation of air into nitrogen and O.sub.2 with at least one
of membranes and PSA.
[0084] FIG. 10 illustrates in block diagram form a general
description of proposed methods, procedures, systems and apparatus
for a combustion engine fueled by at least one of: O.sub.2 and
H.sub.2; air and H.sub.2; O.sub.2, H.sub.2 and air wherein H.sub.2O
is an option to cool the combustion chamber and to cool the
combustion temperature, and wherein the fuel system incorporates
the separation of air into nitrogen and O.sub.2 with at least one
of membranes and PSA, as well as electrolysis to convert H.sub.2O
into H.sub.2 and O.sub.2.
[0085] FIG. 11 illustrates in bock diagram form a general
description of proposed methods, procedures, systems and apparatus
for a combustion engine fueled by at least one of: O.sub.2 and
H.sub.2; air and H.sub.2; O.sub.2, H.sub.2 and air wherein H.sub.2O
is an option to cool the combustion chamber and to cool the
combustion temperature, and wherein the fuel system incorporates
catalytic conversion of steam into H.sub.2, along with the
separation of air into nitrogen and O.sub.2 with at least one of
membranes and PSA, as well as alternate methods, processes, systems
and apparatus to create electricity for electrolysis to convert
H.sub.2O into H.sub.2 and O.sub.2.
[0086] FIG. 12 illustrates in bock diagram form a general
description of proposed methods, procedures, systems and apparatus
for a combustion engine fueled by at least one of: O.sub.2 and
H.sub.2; air and H.sub.2; O.sub.2, H.sub.2 and air wherein H.sub.2O
is an option to cool the combustion chamber and to cool the
combustion temperature, and wherein the fuel system incorporates
catalytic conversion of steam into H.sub.2, along with the
cryogenic distillation of air into nitrogen and O.sub.2.
[0087] FIG. 13 illustrates in bock diagram form a general
description of proposed methods, procedures, systems and apparatus
for a combustion engine fueled by at least one of: O.sub.2 and
H.sub.2; air and H.sub.2; O.sub.2, H.sub.2 and air wherein H.sub.2O
is an option to cool the combustion chamber and to cool the
combustion temperature, and wherein the fuel system incorporates
catalytic conversion of steam into H.sub.2, along with the
separation of air into nitrogen and O.sub.2 with at least one of
membranes and PSA.
[0088] FIG. 14 illustrates in bock diagram form a general
description of proposed methods, procedures, systems and apparatus
for heating the combustion mixture for a combustion engine that is
fueled by at least one of: O.sub.2 and H.sub.2; air and H.sub.2;
O.sub.2, H.sub.2 and air wherein H.sub.2O is an option to cool the
combustion chamber and to cool the combustion temperature.
[0089] FIG. 15 illustrates in block diagram form a general
description of proposed methods, procedures, systems and apparatus
for a combustion engine fueled by at least one of: O.sub.2 and
H.sub.2; air and H.sub.2; O.sub.2, H.sub.2 and air wherein H.sub.2O
is an option to cool the combustion chamber and to cool the
combustion temperature, and wherein the fuel system incorporates
the cryogenic distillation of air into nitrogen and O.sub.2.
[0090] FIG. 16 illustrates in block diagram form a general
description of proposed methods, procedures, systems and apparatus
for a combustion engine fueled by at least one of O.sub.2 and
H.sub.2; air and H.sub.2; O.sub.2, H.sub.2 and air wherein H.sub.2O
is an option to cool the combustion chamber and to cool the
combustion temperature, and wherein the fuel system incorporates
the separation of air into nitrogen and O.sub.2 with at least one
of membranes and PSA.
[0091] FIG. 17 illustrates in bock diagram form a general
description of proposed methods, procedures, systems and apparatus
for a combustion engine fueled by at least one of: O.sub.2 and
H.sub.2; air and H.sub.2; O.sub.2, H.sub.2 and air wherein H.sub.2O
is an option to cool the combustion chamber and to cool the
combustion temperature, and wherein the fuel system incorporates
catalytic conversion of steam into H.sub.2, along with the
cryogenic distillation of air into nitrogen and O.sub.2.
[0092] FIG. 18 illustrates in bock diagram form a general
description of proposed methods, procedures, systems and apparatus
for a combustion engine fueled by at least one of: O.sub.2 and
H.sub.2; air and H.sub.2; O.sub.2, H.sub.2 and air wherein H.sub.2O
is an option to cool the combustion chamber and to cool the
combustion temperature, and wherein the fuel system incorporates
catalytic conversion of steam into H.sub.2, along with the
separation of air into nitrogen and O.sub.2 with at least one of
membranes and PSA.
[0093] FIG. 19 illustrates in bock diagram form a general
description of proposed methods, procedures, systems and apparatus
for heating the combustion mixture for a combustion engine that is
fueled by at least one of: O.sub.2 and H.sub.2; air and H.sub.2;
O.sub.2, H.sub.2 and air wherein H.sub.2O is an option to cool the
combustion chamber and to cool the combustion temperature.
[0094] FIG. 20 illustrates in bock diagram form a general
description of proposed methods, procedures, systems and apparatus
for liquefaction and cooling of O.sub.2 and/or H.sub.2 storage for
a combustion engine that is fueled by at least one of O.sub.2 and
H.sub.2; air and H.sub.2; O.sub.2, H.sub.2 and air wherein H.sub.2O
is an option to cool the combustion chamber and to cool the
combustion temperature.
[0095] FIGS. 21 and 21A illustrate in bock diagram form a general
description of proposed methods, procedures, systems and apparatus
for steam turbine(s), wherein the steam turbine(s) located in and
powered by the exhaust of a combustion engine fueled by at least
one of: O.sub.2 and H.sub.2; air and H.sub.2; O.sub.2, H.sub.2 and
air wherein H.sub.2O is an option to cool the combustion chamber
and to cool the combustion temperature.
[0096] FIG. 22 illustrates in bock diagram form a general
description of proposed methods, procedures, systems and apparatus
for an air turbine, wherein said air turbine provides electricity
to separate H.sub.2O into H.sub.2 and O.sub.2 for a combustion
engine, wherein said combustion engine is fueled by at least one
of: O.sub.2 and H.sub.2; air and H.sub.2; O.sub.2, H.sub.2 and air
wherein H.sub.2O is an option to cool the combustion chamber and to
cool the combustion temperature.
[0097] FIGS. 23 and 23A illustrate in bock diagram form a general
description of proposed methods, procedures, systems and apparatus
for a H.sub.2O turbine, wherein said H.sub.2O turbine provides
electricity to separate H.sub.2O into H.sub.2 and O.sub.2 for a
combustion engine, wherein said combustion engine is fueled by at
least one of: O.sub.2 and H.sub.2; air and H.sub.2; O.sub.2,
H.sub.2 and air wherein H.sub.2O is an option to cool the
combustion chamber and to cool the combustion temperature.
[0098] FIG. 24 illustrates in bock diagram form a general
description of proposed methods, procedures, systems and apparatus
for pressure control for a combustion engine, wherein said
combustion engine is fueled by at least one of: O.sub.2 and
H.sub.2; air and H.sub.2; O.sub.2, H.sub.2 and air wherein H.sub.2O
is an option to cool the combustion chamber and to cool the
combustion temperature.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0099] The timing of the invention is significant since global
warning is becoming a global political issue. The timing of the
invention is significant since the availability of oil and natural
gas, the sources of hydrocarbons, are becoming global political
issues. The timing of the invention is significant since air
pollution is becoming a health issue for much of humanity. The
timing of the invention is significant since the market of natural
gas (methane, ethane, propane and/or butane) is affecting the
production and/or market price of electricity. The WCT presents
environmentally friendly combustion methods, processes, systems and
apparatus, which are efficient and which will require a reasonable
amount of tooling to implement. And, in the case of the internal
combustion engine, the WCT present a combustion process, which will
have a "feel" to the driver which is similar to that of hydrocarbon
combustion engines; this "feel" will further implementation of the
invention.
[0100] The methods, processes, systems and apparatus of the WCT
solve the myriad of challenges that have kept hydrogen based
combustion technologies from commercialization. These challenges
are, yet are not limited to: 1) fuel combustion temperature and the
associated combustion engine cost, 2) the volume of fuel required
and the associated fuel storage requirements, 3) engine efficiency
and the associated fuel required, 4) the generation of NO.sub.X, 5)
engine efficiency and the associated cost of operation, 6)
combustion engine size and the associated combustion engine cost,
7) required fuel and fuel storage in general, 8) cost of operation
in general, 9) combustion engine cost in general, and in the case
of the internal combustion engine 10) an engine that meets customer
expectations for feel, efficiency, cost and environmental
impact.
