Vapor-air steam engine

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WAPOR-AR STEAM. ENGINE fluid without mechanical compression. The working fluid is increased when excess combustion gas temperature is trans

This application is a 371 of PCT/US93/10280 filed Oct. formed into steam pressure.

27, 1993 and a continuation-in-part of U.S. Ser. No. 07/967, In the present invention, independent control of the com 288 filed Oct. 27, 1992 now U.S. Pat. No. 5.221,041 issued bustion flame temperature and fuel to air ratio is used in Jun. 22, 1993. order to accommodate the requirements of a working engine. Control of the flame temperature also prevents the

FIELD OF THE INVENTION formation of NO, and the disassociation of CO as described below.

The present invention is directed to a vapor-air steam 10 The present invention also utilizes high pressure ratios as engine which operates at high pressure and utilizes a work a way of increasing efficiency and horsepower while simul ing fluid consisting of a mixture of compressed air, fuel taneously lowering specific fuel consumption ("sfc"). When combustion products and steam. The invention is further wateris injected and converted into steam in the combustion directed to processes for producing electrical energy in a fuel chamber of the present invention, it acquires the pressure of burning system at high efficiency and low specific fuel 15 the combustion chamber. It should be noted that this pres consumption. The invention is still further directed to the sure of the combustion chamber is acquired by the steam production of potable water while generating electrical irrespective of the pressure ratio of the engine. Thus, a power without significantly reducing the efficiency or higher pressure ratio can be obtained in the engine without increasing the fuel consumption. expending additional work for performing compression for new steam or water injection. Because of massive water 20 injection used in the present invention, there is no need to

BACKGROUND OF THE INVENTION

compress dilution air typically used in prior art systems for

Internal combustion engines (“ICEs”) are generally clas cooling. The elimination of this requirement results in an sified as either constant volume or constant pressure. Otto enormous energy savings to the system. cycle engines operate by exploding volatile fuel in a con Because the pressure ratio is increased in a device using stant volume of compressed air near top dead center while 25 water injection as taught in the present invention, several diesel cycle engines burn fuel in a modified cycle, the advantages are apparent. To begin with, no additional work burning being approximately characterized as constant pres is required to compress water or steam further after they S. have been initially compressed; in other words, after com External combustion engines ("ECEs) are exemplified pressing steam to 2 atmospheres, no additional work is by steam engines and turbines and some forms of gas 30 required to compress it further to a higher pressure. This is turbines. It has been known to supply a gas turbine with a unlike air, for example, for which additional work must be fluid heated and compressed from an external fluid supply expended to raise it to higher pressures and thus acquire source and to operate various motor devices from energy additional working fluid mass. Furthermore, when water is stored in this compressed gas. injected and converted to steam in the present invention, it It is also known to burn fuel in a chamber and exhaust the 35 acquires the pressure of the combustion chamber without combustion products into a working cylinder, sometimes enthalpy. additional work. This steam also has constant entropy and with the injection of water or steam in accordance with the In the present invention excess waste heat from combus rising temperature. These may also be classified as ECEs. tion is converted to steam pressure and as an additional mass Some other devices have been proposed in which com for the working fluid without mechanical compression. In bustion chambers are cooled by addition of water or steam contrast, in a typical Brayton Cycle Turbine, 66%-75% of internally rather than employing external cooling. Still the mechanically compressed air is used for air dilution with another form of apparatus has been proposed for operation the products of combustion in order to reduce the tempera on fuel injected into a combustion cylinder as the tempera ture of the working fluid to Turbine Inlet Temperature ture falls, having means to terminate fuel injection when the 45 ("TIT") requirements.

pressure reaches a desired value. Since the steam doubles or more the combustion gener Each of these prior engines has encountered difficulties ated working fluid and produces 15% or more of the net which have prevented their general adoption as a power horsepower, the water can be seen to serve as a fuel in this source for the operation of prime movers. Among these new thermodynamic system because it supplies pressure, difficulties have been the inability of such an engine to meet 50 power and efficiency to the present system. sudden demand and/or to maintain a constant working The cycle of the present invention may be open or closed temperature or pressure as may be required for efficient with respect to either or both air and water. Desalination or operation of such an engine. water purification could be a byproduct of electric power Furthermore, control of such engines has been inefficient, generation from a stationary installation or water borne and the ability of the gas generator to maintain itself in 55 ships, where the cycle is open as to air but closed as to the standby condition has been wholly inadequate. In all prac desalinated water recovery. Marine power plants or irriga tically applied engine configurations the requirement for tion water clean up systems are also viable environments. cooling the confining walls of the work cylinders has The present cycle can also be employed in the closed resulted in loss of efficiency and a number of other disad cycle phase in mobile environments, e.g. autos, trucks, vantages previously inherent in ICEs. buses, commuter aircraft, general aviation and the like. The present invention overcomes the limitations of the SUMMARY OF THE INVENTION prior art described above. First, the requirement of air or liquid external cooling is eliminated by injecting water into One of the objectives of this inventionis to provide a new, the combustion process to control the temperature of the thermodynamic power cycle which may be open or closed, resulting working fluid. When water is injected and con 65 and that compresses air and stoichiometrically combusts fuel verted into steam in this way, it becomes a portion of the and air so as to provide efficient clean pollution controlled working fluid itself, thus increasing the volume of working power.

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It is also an object of this invention to completely control the weight of the fuel of combustion is used. Therefore, the the temperature of combustion within an engine through the mass flow of combustion generated working fluid may be employment of the latent heat of vaporization of water doubled or greater under most operating conditions. without the necessity to mechanically compress dilution air. A working fluid consisting of a mixture of compressed air, A further object of this invention is to reduce the air fuel combustion products and vapor is thus generated in the compressor load in relation to a power turbine used in the combustion chamber during combustion at a predetermined engine so that slow idling and faster acceleration can be combustion temperature. This working fluid can then be achieved. supplied to one or more work engines for performing useful work.

A further object of this invention is to separately control O In more specific embodiments of the present invention, an the TTT on demand. ignition sparker is used to start the engine. The engine may Another object of this invention is to vary the composition also be operated either open or closed; in the latter case, a of working fluid on demand. portion of the working fluid exhaust may be recuperated. It is also an object of this invention to provide sufficient The combustion chamber temperature is determined based dwell time in milliseconds to permit stoichiometric 5 on information from temperature detectors and thermostats combustion, bonding, and time for complete quenching and located therein.

equilibrium balance. When the present invention is used, the combustion It is also an object of this invention to so combust and to temperature is reduced by the combustion control means so so cool the products of combustion as to prevent the for that stoichiometric bonding and equilibrium is achieved in mation of Smog causing components such as NO, HC-, the working fluid. All chemical energy in the injected fuel is CO-, particulates, CO dissociation products, etc. converted during combustion into thermal energy and the It is also an object of this invention to provide a com vaporization of water into steam creates cyclonic turbulence bustion system which provides 100% conversion of one that assists molecular mixing of the fuel and air such that pound of chemical energy to one pound of thermal energy. greater stoichiometric combustion is effectuated. The It is also an object of this invention to operate the entire 25 injected reduce water absorbs all the excess heat energy so as to the temperature of the working fluid below that of a power system as cool as possible and still operate with good maximum operating temperature of the work engine. When thermal efficiency. the injected water is transformed into steam, it assumes the It is also an object of this invention to provide a condens pressure of the combustion chamber, without additional ing process to some value of vacuum in order to cool, 30 work for compression and without additional entropy or condense, separate, and reclaim the steam as condensed enthalpy. The careful control of combustion temperature Water.

prevents the formations of gases and compounds that cause

It is also an object of this invention to provide an electric or contribute to the formation of atmospheric Smog. power generating system which uses sea water as its coolant In another embodiment of the present invention, electric and produces potable water desalinated as a product of the 35 power is generated which uses sea water as its coolant, and electric power generation. which produces potable water desalinated as a product of the It is also an object of this invention to provide a new cycle electric power generation.