[0101] The methods, processes, systems and apparatus of the WCT
utilize the heat of combustion of O.sub.2 with H.sub.2 as the
primary energy source for combustion systems to create energy. A
preferred embodiment of the WCT would be a fuel mixture of O.sub.2
and H.sub.2. A most preferred embodiment of the WCT would be to add
H.sub.2O to the combustion chamber to control the combustion
temperature. It is an embodiment to cool the engine with H.sub.2O
in the combustion chamber, wherein the gas of combustion is at
least one of water vapor and steam. It is an embodiment to cool
combustion with an excess of air. It is a preferred embodiment of
WCT to manage the final temperature in the combustion mixture prior
to ignition so that the mixture is in at least one of a gaseous or
fluid state. It is a preferred embodiment that the combustion
methods, processes, systems and apparatus of the WCT be at least
one of: internal combustion, open flame (heating) combustion and
turbine combustion, as these applications are known in the art of
combustion science.
[0102] Since the storage of O.sub.2 and H.sub.2 would be best
accomplished at cryogenic temperatures, cryogenic O.sub.2 and/or
cryogenic H.sub.2 can be used to at least partially control
combustion temperature. A preferred embodiment of the WCT would be
to at least partially control the combustion temperature and/or the
engine temperature by the temperature of O.sub.2 and/or H.sub.2. It
is most preferred to preheat at least one of: O.sub.2, H.sub.2, and
H.sub.2O to a temperature/pressure combination that allows for
efficient combustion. To manage this energy it is a preferred
embodiment to heat at least one of the: O.sub.2, H.sub.2,
combustion H.sub.2O and any combination therein by heat exchange
from at least one of: ambient temperature, engine combustion
energy, engine exhaust steam energy and radiant energy from an
electrical resistant heating device and any combination therein. It
is most preferred to preheat at least one of O.sub.2 and H.sub.2
from the ambient temperature prior to heating either: O.sub.2,
H.sub.2 or H.sub.2O by heat exchange from at least one of: ambient
temperature, engine combustion energy, engine exhaust steam energy,
an electrical radiant heat energy source and any combination
therein. Since the heat capacity of water is much greater than that
of water vapor (steam) and the latent heat of vaporization of water
is a significant heat sink, it is a most preferred to heat the
H.sub.2O to a liquid state and not to a gaseous or fluid state
(steam). FIG. 19, approximates the preferred embodiment of heating
the combustion mixture. While not most preferred, an embodiment of
combustion would be to add H.sub.2O with at least one of N.sub.2
and Ar to the combustion chamber, utilizing as a heat sink the
H.sub.2O as well as N.sub.2 and/or Ar to control the combustion
temperature. While not preferred, an embodiment would be to utilize
air instead of O.sub.2 as a source of O.sub.2, whenever enough
O.sub.2 is not available, to combust with H.sub.2 to produce
H.sub.2O as the primary combustion product, knowing that NO.sub.X
will be a secondary combustion product. It is preferred to use an
excess of air in the event that air is used instead of O.sub.2 as a
source of O.sub.2; excess air is preferred to control combustion
temperature and thereby minimize NO.sub.X formation in the event
that pure O.sub.2 is not available. An embodiment for the
combustion of air and H.sub.2 is preferably accomplished with
H.sub.2O added to the combustion chamber, thereby utilizing
H.sub.2O as a heat sink to reduce the combustion temperature,
thereby minimizing NO.sub.X production; the use of H.sub.2O as a
heat sink has the additional benefit of producing additional steam
in the exhaust. For brevity, the methods, processes, systems and
apparatus of the most preferred embodiment(s), the preferred
embodiment(s) and the embodiment(s) of combustion will be herein
after be referred to as WCT. Methods, processes, systems and
apparatus for the WCT are approximated in FIGS. 2 through 24.
[0103] Cryogenic Distillation--Methods, processes, systems and
apparatus for WCT that incorporate Cryogenic distillation are
approximated in FIGS. 5, 7, 8, 12, 15 and 17. Cryogenic
distillation principals incorporated into the WCT are those
principles as are known in the art of cryogenic distillation. It is
to be understood that per the Vapor-Liquid-Equilibrium diagram for
each stage of distillation, the temperature of distillation is
dependent upon the distillation pressure; higher separation
pressures lead to higher separation temperatures. It is to be
understood that the N.sub.2/O.sub.2 separation portion contains
either one, two or three columns for the production of O.sub.2,
depending on the purity desired; the second column may be
eliminated to reach purities of O.sub.2 which are less than that of
pure O.sub.2. The third column is desired to separate Ar from
O.sub.2, thereby producing very pure O.sub.2.
[0104] A most preferred embodiment is to cool the air for
distillation utilizing at least one of the Joule Thompson Effect
and counter-current heat exchange. A preferred embodiment is to
cool the air for distillation utilizing at least one of the Joule
Thompson Effect and the vaporization of a liquid. An embodiment is
to cool the air for distillation utilizing at least one of the
Joule Thompson Effect and the expansion of a gas doing work in an
engine. A most preferred embodiment is to operate the first stage
distillation column at 100 to 200 psia. A preferred embodiment is
to operate the first stage distillation column at atmospheric to
500 psia. A preferred embodiment is the use of recycled N.sub.2 as
a heat sink, wherein said N.sub.2 is used to cool at least one of:
O.sub.2 storage, H.sub.2 storage, a cooling system of the
combustion engine, a cooling system for electrolysis, the
combustion engine, electrolysis, air in an air-conditioning system,
any portion of cryogenic distillation of air and/or any combination
therein. A most preferred embodiment is to cryogenically distill
air, wherein the energy utilized for cryogenic separation is energy
generated by the WCT and wherein the separated O.sub.2 from
cryogenic distillation is utilized as a fuel in the WCT.
[0105] FIGS. 5, 7, 8, 12, 15 and 17 approximate methods, processes,
systems and apparatus of the WCT, wherein cryogenic distillation is
used to separate air, wherein O.sub.2 from said separation is used
as a fuel in said WCT.
[0106] Membranes--Membranes, of either organic or inorganic
construction, can effectively be used to separate air into O.sub.2.
Membrane separation principals incorporated into the WCT are to be
those principles as known in the art of membrane separation. Staged
membrane separation is preferred to produce very pure O.sub.2. With
the use of inorganic or organic polymer membranes, it is preferred
to place an electrical potential across a membrane designed to hold
an electrical potential to facilitate separation. It is most
preferred to utilize at least one of organic and inorganic
membranes to separate air, wherein the O.sub.2 from said separation
is used as a fuel in WCT. It is most preferred to utilize the
energy of combustion from WCT to provide energy, wherein said
energy powers the flow of air through said membrane(s), wherein
said membrane separates air, wherein the O.sub.2 from said
separation is used as a fuel in WCT.
[0107] PSA--Whether of positive pressure or vacuum adsorption, PSA
can effectively be used to separate air. PSA principals
incorporated into the WCT are those principles as are known in the
art of PSA. While there are material designs for the adsorption of
O.sub.2 as well as N.sub.2, it is preferred to perform O.sub.2
adsorption to minimize the size of PSA. It is most preferred to
utilize PSA to separate air, wherein the O.sub.2 from said
separation is used as a fuel in WCT. It is most preferred to
utilize the energy of combustion from the WCT to provide energy,
wherein said energy powers said PSA, wherein said PSA separates
air, wherein the O.sub.2 from said separation is used as a fuel in
the WCT.
[0108] FIGS. 9, 10, 11, 13, 16 and 18 approximate methods,
processes, systems and apparatus of the WCT, wherein at least one
of organic membrane(s), inorganic membrane(s), PSA and/or any
combination therein is used to separate air, wherein O.sub.2 from
said separation is used as a fuel in said WCT. In these figures,
liquefaction of either H.sub.2 or O.sub.2 is a depicted option. It
is preferred to utilize warm generated O.sub.2 and H.sub.2 in
combustion as a first preference over liquefied O.sub.2 or H.sub.2;
therefore, it is most preferred that any liquefaction be performed
in storage as depicted in FIG. 20.
[0109] The WCT relates to chemical methods of producing H.sub.2
from steam, since steam is the physical state of the water product
from the WCT. FIGS. 4, 6, 8, 11, 12, 13, 14, 17 and 18 approximate
methods, processes, systems and apparatus discovered in this aspect
of the WCT. The WCT converts steam into H.sub.2 utilizing the
corrosion process. A preferred embodiment is to chemically convert
the steam produced by WCT into H.sub.2 utilizing the corrosion of
at least one metal. A most preferred embodiment is to chemically
convert the steam produced by WCT into H.sub.2, wherein said
H.sub.2 is produced by the corrosion of at least one metal, wherein
that corrosion is enhanced by an electrical current in the
metal(s). A preferred embodiment to chemically convert the steam
produced by WCT into H.sub.2, wherein said H.sub.2 is created by
the corrosion of at least one metal, wherein said H.sub.2 is used
as a fuel in said WCT. A most preferred embodiment is to chemically
convert the steam produced by WCT into H.sub.2, wherein said
H.sub.2 is created by the corrosion of at least one metal, wherein
said corrosion is enhanced by an electrical current in the
metal(s), wherein said H.sub.2 is used as a fuel in the WCT. In
many of these figures liquefaction of H.sub.2 is a depicted option.
It is preferred to utilized warm generated H.sub.2 in combustion as
a first preference over liquefied H.sub.2; therefore, it is most
preferred that any liquefaction be performed in storage as depicted
in FIG. 20.
[0110] The WCT relate to electrolysis methods, processes, systems
and apparatus to electrolytically convert H.sub.2O into O.sub.2 and
H.sub.2, wherein said O.sub.2 and H.sub.2 are used as fuel in the
WCT. Electrolysis principals incorporated into the WCT are to be
those principles as known in the art of electrolysis. FIGS. 3, 6,
7, 8, 10 and 11 approximate the methods, processes, systems and
apparatus for electrolysis in the WCT. It is preferred to utilize
warm generated O.sub.2 and H.sub.2 in combustion as a first
preference over liquefied O.sub.2 or H.sub.2; therefore, it is most
preferred that any liquefaction be performed in storage as depicted
in FIG. 20. As a most preferred embodiment, the WCT stores energy
by the potential chemical energy available in H.sub.2O prior to
electrolytic separation, as well as in O.sub.2 and in H.sub.2. Said
O.sub.2 and H.sub.2 are available for fuel in the WCT and/or for a
fuel cell to create electrical energy. As a most preferred
embodiment, the WCT stores energy by the potential chemical energy
available in H.sub.2O, wherein said H.sub.2O can electrolytically
be converted to O.sub.2 and H.sub.2, wherein at least a portion of
said electrolytically converted O.sub.2 and/or H.sub.2 is used as
fuel in the WCT and/or in a fuel cell to create electrical energy.
As a preferred embodiment, the WCT stores energy by the potential
chemical energy available in at least one of: H.sub.2O, O.sub.2,
H.sub.2 and any combination therein.
[0111] Since many combustion systems, methods, engines and
apparatus have a mechanical power output or mechanical energy
rotating shaft, nearly all applications of the WCT have the
capability to convert available mechanical rotating energy into
electrical energy. Conversion of available mechanical rotating
energy into electrical energy is preferred utilizing an electrical
generation device; most preferably a generator. It is an embodiment
that an alternator or dynamo is used, wherein said electrical
energy from an alternating current may be converted to a direct
current. It is an embodiment for the WCT to perform work other than
create electrical energy, generate heat or generate steam, wherein
said generator is utilized inversely proportional to the mechanical
work or torque performed by the WCT. It is a preferred embodiment
that the mechanical rotating energy produced by the WCT enter a
transmission, wherein said transmission engage in a manner that is
inversely proportional to the torque and/or work output of the WCT,
wherein said transmission output mechanical rotating energy turn
said generator to create said electrical energy. Said transmission
is to be as is known in the art. It is most preferred that said
transmission engage a flywheel capable of storing rotational
kinetic energy, wherein said flywheel turns said generator. FIGS.
3, 6, 7, 8, 10 and 11 approximate methods, processes, systems and
apparatus to recycle mechanical rotating energy as discovered. A
preferred embodiment is the conversion of mechanical rotating
energy created by the WCT into electrical energy utilizing an
electrical generator device. A most preferred embodiment is wherein
said electrical energy from said electrical generator device is
utilized in the electrolysis of H.sub.2O into H.sub.2 and O.sub.2.
A most preferred embodiment is the conversion of mechanical
rotating energy created by the WCT into electrical energy utilizing
an electrical generator device, wherein said electrical energy is
utilized in the electrolysis of H.sub.2O into H.sub.2 and O.sub.2,
wherein said H.sub.2 and/or O.sub.2 is used as fuel in the WCT.
[0112] Fuel Storage--By the ideal gas law (PV=nRT), it can be
surmised that the efficiency of compression and efficiency of
storage for O.sub.2 and/or H.sub.2 increases significantly if the
O.sub.2 and/or the H.sub.2 is stored at cryogenic temperatures. It
is preferred to store at least one of H.sub.2 and/or O.sub.2 at
cryogenic temperatures. It is preferred to store at least one of
H.sub.2 and/or O.sub.2 in a liquid state. Due to the explosive and
flammable nature of H.sub.2 and O.sub.2, it is preferred to utilize
N.sub.2 as a refrigerant for the storage of at least one of H.sub.2
and O.sub.2. Due to the negative Joule Thompson curve for H.sub.2,
it is most preferred to cool H.sub.2 prior to any attempted
cryogenic chilling or liquefaction. Due to the rather extreme
explosive nature of O.sub.2, it is preferred to limit the required
storage of O.sub.2 with preference to any of said O.sub.2
generating technologies (cryogenic distillation, membrane
separation and/or PSA). To maintain fuel storage temperatures, it
is preferred to operate a compressor for at least one of:
liquefaction of O.sub.2, chilling of O.sub.2, liquefaction of
H.sub.2, chilling of H.sub.2 and any combination therein. It is
most preferred that said compressor be powered by the WCT. FIG. 20,
illustrates in block diagram form chilling and/or liquefaction of
O.sub.2 and/or H.sub.2.
[0113] Since nearly all applications of WCT have an engine exhaust,
nearly all applications of the WCT will have the ability to convert
combustion exhaust energy into electrical energy. It is preferred
to insulate the WCT, as is known in the art of insulation, to
manage energy. Insulation is most preferred in the WCT and the WCT
exhaust, to thereby minimize WCT enthalpy losses. Conversion of
exhaust energy is preferably performed utilizing a steam turbine.
FIGS. 3, 6, 7, 8, 10, 11, 14, 15, 16, 17, 18, 21 and 21A
approximate the methods, processes, systems and apparatus to
convert steam energy into electrical energy. Steam turbine
principals incorporated into the WCT are those principles as are
known in the art of steam turbine technology. A preferred
embodiment is the conversion of steam energy, wherein said steam
energy is created by the WCT, wherein said steam energy is
converted into electrical energy utilizing at least one steam
turbine, wherein said steam turbine(s) turns at least one generator
creating said electrical energy. It is preferred that said
electrical energy be regulated. In the case wherein an alternator
is used, it is preferred that said electrical energy be converted
from an alternating current to a direct current, as is known in the
art. A most preferred embodiment is wherein at least a portion said
electrical energy is utilized in the electrolysis of H.sub.2O into
H.sub.2 and O.sub.2. A most preferred embodiment is the conversion
of steam energy created by the WCT into electrical energy utilizing
at least one steam turbine, wherein each said steam turbine(s) turn
a generator device, wherein said generator device(s) creates an
electrical current, wherein at least a portion of said electrical
current is utilized in the electrolysis of H.sub.2O into H.sub.2
and O.sub.2, wherein at least a portion of said H.sub.2 and/or
O.sub.2 is used as fuel in said WCT.
[0114] It is preferred that many applications of the WCT perform
some type of movement; therefore many applications of the WCT will
have an available source of moving air or moving water.
Applications of the WCT will have the ability to convert the energy
of moving air or water. FIGS. 3, 6, 7, 8, 10, 11 and 22 approximate
the methods, processes, systems and apparatus to convert moving air
energy into electrical energy. A preferred embodiment of the WCT is
the conversion of the energy of moving air or water into electrical
energy, wherein said electrical energy is created by a generator
from the moving air or water utilizing a generator which turns in
direct consequence of the moving air or water, wherein at least a
portion of said electrical energy is utilized in the electrolysis
of H.sub.2O into H.sub.2 and O.sub.2. It is preferred that said
electrical energy be regulated. In the case wherein an alternating
current is created, it is preferred that said electrical energy be
converted to a direct current. A most preferred embodiment is use
of at least a portion of said H.sub.2 and/or O.sub.2 as fuel in the
WCT.