which incorporates a modified Brayton cycle during the top In a third embodiment of the present invention, a new half of engine operation, and a vapor air steam cycle during cycle is described for an engine, so that when the engine is the lower half of engine operation. operated in excess of a first predetermined rpm, water It is also an object of this invention to provide a turbine injection and the portion of compressed air combusted is power generating system which produces electrical energy constant as engine rpm increases. In between the first and at a greater efficiency and reduced specific fuel consumption second predetermined rpm, water/fuel is increased, the per when compared with currently available system. centage of air combusted is increased, and combusted air is It is also an object of this invention to provide a power 45 varied. When the engine is operated below the second generating system which produces electrical energy at an predetermined rpm, water injection is proportional to fuel overall efficiency significantly greater than 40%. and constant while the percent of compressed air combusted In accordance with one exemplary embodiment of the is held constant, present invention, an internal combustion engine is The use of such a cycle results in increased horsepower, described. This engine includes a compressor configured for 50 low rpm, slow idle, fast acceleration and combustion of up compressing ambient air into compressed air having a to 95% of the compressed air at low rpm.

pressure greater than or equal to six atmospheres, and having A more complete understanding of the invention and an elevated temperature. A combustion chamber connected further objects and advantages thereof will become apparent to the compressor is configured to duct a progressive flow of from a consideration of the accompanying drawings and the compressed air from the compressor. Separate fuel and fluid 55 following detailed description. The scope of the present injection controls are used for injecting fuel and water invention is set forth with particularity in the appended respectively into the combustion chamber as needed. The claims.

amount of compressed air, fuel and fluid injected and the BRIEF DESCRIPTION OF THE DRAWINGS temperature of the injected water are each independently controlled. Thus, the average combustion temperature and FIG. 1 is a block diagram of a vapor-air steam turbine the fuel to air ratio can also be independently controlled. The engine in accordance with a present invention; injected fuel and a controlled portion of the compressed air FIG. 2 is a diagram describing the pressure and volume is combusted, and the heat generated transforms the injected relationship of the thermodynamic process used in the fluid into a vapor. The transformation of the injected fluid present invention;

into a vapor reduces the outlet temperature of the gases 65 FIG. 3 is a diagram describing the temperature and exiting the combustion temperature by way of the latentheat entropy relationship of the thermodynamic process used in of vaporization. An amount offluid significantly greater than the present invention.

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S 6

FIG. 4 is a block diagram of a vapor-air steam turbine elements of the present invention detailed above. Combus engine that includes means for desalinating seawater to tion controller 100 may be a conventionally programmed obtain potable water in accordance with the present inven microprocessor with supporting digital logic, a microcom tion; puter or any other well-known device for monitoring and FIG. 5 is a schematic drawing of one embodiment of the effectuating control in response to feedback signals from vapor-air steam turbine engine shown by a block diagram in monitors located in the combustion chamber 25 or associ FIG, 4. ated with the other components of the present system. FIG. 6 is a schematic drawing of a second embodiment of tained For example, pressure within combustor 25 can be main a vapor-air steam turbine engine with desalination capabili 10 engine byrpm.air Temperature compressor 10 in response to variations in detectors and thermostats 204 ties incorporating features of the invention.

FIG. 7 is a graph showing the effect of pressure ratio on combustion control 100 which temperature within combustor 25 provide information to then directs water injection thermal efficiency for the vapor-air steam turbine engine of control 40 to inject more or less water as needed. Similarly, FIG. 1. working fluid mass is controlled by combustion control 100 FIG. 8 is a graph showing the effect of effect of pressure 15 by varying the mixture of fuel, water and air combusted in ratio on specific fuel consumption for the vapor-air steam combustor 25.

turbine engine of FIG. 1. There are certain well-known practical limitations which FIG. 9 is a graph showing the pressure ratio on turbine regulate the acceptable high end of combustion temperature. power for the vapor-air steam turbine engine of FIG. 1. Foremost among these considerations is the maximum TIT FIG. 10 is a graph of the effect of pressure ratio on net 20 which can be accommodated by any system. To effectuate power for the vapor-air steam turbine engine of FIG. 1. the desired maximum TIT, water injection control 40 injects FIG. 11 is a schematic diagram of a further embodiment water as needed to the working fluid to keep the combustion of a vapor-air stream turbine engine with two parallel temperature absorbs a within acceptable limits. The injected water substantial amount of the combustion flame heat combustors.

25 through the latent heat of evaporation of such water as it is

DETAILED DESCRIPTION OF THE converted to steam at the pressure of combustor 25. INVENTION For ignition of the fuel injected into combustor 25, a A. Basic Configuration Of The Present System pressure ratio of greater than 12:1 is needed to effectuate Referring now to FIG. 1, there is shown schematically a self-compression ignition. A standard ignition sparker 205 gas turbine engine embodying the teachings of the present 30 can be used with lower pressure ratios, however, invention. Ambient air 6 is compressed by compressor 10 to As mentioned above, combustion controller 100 indepen a desired pressure ratio resulting in compressed air 11. In a dently controls the amount of combusted compressed air preferred embodiment, compressor 10 is a typical well from airflow control 27, fuelinjection control 30, and water known three stage compressor, and the ambient air is com injection control 40 so as to combust the injected fuel and a pressed to a pressure greater than four atmospheres, and 35 portion of the compressed air. At least 95% of the com preferably 22 atmospheres, at a temperature of approxi pressed air is combusted. If less than 100% of the O is mately 1400° R. combusted then this leaves sufficient O to complete sto The compressed air 11 is supplied by an airflow controller ichiometric bonding and for acceleration. When 100% of the 27 to a combustor 25 or two combustors 25 as shown in FIG. air is consumed in the combustion process, forming CO2, no 11. Combustors are well-known in the art, and, in the present oxygen is available to form NO. The heat of combustion invention, the compressed air 11 may be supplied in a also transforms the injected water into steam, thus resulting staged, circumferential manner by airflow control.27 similar in a working fluid 21 consisting of a mixture of compressed, to that shown in U.S. Pat. No. 3,651,641 (Ginter) which is non-combustible components of air, fuel combustion prod hereby incorporated by reference. The compressed air 11 is lucts and steam being generated in the combustion chamber. fed in stages by air flow controller 27 in order to keep 45 Pressure ratios from 4:1 to 100:1 may be supplied by combustion (flame temperatures) low in combustion cham compressor 10. TIT temperatures may vary from 750°F, to ber 25. 2300° F with the higher limit being dictated by material Fuel31 is injected underpressure by fuelinjection control considerations.

30. Fuel injection control is also well-known to skilled A work engine 50, typically a turbine, is coupled to and artisans, and fuel injection control 30 used in the present 50 receives the working fluid 51 from combustion chamber 25 invention can consist of a series of conventional single or for performing useful work (such as by rotating a shaft 54 at multiple fuel feed nozzles. A pressurized fuel Supply (not 202 which, in turn drives load such as a generator 56 which shown) is used to supply fuel, which can be any conven produces electric energy 58. While the present invention tional hydrocarbon fuel, such as diesel fuel #2 heating oil, discusses the use of a turbine as a work engine, skilled preferably sulfur free and alcohols such as ethanol. Ethanol 55 artisans will appreciate that reciprocating, Wankel, cam or may be preferable in some applications because it includes other type of work engines may be driven by the working or can be mixed with at least some water which may be used fiuid created by the present invention. for cooling combustion products, thus reducing the require The working fluid expands as it passes by work engine 50. ment for injected water. Also ethanol water mixtures have a After expansion the working fluid 51 is exhausted by much lower freezing point thus increasing the ability to use exhaust control 60 at varying pressure (anywhere from 0.1 the engine in climates which have temperatures below 32°F. atmospheres on up) depending on whether a closed cycle Water 41 is injected at pressure by water injection control with vacuum pump or open cycle is used. Exhaust control 60 40 and may be atomized through one or more nozzles 206 may also include a heat exchanger 63 and/or condenser 62 into, during and downstream of combustion in combustion for condensing the steam 61 from the working fluid 51 as chamber 25 as explained further below. 65 well as a recompressor 64 for exhausting the working fluid Temperature within combustor 25 is controlled by com 51. The steam condensed in condenser 62 exits as potable bustion controller 100 operating in conjunction with other water 65.