Steam Turbine Method, Process and System
[0115] The energy of steam is measured in temperature and in
pressure. Assuming saturated steam, steam energy is measured by
pressure alone, i.e. the steam is normally termed 150, 300 or 400
psig steam, etc. Only in the case superheated steam is steam energy
measured by both pressure and temperature. Steam looses temperature
and pressure as steam energy is used and/or lost. Upon loosing
energy, steam temperature and pressure (usually just measured as
pressure) reduces and the steam begins condensing water. Once all
of the steam energy is depleted, there is no pressure or water
vapor, just hot water. Using this knowledge, one may expect all
electrical generation facilities to use every last BTU or psig of
steam. Such is not done, because such is not economical, given the
required investment in pollution control equipment, heat transfer
equipment (boilers) and in steam turbines. It is common for steam
generation facilities to operate the final stage of electrical
generation wherein the final steam turbine operates at less than
atmospheric pressure, 14.7 PSIA=0 PSIG. However, in the case of
WCT, pollution control equipment is minimized in combustion and
heat transfer equipment is eliminated, thereby reducing investment
and improving heat transfer. Heat transfer equipment is minimized
or eliminated because the exhaust of the WCT Engine, steam, is
directly transferred to the steam turbine. In the case of
hydrocarbon combustion, energy of the hot gasses of combustion are
transferred via a heat exchanger to water, thereby creating steam,
after which said hot gases are transferred to environmental
protection equipment. Said heat exchanger(s) are normally called
boilers. The discovered WCT eliminate the need for boilers to
generate steam, thereby improving heat transfer, thereby improving
steam generation efficiency.
[0116] It is preferred that steam turbine(s) of the WCT be
installed in a configuration, wherein the exhaust of the WCT turn
said steam turbine(s). Removal of steam energy is most preferably
performed in a staged system, wherein at each stage a portion of
the energy of the steam is removed by a steam turbine and the
resulting condensation is removed prior to the next steam turbine
or stage of energy removal. It is most preferred that all of the
steam energy (pressure) be removed by the steam turbine/water
removal system(s). It is most preferred that the condensation
generated during the generation of electricity be transferred to
electrolysis. It is preferred that at least a portion of the energy
of the steam (pressure) be removed by the steam turbine/water
removal system. FIGS. 21 and 21A approximates the methods,
processes, systems and apparatus to convert steam energy into
electrical energy.
Air and Water Motion Turbine Method and System
[0117] The energy of moving air or water is measured in mass and
velocity. Since the mass of air or water into an air or water
turbine is equals the mass out of said turbine, the change in
velocity is the measure of energy removal. That energy difference
can be directly calculated using the laws of physics, specifically
kinetic energy. However, it must be noted that the difference in
velocity, the removed energy, which can be converted into
electrical energy by the turbine will have an opposite drag force.
For a stationary combustion engine of the discovered WCT, said drag
force can be counterbalanced by the support structure of the
turbine. However, in transportation applications wherein the drag
force is counter to the direction of motion, said drag force will
reduce transportation efficiency. In transportation applications,
the vehicle inherently contains a drag force that reduces
transportation efficiency. To the extent that said contained drag
force can be utilized to convert moving air or water energy into
electrical energy at a cost that is less than the energy losses in
said contained drag force, is to the extent that said wind and/or
water turbine will have practical application. One such application
is that of a sail boat, wherein the drag force is in the same
direction as the direction of motion. FIG. 22 approximates WCT
methods, processes, systems and apparatus to convert moving air
energy into electrical energy.
[0118] In water applications, wave energy (vertical energy) is much
greater than the energy of the water's movement (horizontal
energy). It is preferred in water applications that a generator be
driven by the energy of the vertical wave movement. FIGS. 23 and
23A approximates WCT methods, processes, systems and apparatus to
convert moving water energy into electrical energy. It is preferred
to use said electrical energy from said water energy to
electrolytically convert H.sub.2O into H.sub.2 and O.sub.2. It is
most preferred to use said H.sub.2 and/or said O.sub.2 as fuel for
said WCT.
Photovoltaic Cells
[0119] Wherein light is available, it is an embodiment to utilize
photovoltaic cells to create electricity. It is preferred to use
said electricity from said photovoltaic cells to electrolytically
convert H.sub.2O into H.sub.2 and O.sub.2. It is most preferred to
use said H.sub.2 and/or said O.sub.2 as fuel for the WCT.
Fuel Cells
[0120] Wherein electricity is required, it is an embodiment to
utilize fuel cells to create electricity. In such applications,
H.sub.2 and potentially O.sub.2 with a fuel cell would replace a
battery. It is preferred to create said electricity with a fuel
cell when the WCT is not in operation. It is preferred to utilize a
fuel cell to power a compressor for chilling and/or liquefaction of
H.sub.2 and/or O.sub.2. It is most preferred to utilize the WCT to
create electricity. It is preferred that said fuel cell be powered
by hydrogen and at least one of O.sub.2 and air.
Heating
[0121] The discovered WCT is especially suited for applications to
generate heat. Heat generation may be performed using the WCT in
both industrial and domestic applications. In the case of heating a
gas or a liquid, the heat energy of the WCT can be effectively
transferred via any heat exchange equipment as is known in the art
of heat transfer.
[0122] In the case of heating air, it is most preferred that the
exhaust of combustion be discharged directly into said air to be
heated. In the case of heating air to be used in an enclosed human,
plant and/or animal application, wherein the combustion components
are at least one of: O.sub.2 and H.sub.2; and O.sub.2, H.sub.2 and
H.sub.2O, it is most preferred that at least a portion of the
exhaust of combustion discharge directly into said air, thereby
providing humidified heated air.
[0123] In the case of heating water, it is most preferred that the
exhaust of combustion discharge directly into said water to be
heated, wherein the water heater or hot water storage has a vent to
release generated NO.sub.X. In the case of heating water, wherein
the combustion components are at least one of: O.sub.2 and H.sub.2;
and O.sub.2, H.sub.2 and H.sub.2O, it is most preferred that the
exhaust of combustion can be discharged directly into said water to
be heated, and wherein the water heater or hot water storage has a
pressure relief device, as is known in the art.
[0124] It is most preferred in heating applications that the WCT
create electricity, as well as heat the subject gas and/or liquid.
Configurations for the heating of a gas or a liquid are limited to
the creativity of the designer; however, configurations
approximating the WCT, wherein the heating of a gas or a liquid is
performed is approximated in FIGS. 2 through 18, wherein heat
transfer can be performed either in the exhaust of said combustion
or in the block of said WCT (CE). (In this case cooling said CE is
not a loss of efficiency since the removed heat has a purpose.)
Cooling
[0125] The discovered WCT is especially suited for applications to
remove heat. Heat removal may be performed using the WCT, wherein
at least one of: cryogenic distillation is performed and/or the WCT
provides mechanical energy, wherein said mechanical energy powers a
refrigeration system. In the case of cooling a gas or a liquid, the
heat sink capability of the chilled N.sub.2 from said cryogenic
distillation is preferably transferred via heat exchange equipment,
as is known in the art of heat transfer. In the case of cooling a
gas or a liquid, a refrigeration unit is preferably used, wherein
said refrigeration unit is powered by energy is created by the
WCT.
[0126] In the case of cooling air or water, it is most preferred
that the heat sink capability of the chilled N.sub.2 from said
cryogenic distillation be transferred either directly to said air
and/or via any heat exchange technology as is known in the art of
heat transfer.
[0127] It is most preferred in cooling applications that the WCT
create electricity, as well as cool a gas and/or liquid. System
configurations for the cooling of a gas or a liquid are limited to
the creativity of the designer.
Water Chemistry
[0128] Water is the most efficient and economical method of storing
O.sub.2 and/or H.sub.2. Electrolysis of water is the preferred
method of converting stored H.sub.2O into combustible H.sub.2
and/or O.sub.2. Electrolysis is best performed with a dissolved
electrolyte in the water; the dissolved electrolyte, most
preferably a salt, will improve conductivity in the water, thereby
reducing the required electrical energy to perform electrolysis. It
is an embodiment to perform electrolysis upon water that contains
an electrolyte. It is preferred to perform electrolysis upon water
that contains a salt. It is most preferred to perform electrolysis
upon water that contains polyelectrolytes. However, many dissolved
cation(s) and anion(s) combination(s) can precipitate over time
reducing the efficiency of electrolysis. Due to inherent
solubility, it is a preferred embodiment to perform electrolysis
upon water that contains a Group IA/Group VIIA salt (including
acids). Further, as temperature is increased, hard water
contaminants may precipitate; therefore, it is preferred that the
water of electrolysis be distilled or de-ionized prior to the
addition of a Group IA/Group VIIA salt. Since electrolytic
processes create heat, it is preferred to cool electrolysis. It is
most preferred to cool electrolysis with the available heat sink
from the N.sub.2 available from the cryogenic distillation of
air.
[0129] A dispersant is preferably added to water to prevent scale.