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B. Thermodynamic Processes Employed In Present Cycle occurs in the combustor immediately following injection of 1. General Explanation fuel under high pressure and provides idealized burning When a combustor as described is employed in a practical conditions for efficiency and avoidance of air contaminants engine, a number of thermodynamic advantages are in which the fuel mixture may at first be richer than the obtained. These will best be understood by reference to the mixture for complete combustion, additional air being added thermodynamic processes of the cycle used in the present as burning continues, this air being added circumferentially invention as shown schematically in P-V and T-S diagrams around the burning fuel and in an amount which, as a in FIGS. 2 and 3. The present invention, which utilizes minimum equals the amounts necessary for complete vapor, air and steam in conjunction with a work turbine, is combustion, a stoichiometric amount, but can ultimately referred to as the VASTTM cycle; VAST being a trademark 10 exceed that necessary for complete combustion of the fuel owned by applicant. components. A minimum of about 95% of the compressed The following parameters were used in plotting the dia air is combusted in order to leave sufficient O to complete grams shown in FIGS. 2 and 3: stoichiometric bonding and for acceleration. Pressure Ration-22/1 Water at high pressure, which may be as high as 4000 psi 3-Stage Compressor 10 15 or greater, is injected by water injection control 40. Due to Turbine inlet temperature-1800° F. the high temperatures in the combustion chamber 25, the Fuel - air ratio-0.066 injected water is instantaneously flashed into steam and 1 lb. air per second mixes with the combustion gases. Again, the amount of Water inlet temperature-212° F. water that is added into the combustion chamber 25 depends Efficiency of compressors used in Compressor 10=85% on the prescribed turbine inlet temperature (TIT) and the Efficiency of Work Engine (Turbine) 50=85% temperature of the water just prior to injection. Part of the However, as discussed below, these operating parameters heat released during the combustion of fuel is used to raise are merely representative of an embodiment incorporating the temperature of the compressed air from the three stage features of the invention. The pressure ratio, turbine inlet compressor 10 to the TTT. The remaining heat of combustion temperature, and water inlet temperature can be varied as 25 is used to convert the injected water into steam. This process required by the application in which the VAST cycle is used. is represented in FIGS. 2 and 3 by the portions on these Additionally, the fuel/air ratio changes depending on the diagrams designated 3-4.

type of fuel used to assure stoichiometric quantities and the The general explanation which follows sets forth a single compressor and turbine efficiency can be increased by use of set of operating conditions for system using #2 diesel fuel. more efficient designs. Further, FIGS. 2 and 3 were calcu 30 In particular, a pressure ratio of 22/1, a turbine inlet tem lated using one pound of air per second. Increasing the air perature of 1800 F, a turbine outlet pressure of 1 atmo feed while maintaining fuel/air constant results in a propor sphere and a water inlet temperature of 212°F. are indicated. tional increase in the power output. Additionally, the efficiency of the compressor and the work The VAST cycle is a combination of a compressed air engine have been conservatively set at 85%. This resulted in work cycle and a steam cycle since both air and steam are 35 a net horsepower of 455.11, an SFC of 0.522 and an present as a working fluid wherein each makes up a portion efficiency of 0.251 (data table). The examples calculated in of the total pressure developed in the combustor. In the the attached computer printout of a simulated process and present discussion, it will be understood that the term "air" listed in the data tables show the result of varying the is intended to include fuel as combusted by the inlet com pressure ratio from 10 to 50 with the fla, water temperature pressed air together with any excess of compressed air and turbine inlet temperature held constant. which may be present, and thus includes all of the products In a like manner, other operating conditions can be varied. of combustion, while the term "steam' refers to water which For example the water temperature can be increased, the is injected in the liquid state to become superheated steam, maximum temperature being not greater than the desired but which also is used in a work cycle with a change of state TIT. Preferentially, the water temperature is not increased to in which a part of the steam becomes liquid water. The new 45 a temperature greater than about 50° F below the desired cycle or process of burning fuel makes use of the combined TIT. However, for practical reasons, since the working fluid steam and air as a working fluid, with the exception of the exiting the turbine is used to heat the feed water, the inlet compression process in which air only is involved. water is usually held to no more than about 50°F, below the A discussion of the thermodynamic processes in the turbine exit temperature. The higher the water temperature VAST cycle now follows. As shown in FIGS. 2 and 3, 50 the greater the volume of water necessary to reduce the processes 1-2 and 2-3 show the compression in the com combustion temperature to the TIT, thus resulting in a pressors of three stage compressor 10. The exit conditions at greater volume of gases flowing to the turbine and a greater the outlet of compressor 10 are calculated using isentropic power output. Likewise the TIT can be raised or lowered. relations for compression and the real conditions are calcu Examples 1-10 in the data table were calculated at a TIT lated using a compressor efficiency of 85%. 55 equal to 1800°F. This is the generally accepted maximum As explained above, compressed air enters combustion for turbines which do not utilize high temperature alloys or chamber 25 through air flow control. 27. The combustion hollow blade cooling with either air or steam. However, chamber process is shown in FIGS. 2 and 3 as processes 3-4. utilization of high temperature and/or corrosion resistant The combustion chamber 25 burns fuel at constant pres alloys, high temperature composites, ceramics and other sure under conditions also approximating constant tempera materials designed for high temperature operation, such as ture burning. The temperature is completely controllable used in turbine jet engines will allow operation as high as since there are independent fuel, air and water controls. 2300° F. Examples 11-16 illustrate operation at more Compressed air input to the combustor, after start-up, is at elevated temperatures.

constant pressure. Thus, the combination of the air feed at a Examples 1-5 of Table 1 show the effect on horsepower, constant pressure and a fixed fuel/air ratio in combination 65 efficiency and SFC by increasing the air compression ratio. with control of the TIT by water injection results in a The effect of raising inlet water temperature and reducing constant pressure in the combustion chamber. Burning the exit pressure (calculated at a turbine efficiency and

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compressor efficiency of 85%) is shown in Examples 6-10. which then flashes to steam the heat of the vaporization and Examples 11-16 show the effect of air compression ratio on superheat being equated to the heat of combustion of the fuel a system with a TTT of 2000 F., a turbine exit pressure of being burned. (The temperature of the burning fuel is 0.5 atmosphere and a HO inlet pressure of about 625° to reduced to the desired TIT by the heat of vaporization and about 700° F when calculated at an assumed turbine effi superheat as the water vaporizes and then heats up to the ciency of 90%. It should be noted that a turbine efficiency of TIT). The quantity of injected water is thus determined by 93% is claimed by currently available air compression axial the desired operating temperature, being less for high turbines and the power turbine expander train. superheats, but actually maintaining a fixed operating tem In examples 1 through 16, the fuel is diesel #2 and the fuel perature.

to air ratio is 0.066, which is the stoichiometric ratio for #2 10 The working pressure is kept constant by compressor 10 diesel fuel. With other fuels a differentffa ratio is required as required by any give engine rpm. to maintain stoichiometric conditions. Example 17 uses The resulting working fluid mixture of combustion gases methane and a fla=0.058. Because methane burns more and steam is then passed into a working engine 50 (typically efficiently than diesel fuel, less fuel per pound of air is used a turbine as explained above) where expansion of steam - and, as a result, less water is added. gas mixture takes place. The exit conditions at the outlet of

TABLE 1.

Comp. Efficiency, HO Inlet TTT Press Closed Cycle

Ex. Ratio 9% Temp, F. F. atmospheres HP EFF SFC 1. 10:1 85 212 1800 1 354.14 0.200 0.671 2 22:1 85 212 1800 427.48 0.24 0.556 3 30:1 85 212 1800 1 444 0.25 0.535 4 40:1. 85 212 1800 1. 454.64 0.256 0.523 5 50:1 85 212 1800 460 0.259 0.517 6 22:1 85 410 1800 1. 466 0.263 0.51 7 22:1 85 410 1800 5 518.1 0,292 0.459 8 22:1 85 41O 1800 25 522 0.294 0.455 9 22:1 85 600 1800 5 579.26 0.326 O,410

O 22:1 85 665 1800 .5 65.85 0.347 0.386 11 5:1 90 700 2000 5 547.56 0,309 0.434 12 10:1 90 704 2000 5 709 0.400 0.335 13 15:1 90 697 2000 5 745.31 (0.42 0.319 14 20:1 90 677 2000 5 759.77 0.428 0.313 15 25:1. 90 653 2000 5 752.93 0.424 0.316 16 30:1 90 629 2000 5 769.04 0.433 0.309 17 29:1 93 664 2175 5 840.31 0.475 0.250

Example 17 is also calculated at a turbine efficiency of working engine 50 are calculated using isentropic relations 93%, and a turbine inlet temperature of 2175° F which are 40 and turbine efficiency. This process is shown in FIGS. 1 and both claimed as operating parameters of commercially avail 2 by 4-5.

able turbines (which do not use the claimed invention.) The exhaust gases and steam from work engine 50 are The effect of changing air compression ratio on the then passed through an exhaust control 60. Exhaust control performance of the systems listed in examples 11-16 are 60 includes a condenser where the temperature is reduced to plotted on FIGS. 7-10. the saturation temperature corresponding to the partial pres The combustor of the invention differs from prior devices sure of steam in the exhaust. The steam in the turbine in a fundamental aspect since the working fluid may be exhaust is thus condensed and pumped back into the com increased either at constant pressure, constant temperature bustion chamber 25 by water injection control 40. The or both. Constant temperature is maintained by combustion remaining combustion gases are then passed through a controller 100 through controlled water injection by water 50 secondary compressor where the pressure is raised back to injection control 40 in response to temperature monitors the atmospheric pressure so that it can be exhausted into the atmosphere, (thermostats) in combustor 25. Within combustor 25, typical It can be seen that the present invention makes substantial combustion temperatures for liquid hydrocarbon fuels reach advantage of the latent heat of vaporization of water. When about 3,000 to 3,800°F. when a stoichiometric amount or water is injected into a combustion chamber, and steam is a small excess of compressed air is supplied by compressor 55 created, several useful results occur: (1) the steam assumes 10. Larger quantities of excess air would of course reduce its own partial pressure; (2) the total pressure in the com the resulting combustion temperature but would not greatly bustor will be the pressure of the combustion chamber as affect the actual temperature of burning or the ignition maintained by the air compressor; (3) the steam pressure is temperature. without mechanical cost, except a small amount to pump in The practical limit of the discharge temperature from the the water at pressure; (4) the steam pressure at high levels is combustor 25 is in turn governed by the material strength of obtained without mechanical compression, except the water, the containing walls at the discharge temperature, the high with steam at constant entropy and enthalpy. The water temperature tolerance of the combustor walls, the materials conversion to steam also cools the combustion gases, result of construction of the power turbine, and whether the turbine ing in the pollution control described below. blades are separately cooled, either externally or internally, 65 2. Pollution. Control

This discharge temperature is controlled between suitable Any type of combustion tends to produce products which limits by variation in the injection of high pressure water react in air to form smog, whether in engines or industrial

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furnaces, although of different kinds. The present invention A burning as described provides a method of reducing reduces the formation of pollution products in several ways smog-forming elements while at the same time, providing a discussed below. complete conversion of fuel energy to fluid energy. First, internal combustion engines operated with cooled The VAST cycle is a low pollution combustion system cylinder walls and heads have boundary layer cooling of because the fuel-air ratio and flame temperature are con fuel-air mixtures sufficient to result in Small percentages of trolled independently. The control of fuel-air ratio, particu unburned hydrocarbons emitted during the exhaust stroke. larly the opportunity to burn all of the compressed air (or to The present invention avoids combustion chamber wall dilute with large amounts of compressed air, if desired) cooling in two distinct ways to keep the burning temperature for the fuel high, both of which are shown in more detail in 10 inhibits monoxide the occurrence of unburned hydrocarbon and carbon resulting from incomplete combustion. The use of

U.S. Pat. No. 3,651,641 mentioned previously. First, hot an inert diluent rather than air permits control of the forma compressed air is made to flow by airflow control 27 around tion of oxides of nitrogen and represses the formation of an exterior wall of combustor 25 such that combustion occurs only within a small space heated above ignition carbon monoxide formed by the dissociation of carbon temperatures. Second, the combustion flame is shielded with 15 dioxide at high temperature. The use of diluents of high specific heat, such as water or steam, as explained above, air unmixed with fuel. Thus, a hot wall combustion, pref reduces the quantity of diluent required for temperature erably above 2000 F is utilized in an engine operating on the present cycle. control. In the case of oxides of nitrogen, it should be noted Next, smog products are also inhibited by operating the that the VAST cycle inhibits their formation rather than, as combustor 25 within a defined temperature range. For is true in some systems, allowing them to form and then example, CO and other products of partial combustion are attempting the difficult task of removing them. The netresult inhibited by high temperature burning, preferably well of all of these factors is that VAST operates under a wide above 2000 F., and by retaining such products for a range of conditions with negligible pollution levels, often considerable dwell time after start of burning. At too high a below the limits of detection of hydrocarbons and oxides of temperature, however, more nitrous and nitric oxides are nitrogen using mass spectroscopic techniques. formed. Accordingly, neither extremely high nor extremely 25 The combustor 25 represents a mechanism for using heat low temperatures are acceptable for reducing Smog prod and water to create a high temperature working fluid without ucts. The combustion controller 100 in the present invention the inefficiencies that result when the heat must be trans commences burning of the fuel and air at high temperature, mitted through a heat exchanger to a flash vaporizer or a then reduces that temperature for a considerable dwell time boiler. The addition of water rather than merely heated gas and then cools (after completion of the burning) to a 30 to the products of combustion represents a means for using predefined, smog-inhibiting temperature by the use of water a fluid source for gas, water flashing to steam which pro injection. Thus, combustion is first performed in a rich vides a very efficient source of mass and pressure and at the mixture; then sufficient compressed air is added to allow same time gives tremendous flexibility in terms of complete combustion of the fuel with a minimum of excess temperature, volume, and the other factors which can be oxygen and to cool the gases below about 3000F for about 35 controlled independently. An additional degree of freedomis half of the dwell time in the combustion chamber 25; and created by the addition of water. Injected water, when added then water injection is directly added to combustion or during the combustion process, or to quench the combustion upstream by water injection control 40 to maintain an process, greatly reduces contamination that results from acceptable temperature that assures complete burning of all most combustion processes.

the hydrocarbons. There is only about 30% as much nitrogen in the com In typical engines, hydrocarbon fuels are often burned in busted gases of the combustion chamber 25 when compared a mixture with air a little richer in fuel, i.e., at less than to a normal air dilution open cycle Brayton engine of any stoichiometric proportions in order to increase efficiency, form or model because water rather than excess air is used This, however, results in excess CO and more complex for cooling and the amount of air fed to the system is thus products of incomplete combustion. The present invention, 45 greatly reduced. Water cyclonically expands as it forms however, because it provides a progressive supply of air steam, and creates a molecular activity unsurpassed in through air flow control 27, dilutes the combustion and controlled internal combustion.