Dispersants are low molecular weight polymers, usually organic
acids having a molecular weight of less than 25,000 and preferably
less than 10,000. Dispersant chemistry is based upon carboxylic
chemistry, as well as alkyl sulfate, alkyl sulfite and alkyl
sulfide chemistry; it is the oxygen atom that creates the
dispersion, wherein oxygen takes its form in the molecule as a
carboxylic moiety and/or a sulfoxy moiety. Dispersants that can be
used which contain the carboxyl moiety are, but are not limited to:
acrylic polymers, acrylic acid, polymers of acrylic acid,
methacrylic acid, maleic acid, fumaric acid, itaconic acid,
crotonic acid, cinnamic acid, vinyl benzoic acid, any polymers of
these acids and/or any combination therein. Dispersants that can be
used contain the alkyl sulfoxy or allyl sulfoxy moieties include
any alkyl or allyl compound, which is water soluble containing a
moiety that is at least one of: SO, SO.sub.2, SO.sub.3, and/or any
combination therein. Due to the many ways in which an organic
molecule can be designed to contain the carboxyl moiety and/or the
sulfoxy moiety, it is an embodiment that any water soluble organic
compound containing at least one of a carboxylic moiety and/or a
sulfoxy moiety. (This is with the knowledge that not all
dispersants have equivalent dispersing properties.) Acrylic
polymers exhibit very good dispersion properties, thereby limiting
the deposition of water soluble salts and are most preferred
embodiments as a dispersant. The limitation in the use of a
dispersant is in the dispersants water solubility in combination
with its carboxylic nature and/or sulfoxy nature.
[0130] Water is inherently corrosive to metals. Water naturally
oxidizes metals, some with a greater oxidation rate than others. To
minimize corrosion, it is preferred that the water have a pH of
equal to or greater than 7.5, wherein the alkalinity of the pH is
from the hydroxyl anion. Further, to prevent corrosion or
deposition of water deposits on steam turbines, it is preferred to
add a corrosion inhibitor to the water. It is an embodiment to
utilize nitrogen containing corrosion inhibitors, such as
hydrazine, as is known in the art.
[0131] Corrosion inhibitors are added to water to prevent
corrosion. Chelants can be used to prevent corrosion, as well as
complex and prevent the deposition of many cations, including
hardness and heavy metals. Chelants or chelating agents are
compounds having a heterocyclic ring wherein at least two kinds of
atoms are joined in a ring. Chelating is forming a heterocyclic
ring compound by joining a chelating agent to a metal ion. Chelants
contain a metal ion attached by coordinate bonds (i.e. a covalent
chemical bond is produced when an atom shares a pair of electrons
with an atom lacking such a pair) to at least two nonmetal ions in
the same heterocyclic ring. Examples of the number of chelants used
for mineral deposition in the present invention are water soluble
phosphates consisting of phosphate, phosphate polymers, phosphate
monomers and/or any combination thereof The phosphate polymers
consist of, but are not limited to, phosphoric acid esters,
metaphosphates, hexametaphosphates, pyrophosphates and/or any
combination thereof. Phosphate polymers are particularly effective
in dispersing magnesium silicate, magnesium hydroxide and calcium
phosphates. Phosphate polymers are particularly effective at
corrosion control. With proper selection of a polymer, along with
maintaining an adequate polymer concentration level, the surface
charge on particle(s) can be favorably altered. In addition to
changing the surface charge, polymers also function by distorting
crystal growth. Chelants lock the metals in the water into soluble
organic ring structures of the chelants. Chelants provide reactive
sites that attract coordination sites (i.e. areas of the ion that
are receptive to chemical bonding) of the cations. Iron, for
example, has six coordination sites. All coordination sites of the
iron ion are used to form a stable metal chelant. Chelants combine
with cations such as calcium, magnesium, iron and copper that could
otherwise form deposits. The resulting chelated particles are water
soluble. The effectiveness of chelant(s) is limited by the
concentration of competing anions, alkalinity and temperature.
[0132] The effect of adding sufficient amounts of the number of
chelant(s) by the WCT is to reduce available free metal ions in the
water and therefore, reduce the phosphate demand. Phosphate, such
as phosphoric acid and/or pyrophosphoric acid is used to complex or
form metal phosphates, which are insoluble. In the preferred
embodiments, phosphate polymers, such as metaphosphate and/or
hexametaphosphate is used as a corrosion inhibitor and as a chelant
to prevent correspondingly any precipitation of calcium and/or
magnesium, while providing corrosion control. Metaphosphate and/or
hexametaphosphate, as well as polymers based upon this chemistry,
soften the water by removing the free calcium and/or magnesium ions
from the water and by bringing the metal ions into a soluble
slightly-ionized compound or radical. In addition, the water
containing any excess metaphosphate and/or hexametaphosphate will
actually dissolve any phosphate or carbonate which may deposit.
Metaphosphate and/or hexametaphosphate do not throw the metal ions
out of solution as is the case of usual water softening compounds,
but rather lock up the metal ions in a metaphosphate and/or a
hexametaphosphate complex molecule; these molecules provide a one
or two molecule thickness coating on metal surfaces to limit metal
corrosion. This is particularly important for heavy metal
materials.
Operating Pressure Relief
[0133] The WCT will have applications wherein the recycling or uses
of the exhaust gasses of combustion create high operating
pressures. Further, it is very feasible that there may be
unintended operating situations, wherein the operating pressure
becomes greater than the design pressure of the equipment employed;
any such situation can be a significant safety issue. In the case
of the internal combustion engine, a significant industry paradigm
shift may be required for the industry to even consider trapping
and recycling combustion engine exhaust gases. The discovered WCT
will contain at least one of: H.sub.2, N.sub.2, O.sub.2, H.sub.2O
and/or any combination therein at various pressures in many aspects
of the invention. To ensure that the WCT operate safely, in the
event of an equipment operating failure or of equipment operating
in excess of the intended pressure, pressure relief is preferred.
Pressure relief can limit the potential event of a catastrophic
failure. It is preferred that pressure relief device(s) be
installed throughout the WCT as those devices are known in the art
and as are normally located via a Failure Mode and Effect Analysis
and/or a Fault Tree Analysis. Example devices include pressure
relief valves, rupture discs and pressure relief control loops. It
is most preferred that a pressure relief device be installed
downstream of any compression generating portion of the WCT. As
such, it is most preferred that pressure relief device(s) be
installed immediately downstream of any compressor and in the
combustion engine exhaust. FIGS. 2 through 18 approximate the
location of pressure control/relief in the combustion engine
exhaust. FIG. 24 approximates pressure relief designs.
WCT Engine and Apparatus
[0134] Referring to FIGS. 3 through 18, a combustion engine (CE) is
symbolically shown for receiving as fuel H.sub.2 and at least one
of: O.sub.2 and air. Said combustion engine may be of any type,
wherein combustion is performed to generate at least one of
mechanical torque, heat, thrust, electricity and/or any combination
therein. It is preferred that H.sub.2O be received in the
combustion chamber, along with said fuel, said H.sub.2O in the
combustion chamber is to be termed combustion H.sub.2O.
[0135] H.sub.2 flowing to CE is to have a flow. O.sub.2 flowing to
CE to have a flow. Air flowing to CE is to have a flow. Means to
measure said H.sub.2 flow, measure said O.sub.2 flow and measure
said air flow are to be provided such that a proportional signal in
relation to flow is sent to the CE controller (CONT) from each of
said H.sub.2 flow measuring device, said O.sub.2 flow measuring
device and said air flow measuring device. H.sub.2 flowing to CE is
to have flow valve(s). O.sub.2 flowing to CE to have flow control
valve(s). Air flowing to CE is to have flow control device(s) in
the form of a valve or a compressor. CONT is to have as input said
H.sub.2 flow signal, said O.sub.2 flow signal and said air flow
signal. Said controller is to receive an input signal from an
external source indicating the combustion setpoint. Said controller
is to compare said combustion setpoint to said H.sub.2 flow signal,
sending a proportional signal to said H.sub.2 flow control valve
that is in proportion to the difference in the combustion setpoint
and the H.sub.2 flow signal, thereby proportioning said H.sub.2
flow control valve. CONT is to compare said O.sub.2 flow signal and
said air flow signal to an H.sub.2/O.sub.2 ratio setpoint,
providing a proportional signal to an O.sub.2 flow control valve
and to an air flow control device, wherein: said H.sub.2 flow, said
O.sub.2 flow and said air flow are such that the molar ratio of
H.sub.2/O.sub.2 is approximately 2:1. In the case wherein said
O.sub.2 flow control valve signal is not near approximately 100%,
CONT sends a signal to close said air flow control device. In the
case wherein said O.sub.2 flow control valve signal is near
approximately 100%, CONT compares said O.sub.2 flow signal and said
air flow signal to said H.sub.2/O.sub.2 ratio setpoint obtaining an
air flow difference, sending a proportional signal to said air flow
control device that is in proportion to said difference, thereby
proportioning said air flow control device.