further reduces such smog products. 3. Water Injection

Oxides of nitrogen also form more rapidly at higher Water injection control 40 controls the injection of water temperatures as explained above, but can also be reduced by 41 through nozzles, arranged for spraying a fine mist of the controlled dilution of the combustion products with water in the chamber. Water may be injected into an engine additional compressed air. in one or more areas, including: atomized into intake air The present combustion cycle is compatible with com before compressor 10 sprayed into the compressed air plete and efficient fuel burning and eliminates incomplete stream generated by compressor 10; atomized around or combustion products and reduces other products such as 55 within the fuel nozzle or a multiplicity of fuel nozzles; nitrogen oxides. Combustion controller 100 burns the com atomized into the combustion flame in combustion chamber bustion products at a considerable initial dwell time, after 25, or into the combustion gases at any desired pressure; or which the products of combustion and excess air are then downstreaminto the combustion gases prior to their passage cooled to an acceptable engine working temperature, which into work engine 50. Other areas can be readily envisioned may be in the range of 1000°F. to 1800°F. or even as high by the skilled artisan. As described earlier, the amount of as 2300°F. if proper materials of construction are used in the water injected is based on the temperature of the combustion turbine, or may be as low as 700°F. to 800°F. products as monitored by thermostats in combustion cham An equilibrium condition can be created by making ber 25. The amount of water injected is also dependent on combustion chamber 25 anywhere from two to four times the system using the VAST cycle. For example, if the water the length of the burning Zone within combustion chamber 65 is recycled as for use in a motor vehicle, the water is cooled 25; however, any properly designed combustion chamber as much as possible to obtain a usable balance between total may be used. water used and power output, i.e., if the inlet water tem

Page 16

perature is low and the TIT is high a small volume of water In the version shown the hot compressed air 11 exiting the can be used to reduce the combustion temperature to the TIT. compressor 10 passes through the shell 92 immediately On the other hand, if a major purpose of the system is to surrounding the combustion chamber 25 before it enters the produce potable water from saltwater, as discussed below, combustor 25. The cold sea water 41 is fed to a second shell while generating electrical energy, the water inlet tempera 94 which surrounds the first shell 92. In this manner the air ture would be raised as high as possible while the TIT is 11 absorbs additional heat normally lost from the combustor lowered. 25 and the incoming sea water 41 absorbs some of the heat C. Other Embodiments Of Present Invention from the compressed air 11. An additional benefit, since the 1. Power Plant Including Water Desalination air 11 is at an elevated pressure, is that the pressure differ In the case of electric power generation using sea water as 10 ential across the combustion chamber 25 wall (i.e. the a coolant, the cycle is open as to air and electric power, and difference between the combustor interior and ambient con the water used as shown in FIGS. 4 and 5. Seawater 41, ditions as in FIG. 5 or the difference between the combustor moved by pump 42, is heated as it passes through condenser interior and the compressed air 11) is significantly reduced, 62 and heat exchanger 63 countercurrent to exiting hot thus reducing the stress on the combustor wall from the working fluid 51 and is flash vaporized in a larger version of 15 combination of high temperature and high pressure. The sea combustion chamber 25 described above. Increasing the water 41 after passing through the combustion chamber diameter of the combustion chamber also reduces the veloc outer shell 94 then proceeds through the condenser 62 and ity of the working fluid in order to ensure better saltremoval. the heat exchanger 73 to acquire the desired injection The typical temperature of operation of the combustor temperature. Care is taken to maintain the water under (1500° F to 2300 F) is above the melting point but 20 pressure possibly as high as 4000 psi so that, as the water is significantly below the boiling point of the salts in sea water heated, it does not convert to steam until it is injected into (85% of sea salt is NaCl; an additional 14% is composed of the combustion chamber 25 which is at a higher temperature MgCl, MgSO, CaCl and KCl). Therefore, when the sea and, in most instances, allower pressure than the superheated water flashes to steam the salts rain out as a liquid. For sea water 41.

example, NaCl melts at 1473° F and boils at 2575° F., the 25 Purification of contaminated waste products, treatment of other salts have lower melting points and higher boiling solid, liquid and gaseous waste products from commercial points. As a result the molten salts are readily collected processes resulting in useable products with power produc along the bottom wall of the combustor and the liquid salts tion as a by-product are also potential applications of an can be removed by a screw assembly on the bottom of the engine employing the VAST cycle. Waste water from dried combustor, fed through an extruder and die where it can be 30 solid waste products may be used in the present invention, formed into rods or pellets, or sprayed through nozzles, resulting in filtered, useable water as one byproduct. The using the pressure in the combustor as the driving force, into combustible materials are additional fuel for burning in the a cooling chamber where it can be deposited as flakes, combustor 25 and the inorganic dried waste products may powder, or pellets of any desired size or shape by selection then be used to create fertilizers. As is apparent, other of the proper spray nozzle dimensions and configuration. 35 chemicals can be extracted from solid and liquid products Because the salt water is exposed to extremely high tem using the present invention. Sewage treatment is also an peratures in the combustion chamber the salt recovered is application. Other applications include water softening, sterile and free of organic matter. steam source in conjunction with oilfield drilling operations Water on the order of 6 to 12 times fuel by weight is and well production, recovery and recycling of irrigation atomized into the combustion flame and vaporized in mil water along with fertilizer and minerals leached from the liseconds. Salt or impurities entrained in the steam are soil, etc.

separated from steam by crystallization, precipitation and/or 2. Hybrid Brayton and VAST cycle filtering until the steam is pure. Another embodiment of the present invention utilizes a Salt collection and removal mechanism 80 can be accom hybrid Brayton-VAST cycle. Basically, in operations in plished by any of a number of well-known means from 45 excess of 20,000 rpm, water injection is constant in an combustion chamber 25, such as by a rotary longitudinal amount approximately equal to fuel in weight, while the auger. This auger is sealed as not to bypass much pressurized portion of compressed air combusted proportionately working gases as it rotates and removes the precipitated salt. decreases as engine rpm increases. Below, 20,000 rpm, As mentioned above, an alternative is to spray the molten water injection and the portion of compressed air combusted salt through spray nozzles into a collecting tower or extrude 50 are proportionately increased. At a cross-over between the salt 81 into strands or rods which can then be cut to 20,000 to 10,000 for example, the portion of compressed air desired sizes. A still further alternative is to drain the molten combusted increases from approximately 25% to 95%. Below 10,000, the amount of combusted air is held constant, salt directly into moldstoform salt blocks 81 which are then easy to transport and use in chemical processing. while the amount of water injection increases to a level equal The resulting working fluid, which now includes pure 55 to 7 to 12 times the weight of fuel.

water steam, may be used in a standard steam turbine or a Thus, a Brayton Cycle is employed in the top half multiplicity of turbines. Following work production by the operating from twenty thousand rpm up to a maximum of expanding steam-gas mixture, a condenser 62 condenses about forty five thousandrpm or more. The lower half of the steam 61 resulting in a source of usable potable water 65. process employs a VAST Cycle of internally cooling with Using this open cycle at pressure ratios of 10:1 or 50:1 or water. Crossover occurs at 20,000 rpm where a normal higher electric power may be generated at good efficiencies Brayton Cycle begins to lose power. The crossover contin and specific fuel consumption. ues over the range of 20,000 to 10,000 rpm. At 10,000 rpm FIG. 6 shows a second embodiment of a desalination unit the engine is purely a VAST Cycle, fully cooled by water. using the VAST cycle. In this embodiment, the efficiency of In such a system, horsepower is multiplied by a factor of the systemis further increased by capturing additional waste 65 three plus to one as rpm decreases from 20,000 to 10,000 heat from the combustion chamber 25. The combustion because as the engine converts from Brayton to VAST at chamber 25 is enclosed in a double shell heat exchanger 90. 20,000 rpm it cuts back on air dilution and adds more water

Page 17

for cooling. Below 10,000 rpm the engine operates on VAST CPGAS in the burner=3.0487.31265.1504.63E-001 only, cooling via water and combusting at least about 95% 1678.94.4055 144487000 of the compressed air. Some advantages are the increased Comp. Inlet Temp, T1=520.00 horsepower, low rpm, slow idle, fast acceleration and com 1st Stage Outlet Temp, T2d (R)=668.53 bustion of substantially all of the compressed air with 2nd Stage Outlet Temp, T3D (R)=858.78 complete pollution control at all levels of rpm.