[0136] To conserve energy, as depicted in FIG. 20, it is preferred
that the H.sub.2 flow control valve(s) consist of a two staged
system of flow control valves. The first H.sub.2 flow control
valve, downstream of generated H.sub.2 and downstream of H.sub.2
storage is to control H.sub.2 flow to CE. The second H.sub.2 flow
control valve (for installations that have generated H.sub.2) is to
be located from the generated H.sub.2 line and be located in the
H.sub.2 line flow from H.sub.2 storage. The second H.sub.2 flow
control valve is to remain closed until the first H.sub.2 control
valve is near approximately 100 % open (thereby assuring full usage
of generated H.sub.2 prior usage of stored H.sub.2) at which time
the second H.sub.2 flow control valve will begin opening to supply
H.sub.2 from storage.
[0137] To conserve energy, as depicted in FIG. 20, it is preferred
that the O.sub.2 flow control valve(s) consist of two staged flow
control valves. The first O.sub.2 flow control valve, downstream of
generated O.sub.2 and downstream of O.sub.2 storage is to control
O.sub.2 flow to CE. The second O.sub.2 flow control valve is to be
located from the generated O.sub.2 line and be located in the
O.sub.2 line flow from O.sub.2 storage. The second O.sub.2 flow
control valve is to remain closed until the first O.sub.2 control
valve is near approximately 100 % open (thereby assuring full usage
of generated O.sub.2 prior usage of stored O.sub.2) at which time
the second O.sub.2 flow control valve will begin opening to supply
O.sub.2 from storage.
[0138] It is preferred that said combustion H.sub.2O have flow to
said combustion chamber(s) in CE. It is preferred that a source of
coolant flow to and/or through the block of CE. It is preferred
that a temperature measurement device have a means of measuring
combustion temperature and/or CE block temperature near the
combustion chamber(s) of CE. Means to measure said combustion
H.sub.2O flow and measure said combustion temperature are to be
provided such that a proportional signal is sent to a controller
(CONT) from each of said combustion H.sub.2O flow measuring device
and said combustion temperature measuring device. CONT is to have
as input said combustion H.sub.2O flow signal, afore said H.sub.2
flow signal and said temperature signal. It is preferred that CONT
have a hot temperature setpoint, a coolant temperature setpoint, a
warm temperature setpoint and an H.sub.2/H.sub.2O ratio setpoint.
It is preferred that CONT compare afore said H.sub.2 flow signal
and said combustion H.sub.2O flow signal to said H.sub.2/H.sub.2O
ratio setpoint, in combination with comparing said temperature
signal to said warm temperature setpoint, said coolant temperature
setpoint, said hot temperature setpoint and provide a proportional
signal to said combustion H.sub.2O flow control vale and to said
coolant flow control valve.
[0139] In the case wherein said temperature signal is less than
said warm temperature setpoint, less than said coolant temperature
setpoint and less than said hot temperature setpoint, it is
preferred that CONT send a signal to said coolant flow control
valve to close said coolant flow control valve; and send a signal
to said combustion H.sub.2O flow control valve to close said
combustion H.sub.2O flow control valve.
[0140] In the case wherein said temperature signal is equal to or
greater than said warm temperature setpoint, less than said coolant
temperature setpoint and less than said hot temperature setpoint,
it is preferred that CONT send a signal to said coolant flow
control valve to close said coolant flow control valve; and send a
signal to said combustion H.sub.2O flow control valve, wherein said
signal is proportional to the difference between said measured
temperature signal and the warm temperature setpoint, and wherein
the H.sub.2/H.sub.2O ratio is greater than said H.sub.2/H.sub.2O
ratio setpoint, thereby proportioning said combustion H.sub.2O flow
control valve.
[0141] In the case of said temperature signal greater than said
warm temperature setpoint, equal to or greater than said coolant
setpoint and less than said hot temperature setpoint, it is
preferred that CONT send a signal to the combustion H.sub.2O flow
control valve, wherein the H.sub.2/H.sub.2O ratio is equal to said
H.sub.2/H.sub.2O ratio setpoint, thereby proportioning said
combustion water flow control valve; and send a signal to said
coolant flow control valve, wherein said signal is proportional to
the difference between said temperature signal and said coolant
setpoint, thereby proportioning said coolant flow control
valve.
[0142] In the case wherein the temperature signal is greater than
said warm temperature setpoint, greater than said coolant setpoint
and equal to or greater than said hot temperature setpoint, it is
preferred that CONT send a signal to open the combustion H.sub.2O
flow control valve 100%, which obtains a H.sub.2/H.sub.2O ratio
less than said H.sub.2/H.sub.2O setpoint; and send a signal in
proportion to the difference between the temperature signal and
said coolant setpoint to said coolant flow valve, thereby
proportioning said coolant flow control valve; and send a signal to
said H.sub.2 flow control valve, thereby closing said H.sub.2 flow
control valve; and send a signal to said O.sub.2 flow control
valve, thereby closing said O.sub.2 flow control valve; and send a
signal to said air flow control device, thereby closing said air
flow control device.
[0143] It is most preferred that the WCT Engine operate at a
temperature between said warm temperature setpoint and said coolant
temperature setpoint. It is preferred that energy not leave the WCT
engine via coolant. It is most preferred that required engine
cooling be performed by the addition of combustion H.sub.2O to the
combustion chamber(s).
[0144] Said WCT Engine is to preferably obtain O.sub.2 from at
least one of: O.sub.2 storage, cryogenic distillation, membrane
separation, PSA, electrolysis of H.sub.2O and/or any combination
therein. Said cryogenic distillation is to obtain O.sub.2 from at
least one of air and/or electrolysis of H.sub.2O. Said membrane
separation and/or said PSA is preferably to obtain O.sub.2 from
air. Said cryogenic distillation and/or said membrane separation
and/or said PSA is to preferably be powered by said WCT Engine.
Said O.sub.2 storage is to preferably be performed at cryogenic
temperatures. The mechanical energy for said cryogenic storage is
preferably created by said WCT Engine.
[0145] Said WCT Engine is preferably to obtain H.sub.2 from at
least one of: H.sub.2 storage, steam corrosion of a metal(s),
electrolysis of H.sub.2O and/or any combination therein. Said
steam, to produce H.sub.2 from said corrosion, is preferably an
exhaust product of said WCT Engine. Said H.sub.2 storage is to
preferably be performed at cryogenic temperatures. The mechanical
energy for said cryogenic storage is preferably created by said WCT
Engine.
[0146] Afore said electrolysis of H.sub.2O is preferably to obtain
electrical energy for electrolysis from a generator driven by at
least one of: a steam turbine, mechanical rotating energy, an air
turbine powered by the energy of moving air, a water turbine
powered by the energy of moving water and/or any combination
therein and/or photovoltaic cell(s). It is preferred that said
electrical energy be regulated. In the case wherein an alternator
or dynamo is used, it is preferred that said electrical energy be
converted from an alternating current to a direct current. Said
steam turbine is most preferably powered by steam generated by
afore said WCT Engine. Said mechanical rotating energy is
preferably powered by afore said WCT Engine.
[0147] The WCT Engine is to preferably generate mechanical energy
in the form of torque. It is preferred that said mechanical energy
turn a generator, wherein said generator create electrical energy.
Exhaust from said WCT Engine is preferably to turn a steam turbine,
wherein said steam turbine turns a generator, wherein said
generator creates electrical energy. It is preferred that at least
a portion of said electrical energy is used to electrolytically
convert H.sub.2O into H.sub.2 and O.sub.2. It is most preferred to
use a portion of said H.sub.2 and/or said O.sub.2 as fuel for said
WCT Engine.
[0148] Materials of construction for the WCT Engine, the fuel and
energy management systems and apparatus are to be those as known in
the art for each application as said application is otherwise
performed in the subject art. For example, various composite and
metal alloys are known and used as materials for use at cryogenic
temperatures. Various composite and metal alloys are known and used
as materials for use at operating temperatures of over 500.degree.
F. Various ceramic materials can be conductive, perform at
operating temperatures of over 2,000.degree. F., act as an
insulator, act as a semiconductor and/or perform other functions.