3. Aircraft Engines 3rd Stage Outlet Temp, T4d (R)= 1097.89 The VAST cycle described about, particularly when oper Mass Flow Rate of Water (1b/s),=0.442 ated with recycled water, is particularly efficient and has a gamma in turbine = 1.274.66767941 0808 relatively low fuel consumption when used in commercial O 1818.013.00684155 9000 aircraft which normally operates at 30,000 to 40,000 feet. cpmix in the turbine=3.894.133323049679E-001 At such elevations ambient pressure is 0.1 to 0.25 atmo 1818.013,006 841559000 spheres or lower and ambient temperature is well below 0° partial press. of steam (atm)=5.885070348102550 F. Examples 6-8 illustrate the benefit of lowering turbine exit pressure. However, to generate turbine exit pressures 15 partial press. of air (atm)=8.814929461162587 below atmosphere, such as when operating the system at sea SAT. TEMP. AT TURBINE OUTLET (R)= level, a vacuum pump on the turbine exit is necessary. This 59.70 1098.285.1922.00 pump, which consumes energy generated by the system, gamma in sec. comp=1.346058.430899532 reduces the usable energy and efficiency of the system. 633.271250898951 400 Irrespective of taking into consideration the energy con cpmix in SEC. COMP=3.253198837676842E-001 sumed by the vacuum pump, horsepower and efficiency of 633.2712508 98.951400 the system is increased and fuel consumption is reduced.

Elimination of the turbine exit vacuum pump by operating Turbine Inlet Temp., TS (R)=2260.00 in an environment with pressures less that atmosphere, such Turbine Exit Temp., T6D(R)=1508.62 as at elevations greater than about 30,000 feet, increases the 25 Temp. drop across Turbine, DT-751.38 usable power output of the system, and therefore, reduces HPTURBINE-62428 fuel consumption. Further, if the water in the system is to be HPCOMP-199.735 recycled, the ambient air temperature can be used to con TOTAL MASS FLOW RATE (1b/s)=1.5077 dense and cool the exiting gas stream and separate the water for recycling. NET HP (open cycle)=424.54 D. Data tables sfc (open cycle)=0.560 Listed below are data tables containing detailed informa eff(open cycle=0.234 tion on the performance of an engine designed in accordance T-674.84 with the teachings of the presentinvention. These data tables T7D-689.51 were generated using a computer simulation program. 35

Certain abbreviations used in the table include: DT COMP 2-97.81 fia ratio-fuel to air ratio HP COMP. 248.00 turbine exit pressure=1 (atmospheres) HP water pump=0.017 gamma compr=T=C/C, NET HP (closed cycle)=376.53 All temperatures are in Rankin=(R) sfc (closed cycle)=0.631 cpmix=mixed C for air-steam eff2 (closed cycle)=0.208 sfc-specific fuel consumption eff=efficiency composition of exhaust by volume The example in the data table at a pressure ratio of 22:1 % of CO2=10.8 is Example 1 in Table 1 above. The text of the computer 45 % of H2O=25.8 program used for simulating operation of the engine speci % of N2=63.4 fied that the water inlet temperature was 212° F (672° R.), the TTT was 1800° F (2260° R.), the temperature entering VAST CYCLE OPERATED AT PRESSURE the first compressor stage was 60° F (520° R.) and each RATIO OF 22:1 compressor stage and the turbine operated at an 85% effi 50 ciency. ffa ratios:0.066 VAST CYCLE OPERATED AT PRESSURE Pressure Ratio-22.000

RATIO OF 10:1 Number of Compression Stages=3 ffa ration.0.066 55 Inlet Water Temperature=672.000 Pressure Ration 10,000 Turbine Exit Pressures1,000 Number of Compression Stages=3 1 lbfs of air with Turbine Inlet Temp. (R)=2260,000 Inlet Water Temperature=672.000° R. gamma compr. 1 = 1.394.80952 1 0892 63 Turbine Exit Pressure 1.000 608.043650.0043.66800 1 lb/s of air with Turbine Inlet Temp. (R)=2260.000 gamma compr. 2= .392 157497 6822.54 gamma compr. is 1.3950 88 723469 110 849,5962.6168256O700 583.1270023490.18800 gamma compr. 3s 1.36967 7.99965 2017 gamma compr. 2= 1.393.2457 8 1855 153 1177,9907960O8891OOO 749,390666.2882,3000 65 CPGAS in the burner=3.1016761064394O2E-001 gamma compr. 3 = 1.38 264439 66973 81 1829.0893 19349098000 960.403717287.130800 Comp. Inlet Temp, T1=520.00

Page 18

1st Stage Outlet Temp, T2d (R)=727.16 Mass Flow Rate of Water (1b/s)=0.534 2nd Stage Outlet Temp, T3D (R)=1015.24 gamma in turbine = 1.28 020895.502 7821 3rd Stage Outlet Temp, T4d (R)=1398.18 1666,747232151006000 Mass Flow Rate of Water (Ibis)=0.505 cpmix in the turbine=3.916002625082443E-001

1706. O1557.8042335000 partial press. of steam (atm)=6.562762207406494 cpmix in the turbine=3.906654117917358E-001 partial press. of air (atm)=8.137237601858644 1706.O15578 042335000 SAT. TEMP. AT TURBINE OUTLET (R)= partial press. of steam (atm)=6.3613879764-18345 10 593.793812111702800 partial press. of air (atm)=8.33861183284.6791 gamma in sec. comp=1.34357235.4850 198

SAT. TEMP. AT TURBINE OUTLET (R)=

593.171968080811400 cpmix in SEC. COMP=3.344248062769462E-001

639.522982616262 100 Turbine Inlet Temp., T5 (R)=2260.00 cpmix in SEC. COMP=3.316760835964486E-001 Turbine Exit Temp., T6D(R)=1251.47 639.5229826 16262100 Temp. drop across Turbine, DT=1008.53 Turbine Inlet Temp., T5 (R)=2260.00 HPTURBINE=894.00

Turbine Exit Temp., T6D(R)=1318.23 HPCOMP358.471

Temp. drop across Turbine, DT=941.77 TOTAL MASS FLOW RATE (Ib/s) 1.5996 HPTURBINE-817.80 NET HP (open cycle)=535.53 HPCOMP3O8.108 sfc (open cycle) 0.444 TOTAL MASS FLOW RATE (Ibis)=1.5708 25 eff(open cycle=0.296 NET HP (open cycle=509.69 T7-690.74 sfc (open cycle)=0.466 TTD-707.85 eff(open cycle)=0.281 DT COMP 2-114.05

T-685.87 HP COMP 2.57.54

T7D 702.23 HP water pump=0.019 DT COMP 2:109.06 NET HP (closed cycle) 477.97 HP COMP 2=54.57 sfc (closed cycle)=0.497 HP water pump=0.018 35 eff2 (closed cycle)=0.264 NET HP (closed cycle=455.11 composition of exhaust by volume sfc (closed cycle)=0.522 % of CO2=10.8 eff2 (closed cycle)=0.251 % of H2O=25.8 composition of exhaust by volume % of N263.4

VAST CYCLE OPERATED AT PRESSURE

RATIO OF 40:1.

ffa ratio-0.066

Pressure Ratio-40.000

RATO OF 30:1

Number of Compression Stages=3 fla ratio-0.066 Inlet Water Temperature=672.000 Pressure Ratio-30.000 Turbine Exit Pressure=1000 Number of Compression Stages=3 50 11bis of air with Turbine Inlet Temp. (R)=2260.000 Inlet Water Temperature=672,000 gamma compr. 1 = 1.394,584582 122682 Turbine Exit Pressure 1.000 628.1877O3506602900 11b/s of air with Turbine Inlet Temp. (R)=2260,000 gamma compr. 2= 1.385229573509 871 gamma compr. 1 = 1.394 69.429 O2569 O2 55 932,452934382434300 618.355140835O66100 gamma compr. 3-13 6 O 860 93 93.1425 O gamma compr. 2s. 1.389 O297 52.15 0665 1366.97965.917488OOOO 89.8377.44705560000 CPGAS in the burners3.14534.35195,46454E-001 gamma compr. 3 = 1.3662 09070734794 1962.926.186 235099000 1273.898681933465.000 Comp. Inlet Temp, T1=520.00 CPGAS in the burner=3.1243.20900049776E-001 1st Stage Outlet Temp, T2d (R)=774.56 1896.892037 142618OOO 2nd Stage Outlet Temp, T3D (R)=1146.07 Comp. Inlet Temp, T1=520.00 3rd Stage Outlet Temp, T4d (R)=1665.85 1st Stage Outlet Temp, T2d (R)=751.42 65 Mass Flow Rate of Water (Ib/s)=0.562 2nd Stage Outlet Temp, T3D (R)-1081.81 gamma in turbine=1.28 1335 1922 14647 3rd Stage Outlet Temp, T4d (R)=1533.78 1632.71703674.0625000