Various iron compositions and alloys are known for their
performance in combustion engines that operate approximately in the
200 to 1,500.degree. F. range. Titanium and titanium alloys are
known to operate over 2,000 and 3,000.degree. F. Tantalum and
tungsten are known to operate well over 3,000.degree. F. It is
preferred to have at least a portion of the construction of the WCT
Engine contain an alloy composition wherein at least one of: a
period 4, period 5 and/or a period 6 heavy metal is used, as that
metal(s) is known in the art to perform individually or to combine
in an alloy to limit corrosion and/or perform in a cryogenic
temperature application and/or perform in a temperature application
over 1,000.degree. F. While aluminum is lightweight and can perform
limited structural applications, aluminum is limited in application
temperature. Due to the operating temperatures involved in the WCT
Engine, thermoplastic materials are not preferred unless the
application of use takes into account the glass transition
temperature and the softening temperature of the thermoplastic
material.
EXAMPLE 1
[0149] A traditional gasoline internal combustion engine obtains
approximately 20 miles per gallon. Performing an energy balance on
the engine, according to FIG. 2:
E.sub.F=E.sub.W+E.sub.EX+E.sub.C+E.sub.fric+C.sub.E
E.sub.F=20 mpg+.apprxeq.35% E.sub.F+.apprxeq.35%
E.sub.F+.apprxeq.9% E.sub.F+.apprxeq.1% E.sub.F
E.sub.FE.sub.W+.apprxeq.80% E.sub.F in energy losses for internal
CE(s).
E.sub.F=20 mpg+80% E.sub.F; E.sub.F=100 mpg and E.sub.W.apprxeq.20%
E.sub.F
Again,
[0150] E.sub.F=E.sub.W+E.sub.EX+E.sub.C+E.sub.fric+C.sub.E
[0151] Assuming: 1) complete engine insulation, 2) a steam turbine
with 80% efficiency, 2) a generator with 90% efficiency and 3) an
electrolysis unit with 80% efficiency turns E.sub.X and E.sub.C
together into approximately 30% E.sub.F
[0152] Using WCT,
E.sub.F=E.sub.W+30% E.sub.F+.apprxeq.9% E.sub.F+.apprxeq.1%
E.sub.F
E.sub.F=E.sub.W+.apprxeq.40% E.sub.F (energy losses); E.sub.W
(WCT)=60% E.sub.F
EXAMPLE 2
[0153] Referencing CRC Handbook of Chemistry and Physics, the total
available combustion energy for n-Octane is approximately 1,300
kcal/mole; at 114 lb/lb mole E.sub.F=11.4 kcal/g and at 454 g/lb.
E.sub.F=5176 kcal/lb. (This excludes endothermic losses in the
formation of NO.sub.X.) Further, the density of n-Octane is
approximately 5.9 lb/gallon, which leads to energy figures for
n-Octane in the average automobile:
E.sub.F.apprxeq.100 mpg=17 mile/lb.=5176 kcal/b.;
E.sub.W.apprxeq.20 mpg=3.4 mile/lb.=1143 kcal/lb.
The total available energy for the combustion of hydrogen is 68
kcal/mole; at 2 lb/lb mole E.sub.F=34 kcal/g=15436 kcal/lb.
Therefore, on a mass basis, H.sub.2=34/11.4.apprxeq.3 times more
energy per pound.
[0154] Using WCT, 60%/20%=3 times more efficient. Correlating,
energy figures for WCT in the average automobile:
[0155] First, the fuel availability must be calculated. H.sub.2 is
100% as delivered. Since cryogenics are at least approximately 16%
efficient, the production of O.sub.2 is conservatively estimated to
be 16% efficient.
2/3.times.1+1/3.times.0.16.apprxeq.70%
[0156] (Therefore, approximately 30% of the energy of the H.sub.2
and O.sub.2 is used to generate O.sub.2.)
E F .apprxeq. 17 mile / lb . Octane .times. 0.70 .times. 15436 kcal
/ lb . H 2 .times. 3 5176 kcal / lb . n - Octane = 35.5 miles / lb
. H 2 ; ##EQU00001## E W .apprxeq. 21.3 mile / lb . H 2
##EQU00001.2##
(Note: Every mole of H.sub.2 requires 1/2 mole of generated
O.sub.2; therefore, at STP every psig of H.sub.2 requires 0.5 psig
of O.sub.2.)
EXAMPLE 3
[0157] According to the Chemical Market Reporter, H.sub.2 has a
market price of approximately $0.50/lb. and gasoline has a price of
approximately $1.60 per gallon or approximately $0.27 per pound.
Utilizing traditional hydrocarbon combustion technology in
transportation, the cost per mile for fuel is:
$0.27 per lb./3.4 mile per lb.=$0.08 per mile for gasoline
[0158] Utilizing the WCT with $0.50/lb. H.sub.2, the cost per mile
for fuel is:
$0.50 per lb./21.3 mile per lb.=$0.023 per mile
[0159] (This calculation can be altered to the current market price
of hydrogen.)
EXAMPLE 4
[0160] Electrical power plants currently produce electricity using
a natural gas turbine followed by a steam turbine, wherein the
energy for steam generation is transferred via a boiler from the
exhaust gas of the natural gas turbine. As is typical in the
industry: [0161] The efficiency of combustion is approximately 99
percent. [0162] The efficiency of the natural gas turbine is
approximately 20 percent. [0163] The efficiency of the boiler is
approximately 85 percent. [0164] The efficiency of the steam
generator is approximately 90 percent.
[0165] Utilizing the above, the efficiency of electricity
generation is approximately:
0.99.times.0.20+0.99.times.0.20.times.0.85.times.0.90=35
percent
[0166] For WCT utilizing the combustion/steam turbine configuration
in FIG. 23A, appropriate assumptions for efficiency would be
approximately: [0167] The efficiency of combustion near 99 percent.
[0168] The efficiency of O.sub.2 generation (cryogenics at least
16%) near 16 percent. [0169] Hydrogen is delivered, thereby having
100% delivery efficiency. [0170] Heat loss of water at exhaust
((1200.degree. F.-212.degree. F.)/1200.degree. F.).apprxeq.80%
percent. [0171] Friction losses near 12 percent.
[0172] Utilizing the above, the efficiency of electricity
generation is approximately:
0.99.times.(2/3.times.1+1/3.times.0.16).times.0.80.times.0.88=50
percent
[0173] (This can be improved if the final steam turbine operates at
less than atmospheric pressure.)
[0174] Utilizing the above, incorporating: [0175] An H.sub.2 price
of approximately $0.50 per pound. [0176] A natural gas price of
approximately $6.00 per thousand cubic feet. [0177] A natural gas
energy value of approximately 212 kcal/mole.
[0178] The cost of electricity production for WCT on a kcal basis
is:
(15436 kcal./lb. H.sub.2).times.(lb.
H.sub.2/$0.50).times.0.50=15436 kcal/$
[0179] The cost of electricity production for a traditional natural
gas plant on a kcal basis is:
[0180] First convert cubic feet to pounds at STP and convert to
kcal/lb.:
1000 cubic feet (tcf)/360 cubic feet per lb. mole=2.78 lb. mole
2.78 lb. mole.times.16 lb./lb. mole=44.5 lb. gas; $6.00/44.5 lb.
gas=$0.135/lb. gas
212 kcal/mole.times.454 mole/lb. mole gas).times.(lb. mole gas/16
lb. gas)=6016 kcal/lb. gas
[0181] Second, estimate economics:
(6016 kcal/lb. gas).times.(lb. gas/$0.135).times.0.35=15784
kcal/$
EXAMPLE 5
[0182] In residential heating, natural gas is often used.
Referencing above, the cost of natural gas heating, assuming 80%
heat transfer efficiency is:
($8.00 per tcf/45 lb. per tcf).times.0.80/13.25
kcal/lb.=$0.011/kcal
[0183] For WCT using membranes and referencing above with 40%
efficiency:
$0.50/lb..times.(2/3.times.1+1/3.times.0.40).times.0.80/34
kcal/lb.=$0.009/kcal
EXAMPLE 6
[0184] Please refer to Flow Diagram 2.
Thrust=Force=F=dMe/dt Ve-dMo/dt Vo; Let Me=Mo+M.sub.F,
wherein M.sub.F=mass of fuel.
F=.sub.to.intg..sup.t1.sub.Vo.intg..sup.VeMe-Mo=.sub.to.intg..sup.t1.sub-
.Vo.intg..sup.VeMo+M.sub.F-Mo=.sub.to.intg..sup.t1.sub.Vo.intg..sup.t1.sub-
.Vo.intg..sup.VeM.sub.F
For WCT,
F.sub.WCT=.sub.to.intg..sup.t1.sub.Vo.intg..sup.Ve{M.sub.H2+M.s-
ub.O2M.sub.H2O};
F.sub.Kerosene=F.sub.K=.sub.to.intg..sup.t1.sub.Vo.intg..sup.Ve{M.sub.K+M-
.sub.O2}
Assuming the same time integration and the same thrust velocity
integration, then the comparison for thrust can be written as:
Is, F.sub.WCT.gtoreq.F.sub.K? And, therefore,
IS{M.sub.H2+M.sub.O2+M.sub.H2O}.gtoreq.{M.sub.K+M.sub.O2}?