Page 19

cpmix in the turbine=3.925796903477528E-001 gamma compr. 3 = 1.356615282 1 02378

partial press. of steam (atm)=6.75083199448.7843 CPGAS in the burner=3.162590285087881E-001 partial press. of air (atm)=7.94.9167814777294 2017.10OOOO 649888000 SAT. TEMP. AT TURBINE OUTLET (R)= Comp. Inlet Temp, T1=520.00 594.37457 1993O12600 1st Stage Outlet Temp, T2d (R)=792.93 gamma in sec. comp=1.34288.4542206362 2nd Stage Outlet Temp, T3D (R)=1197.96

cpmix in SEC. COMP=3.370260274627372E-001 O 3rd Stage Outlet Temp, T4d (R)=1774.20 644,886.2432 38150400 Mass Flow Rate of Water (Ib/s), 0.585 Turbine Inlet Temp., T5 (R)=2260.00 gamma in turbine=1.282 120 028863 920 Turbine Exit Temp., T6D(R)=1193.62 16O7.7866.22664966000 Temp. drop across Turbine, DT=1066.38 15 cpmix in the turbine=3.934720408020952E-001 HP TURBINE-96440 1607.786622 664966000 HPCOMP-4.08.011 partial press. of steam (atm)=6.9002.93693691603 TOTAL MASS FLOW RATE (1b/s)=1.6279 partial press. of air (atm)=7.799706115573533

SAT. TEMP. AT TURBINE OUTLET (R)=

sfc (open cycle)=0.427 594.836110021193700 eff(open cycle=0.307 gamma in sec. comp=1.34233842.0102895 T7695.40 647.01.0415983O17 100 T7D713.23 cpmix in SEC. COMP=3.391172383199348E-001 DT COMP 2-118.85 25 647.01.04159. 83017100 HP COMP 2.60.42 Turbine Inlet Temp., TS (R)=2260.00 HP water pump-0.019 Turbine Exit Temp., T6D(R)=1151.24 NET HP (closed cycle)=495.94 Temp. drop across Turbine, DT-1108.76 sfc (closed cycle)=0.479 30 HP TURBINEs 1019.48 eff2 (closed cycle)=0.274 HPCOMP-449.150.

composition of exhaust by volume TOTAL MASS FLOW RATE (Ibis)=1.6514 % of CO2=10.8 NETHP (open cycle) 570.33 % of H2O25.8 35 sfc (open cycle) 0.417 % of N2=634 eff(open cycle=0.315

VAST CYCLE OPERATED AT PRESSURE

ffa ratio-0.066 HP COMP, 2=62,80 Pressure Ratio 50.000 HP water pump-0.020 Number of Compression Stages=3 NET HP (closed cycle)=507.53 Inlet Water Temperature=672.000 45 sfc (closed cycle)=0.468 Turbine Exit Pressures1,000 eff2 (closed cycle)=0,280 1Ibls of air with Turbine Inlet Temp. (R)=2260.000 composition of exhaust by volume

635.9965565621.69400 % of CO2=10.8 gamma compr. 2= 1.38 22153 05172556 50 % of HO=25.8 965.0685076449.03400 % of N2=634

Page 20

TE OF COMP R PROGRAM USED FOR SIMULATING

OPERATION OF ENGINE EMPLOYING PRESENT INVENTION

IMPLICIT REAL #8 (A-H, O--Z)

open (unit=ll, file= 'l' ) open (unit=22, file="2") open (unit=33, file="3") open (unit=44, file="4") open (unit=l, file=al' )

READ (ll, t) TT (I), PAIR (I), VAIR (I)

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FAsO. O66

READ (t , t) PR

write (, ) turbine exit pressure=?'

read (t , t)pt

write (1,555) fa, pr, ns twater Pt tit 555 format (5x f/ a ratio = , 3x f73 ? Sk Pressure Ratio '3x, f7.3, f, Sx, "Number of compression stages=" ,

Sx, Inlet Water Temperaturers', fl. 3. f. sx, Turbine Exit Pressurer', f7 - 3 f sx, 1 lbfs of air with Turbine Inlet Temp.

PRS-(PR) left (l. Do/FLOAT (NS) ) compressOR

GArt. 4

WRITE(t, k) gamma compr. 1's ga, tav T2-rld (PRS) htt ( (GA-l.o) fgA)

TAva (Tl-T2) f2. Do ca-cpAIR(TAv, pair, vair,tt) /CVAIR (TAV, pair virt)

WRITE(t) gamma compr. ls" gatav

Hello, (r2D-rly cpAIR (TAV, PAIR, VAIRTT) *778.3/55

COMPRESSOR 2

GAn 4

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Drawing sheet — no readable text.

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STOP

END

FUNCTION CPAIR (TAV, pair, vair, tt)

IMPLICIT REAL 8 (A-HO-2)

COMMON PAIR, TT, VAIR, vn2, cn2, wh20, ph2Ovco2, pco2

IF (TAV.LE.TT (I+l). AND. TAV. GE.TT (I)) THEN

CPAIR=PAIR(I)+(TAV-TT (I)) it (PAIR (I-l) -PAIR(I)) / (TT (I+l)-T

ENDF

RETURN

END

FUNCTION CVAIR (TAV, pair, vair,tt)

IMPLICIT REALle 8 (A-H, O-2)

DIMENSION PALR(17), TT (17), WAIR (l7)

C cOMMON PAIRTT, WAIR, vn2 cn2, wh20, ph20, voco2.pco2

IF (TAV.LE.TT (I+l). AND. TAV. GE. TT (I) THEN cVAIR=VAIR (I) + (TAV-TT (I)) k (VAIR (I+1)-VAIR(I)) / (TT (I+l)-T

ENDIF

O CONTINUE

Page 27

RETURN

ENO

FUNCTION CPn2 (TAV, pn2, win2,tt)

IMPLICIT REAL? 8 (A-H,o-z)

C COMMON PAIR, TT, WAIR, vn2, cn2, wh2O, phzo, vico2.pco2

IF (TAV.L.E.TT (I+1). AND. TAv. GE.TT (I)) THEN CPn2-Pn2 (I)+(TAv-Tr(I)) * (Pn2 (I-1)-Pn2(r)) / (TT (I+1)-Tr(r))

ENDF

C CoNTINUE

RETURN

END

FUNCTION cvn2 (TAV, pn2, win2,tt)

IMPLICIT REAL 8 (A-Ho-2)

c COMMON PAIR, TT, WAIR, vn2, cn2, wh2O, ph2o, woo2, pco2 DO 10 Ial i8

IF (TAv. LE.TT (I+1). AND. TAv. GE. TT (I) THEN CVn2=Vn2 (I) + (TAV-TT (I)) * (vn2 (I-1)-vn2 (I) / (TT (I+l-Tr(r))

ENDF

O CONTINUE

return

END

FUNCTION CPh2o (TAv, phzo, wh20, tt)

IMPLICIT REAL48 (A-Ho-Z)