And, then is
{M.sub.H2+M.sub.H2O+M.sub.Air}.gtoreq.{M.sub.K+M.sub.Air}?
And, then is {M.sub.H2+M.sub.H2O}.gtoreq.{M.sub.K}?
And, then is {M.sub.H2+M.sub.Air}.gtoreq.{M.sub.K+M.sub.Air}?
.DELTA.H.sub.H2=51,571 BTU/lb., .DELTA.H.sub.K=19,314 BTU/lb.,
H.sub.2+1/2O.sub.2.fwdarw.H.sub.2O
C.sub.14H.sub.30+43/2O.sub.2.fwdarw.14 CO.sub.2+15 H.sub.2O
1 lb.+8 lb..fwdarw.9lb. 1 lb.+3.47 lb..fwdarw.3.11 lb.+1.36 lb.
Cp.sub.K=0.6 BTU .degree. F./lb., Cp.sub.H2O.apprxeq.0.46 BTU
.degree. F./lb., Cp.sub.H2=3.45 BTU .degree. F./lb.,
Cp.sub.Air=0.46 BTU .degree. F./lb.; .DELTA.H.sub.V,H2O=974
BTU/lb., .DELTA.H.sub.F,H2O=144 BTU/lb.,
Kerosene(K) a liquid, H.sub.2 vaporized by ambient temperature
Assuming stochiometric air and thereby the same combustion exhaust
temperature.apprxeq.1000.degree. F., then there is approximately
1000.degree. F. temperature differential to combustion temperature.
(Note air is 18% O.sub.2.) Doing an energy balance:
.DELTA.H Combustion=.SIGMA..DELTA.H's
.DELTA.H.sub.K=Cp.sub.K (lb. K)(1000)+Cp.sub.AIR
(3.47/0.18)(1000)+Cp.sub.AIR(lb. AIR)(1000)
19,314=(0.6)(1)(1000)+0.46(3.47/0.18)(1000)+0.46(lb. Air)(1000)
.thrfore. 19,314=600+8868+460(lb. Air), Air (cooling)=21 lb., Total
air=21+3.47/0.18=40.3 lb. .thrfore. For K, 1 lb. K/40.3 lb.
air=41.3 lb. thrust @ 1000.degree. F. (40.3 lb. air/lb.
K.apprxeq.1000 ft..sup.3 air/lb. K)
.DELTA.H.sub.H2=3.45(1)(1000)+0.46(8/0.18)(1000)+0.46(lb.
H.sub.2O)(1000)+974 (lb. H.sub.2O)
51,571=3450+20,444+1434 (lb. H.sub.2O), H.sub.2O cooling=19.3 lb.,
Air=8/0.18=44.4 lb.
.thrfore. For H.sub.2, 1 lb. H.sub.2/44.4 lb. air/19.3 lb.
H.sub.2O=64.7 lb. thrust. (Note this design requires a 10% increase
in intake air compression system capability while maintaining
1000.degree. F. exhaust temperature.) If the same air is used with
no H.sub.2O cooling, then the fuel is reduced by
19,314/51,571=0.374, 19,314=3.45
(0.374)(1000)+0.46(8/0.18)(0.374)(1000)+0.46(lb. Air)(1000), Air
(cooling)=22.6 lb.; Air combustion=8(0.374)/0.18=16.62 lb., total
air=39.22 lb. .thrfore. For H.sub.2 w/air cooling, 0.37 lb.
H.sub.2/39.22 lb. Air=39.6 lb. Thrust, a 5% reduction @1000.degree.
F. (39.22 lb. air/0.37 lb. H.sub.2=106 lb. air/lb.
H.sub.2.apprxeq.2630 ft..sup.3 air/lb. H.sub.2. (Note this design
requires a 160% increase in intake air compression system
capability to maintain 1000.degree. F. exhaust temperature.)
.thrfore. Previous issues with H.sub.2 are H.sub.2 requires 160%
more air per pound than Kerosene to burn at the same temperature.
H.sub.2 requires an air increase/air compressor capability increase
to perform similar to Kerosene.
Evaluation of Alternative Propulsion Options:
[0185] Sg of Liquid H.sub.2=0.07; Sg of Liquid O.sub.2=1.14; Sg of
H.sub.2O=1.00; Sg of K=0.80 0.8/0.07=11.4 times the volume; however
at (51,571/19,314) 2.67 times the energy, 11.4/2.67=4.27 times the
volume, say 4.3 times the volume.
While every lb. of H.sub.2O equals a lb. of thrust, there is no
thrust multiplication effect for the H.sub.2O, as there is with
fuel. There is a benefit to create a hydrogen gel with H.sub.2O
instead of the currently produced hydrogen methane gel. However,
ice sublimation energy will slightly reduce thrust:
19,314=3.45(0.374)(1000)+0.46(8/0.18)(0.374)(1000)+0.46(lb.
Air)(1000)+144(0.0374)+0.46(0.0374)(1000)
10,355=460(lb. Air, Air (cooling)=22.5 lb.
.thrfore. Thrust=22.5+8/0.18(0.374)+0.374+0.0374=39.5 lb.
[0186] Moving to H.sub.2 and O.sub.2 Systems w/Air Cooling:
51,571=3.45(1)(1000)+0.44(8)(1000)+0.46 (lb. Air)(1000), Air
(cooling)=97 lb.
.thrfore. Thrust=105 lb., lb. Thrust/lb. fuel=105/9=11.67 Moving to
H.sub.2 and O.sub.2 Systems with H.sub.2O Cooling:
51,571=3.45(1)(1000)+0.44(8)(1000)+0.46 (lb.
H.sub.2O)(1000)+144(lb. H.sub.2O)
.thrfore. H.sub.2O (cooling)=73 lb. .thrfore. Thrust=82 lb., lb.
Thrust/lb. fuel=1.0 Both systems with O.sub.2 could contain an
O.sub.2 gel with H.sub.2O as the frozen component. In all WCT
applications, H.sub.2 could be a H.sub.2 gel with H.sub.2O as the
frozen component. In rocket applications, the hydrogen could be
mixed with frozen water and with frozen oxygen to create a
hydrogen/oxygen/water gel. The molar ration of H.sub.2/O.sub.2
would be preferably 2, and the amount of water in the gel would
depend on the cooling desired versus the acceptable explosivity of
the gel. (Extremely explosive mixture.) Hydrogen has a wide
combustion window, approximately 5 to 90% in air.
Preferred Embodiments:
[0187] 1. Preferred operation is H.sub.2 with air while
stoichiometically increasing the jet air intake for H.sub.2
thermodynamics and/or to operate with excess air for cooling.
[0188] 2. To increase thrust, H.sub.2 with O.sub.2 and excess air
cooling is most preferred. To increase thrust H.sub.2, O.sub.2 with
H.sub.2O is preferred. [0189] 3. It is preferred to use H.sub.2 and
air at altitudes wherein there is enough air available. H.sub.2,
O.sub.2 and air is preferred at moderate altitudes and high
altitudes. H.sub.2, O.sub.2 and H.sub.2O is preferred at all
altitudes and most preferred at very high altitudes, such as in a
space plane application. [0190] 4. H.sub.2, O.sub.2 and air is
preferred in after burn or high thrust situations, thereby
increasing thrust capability upwards of 150% over that available
with K or H.sub.2 combined with air. [0191] 5. H.sub.2O is
preferred to cool exhaust, thereby reducing the WCT heat signature
and the ability of a heat seeking missile to find the WCT.
[0192] Certain objects are set forth above and made apparent from
the foregoing description. However, since certain changes may be
made in the above description without departing from the scope of
the invention, it is intended that all matters contained in the
foregoing description shall be interpreted as illustrative only of
the principles of the invention and not in a limiting sense. With
respect to the above description, it is to be realized that any
descriptions, drawings and examples deemed readily apparent and
obvious to one skilled in the art and all equivalent relationships
to those described in the specification are intended to be
encompassed by the present invention.
[0193] Further, since numerous modifications and changes will
readily occur to those skilled in the art, it is not desired to
limit the invention to the exact construction and operation shown
and described, and accordingly, all suitable modifications and
equivalents may be resorted to, falling within the scope of the
invention. It is also to be understood that the following claims
are intended to cover all of the generic and specific features of
the invention herein described, and all statements of the scope of
the invention, which, as a matter of language, might be said to
fall in between.
* * * * *