Page 28

C COMMON PAIR, TT, VAIR, vn2, cn2, wh2o ph20, voco2, pco2

IF (TAV. L.E.TT (I+l). AND.TAv. GE.TT (I) THEN

END F

RETURN

END

FUNCTION CVh2O (TAv, ph2o, wh20, tt) IMPLICIT REAL 8 (A-H, o-2)

C COMMON PAIR, TT, WAIR, vn2, cn2, wh20, phzo wroto2, pco2

IF (TAV.I.E.TT (I+l). AND.TAv. GE. TT (I) THEN

ENDF

O CONTINUE

RETURN

END

FUNCTION CPco2 (TAv., pco2, veo2, tt) IMPLICIT REAL 8 (A-Ho-2)

C COMMON PAIR, TT, WAIR, vn2, cn2, wh20, phzovco2.pco2

IF (TAV-LE-TT (I+1)...AND.TAv. GE.TT (I) )THEN

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ENDF

O CONTINUE

RETURN

END

FUNCTION cv.co.2 (TAv, pco2, vico2, tt) IMPLICIT REAL 8 (A-Ho-2)

C COMMON PAIR, TT, WAIR, vn2, cn2, wh2o, ph2o, voco2, pco2

IF (TAV.LE.TT (I+1)...AND.TAv. GE. Tr(I) THEN cv.co2-vco2 (I) + (TAV-TT (I) )* (voco2 (I--l) -vco2(r)) / (TT (Il-r

ENDF

RETURN

END

FUNCTIoN TSAT (PP)

IMPLICIT REAL 8 (A-Ho-z)

DIMENSION x(22), Y(22)

DO 10 Intil 22

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Page 31

E. Conclusion 10. The method of claim 9, wherein the combustor While various embodiments of the present invention have temperature and the fuel to air ratio are independently been shown for illustrative purposes, the scope of protection controlled.

of the present invention is limited only in accordance with 11. The method of claim 7, wherein at least about 40% of the following claims and the spirit and scope of the the compressed airis combusted in the combustion chamber. appended claims should not be limited to the description of 12. The method of claim 1, wherein the pressure of the the preferred versions contained herein. compressed air is maintained constant while the temperature What is claimed is: of the combustion products and mass of working fluid mass 1. A method of operating an engine comprising the steps is varied by the injection of the liquid.

Of: O 13. The method of claim 1 wherein all chemical energy in compressing ambient air into compressed air having a the injected fuel is converted during combustion into ther pressure equal to or greater than six atmospheres, and mal heat energy and the vaporization of liquid creates having an elevated temperature; cyclonic turbulence that assists molecular mixing of the fuel ducting the flow of compressed air into a combustion and air such that stoichiometric combustion is effectuated. chamber; 15 14. The method of claim 1 wherein the liquidinjected into injecting controlled amounts of fuel into the combustion the combustion chamber is water which is transformed into chamber the compressed air and fuel being mixed and steam and the combustion products are cooled by way of the ignited; latent heat of vaporization of such water. injecting controlled amounts of salt water into the com 15. The method of claim 14 wherein the transformation bustion chamber down stream from a point of ignition; into vapor of the injected water absorbs heat from the independently controlling the amount of compressed air, combustion products so as to reduce the temperature of the the amount of fuel injected, and the amount of salt working fluid below that of a work engine maximum oper water injected so as to completely combust the injected ating temperature.

fuel with the compressed air to create a hot combustion 16. The method of claim 14 wherein the injected water is product, the injected liquid being transformed into a 25 transformed by way of a flash process into steam at a vapor, the vaporization of the saltwater causing salt in pressure of the combustion chamber without additional work the sea water to be deposited in the combustion cham for compression and without additional entropy or enthalpy. ber as molten salt and the transformation into a vapor 17. The method of claim 14, wherein the working fluid is providing substantially all of the cooling of the working comprised of about 25% steam, 65% unoxidized nitrogen fluid from downstream of the point of ignition; and and 10% carbon dioxide.

removing the molten salt from the combustion chamber; 18. The method of claim 14, wherein the salt water wherein a working fluid consisting of a mixture of any to injected is used to control the combustion temperature and excess compressed air, fuel combustion products and prevent the formations of gases and compounds that cause vapor is generated in the combustion chamber during or contribute to the formation of atmospheric smog. combustion at a predetermined combustion tempera 35 condensing 19. The method of claim 1 further including the step of ture. potable water after the salt has been removed 2. The method of claim 1 where the mixture of air and fuel from the sea water which has been converted to a vapor. is ignited at startup using an ignition sparker. 20. The process of claim 1 wherein the inert liquid is sea 3. The method of claim 1, wherein a desired portion of the water and the process further includes the collection of molten salt in the combustion chamber and the conversion of vapor from the working fluid is condensed and the remain the molten salt to a solid form. ing portion of the working fluid is discarded.

4. The method of claim 1, wherein the vapor from the ing liquid 21. The method of claim 1 which further includes inject working fluidis condensed and the remainder of the working saltwater into the air prior to mixing with the fuel. fluid is recycled for recompression. 22. The process of claim 1 further including directing the 5. The method of claim 1 further including the step of 45 working fluid into a turbine power generator, wherein for every 1 pound per second of air feed the turbine power delivering the working fluid to at least one work engine.

6. The method of claim 1, wherein the temperature of the generator produces in excess of 750 horsepower at a fuel hot combustion product is controlled by using information than aboutin0.32.

efficiency excess of about 43 percent and ansfc of less obtained from temperature detectors and thermostats located in the combustion chamber to vary the volume of liquid 50 sea23. The process of recovering salt and potable water from water, the salt being recovered in a preferred solid form infected and the location in the combustion chamber where the liquid is injected. comprising;

7. The method of claim 1, wherein the amount of liquid a) generating a flame in a combustion chamber by mixing saltwater and fuel injected is controlled during combustion and burning a carbon based fuel with a stoichiometric such that the ratio of weight of injected liquid is at least two 55 amount of air so that a hot gas stream of combustion times the weight of injected fuel so that the mass of the products is created, working fluid is increased while reducing the temperature of b) reducing the temperature of the hot gas stream by the working fluid to a desired operating temperature for injecting sea water into the hot gas stream, the reduced delivery to the work engine. temperature of the hot gas stream being between the 8. The method of claim 7, wherein the pressure of the melting temperature and the boiling temperature of the compressed air is maintained at a pressure of 6 to 100 salt in the sea water, the injection of the sea water atmospheres, while entropy of the engine is held approxi causing the water to convert to steam upon entering the mately constant. hot gas stream and the salt in the sea water to be 9. The method of claim 7, wherein the air flow and fuel deposited as a liquid in the combustion chamber, injection is controlled such that the ratio of weight of 65 c) removing the liquid salt from the combustion chamber injected fuel to weight of injected air is from about 0.03 to through means designed to convert the liquid salt into 0.066 during combustion. a solid of a preferred shape and size, and

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d) removing the steam and combustion products from the generator causes the generation of power in the excess of combustion chamber, passing the removed steam and 500 horsepowerfor each pound of air feed per second when combustion products through condensing means such the fuel to air ratio is in substantially stoichiometric that the steam is converted to water, separating the anOItS.

combustion products from the steam, and collecting the 27. The process of claim 24 wherein the steam and water so produced. combustion products passing through the turbine power 24. The process of claim 23 wherein the steam and combustion products are passed through a turbine power generator causes the generation of power in excess of 650 generator before being passed through the condensing fuel to air ratio each horsepowerfor pound of air feed per second when the is in substantially stoichiometric amounts.

eaS 28. The process of claim 24 wherein the steam and 25. The process of claim 23 or 24 wherein substantially all combustion of the carbon in the fuel is converted to carbon dioxide and products passing through the turbine power substantially all of the nitrogen gas entering the combustion generator causes the generation of power in the excess of chamber in the air stream leaves the combustion chamber as 800 horsepowerfor each pound of air feed per second when nitrogen gas, the production of NO, from N2 being substan 5 the fuel to air ratio is in substantially stoichiometric tially zero. amountS.

26. The process of claim 24 wherein the steam and combustion products passing through the turbine power