US3807373A - Method and apparatus for operating existing heat engines in a non-air environment - Google Patents

Method and apparatus for operating existing heat engines in a non-air environment Download PDF

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US3807373A
US3807373A US00215601A US21560172A US3807373A US 3807373 A US3807373 A US 3807373A US 00215601 A US00215601 A US 00215601A US 21560172 A US21560172 A US 21560172A US 3807373 A US3807373 A US 3807373A
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pressure
gas
regulator
intake
exhaust
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H Chen
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B47/00—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines
    • F02B47/04—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines the substances being other than water or steam only
    • F02B47/08—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines the substances being other than water or steam only the substances including exhaust gas
    • F02B47/10—Circulation of exhaust gas in closed or semi-closed circuits, e.g. with simultaneous addition of oxygen
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • ABSTRACT An internal combustion engine operating on a novel heat engine cycle employs four pressure regulators to control the pressures of exhaust venting, recycled exhaust gas, and compressed oxygen, adapting the engine for highly efficient operation in non-air environments e.g. underwater or in outer space. Compact, lighweight portable engines are achieved, readily controlled and affording anti-explosive safety features and highly efficient operation.
  • heat engines are devices that transformheat energy developed from the combustion of fuel with the air into mechanical energy.
  • the working substance or energy-transform medium used in the process of transformation in many cases is air itself, as in the internal combustion engine, or sometimes another medium such as water, mercuryor some chemical compound used in a turbine system, for example.
  • the composition of air used to generate heat energy for the transformation in apractical sense, is essentially constant. It is possible but not practical or economical to change to different compositions of air which otherwise in some cases might be advantageous to us.
  • the pressure of the air varies with the altitude: for example, at miles altitude the pressure is about one tenthof that'at the surface of the earth.
  • the decrease of the pressure with the altitude is usually a disadvantage in the use of air, and in airplaines flying at high altitude, superchargers are usually employed.
  • the principal object of this invention is to provide a method and apparatus that makes the operation of existing heat engines in non-air environments practical, not only from the viewpoint of system size and weight, but also within the technology and arts of existing processes and materials.
  • 1 recircula'te a portion of the combustion products, namely the carbon dioxide and the water vapor, and this is mixed with oxygen to produce a selected composition under the optimized state to sustain the combustion process, selected for the heat engine operating under controlled conditions to achieve cer- 2 tain specific objectives required by each particular application with simple apparatus and procedures.
  • the present invention utilizes a novel heat engine cycle with exhaust pressure maintained above ambient and intake pressure maintained below ambient, employing four pressure regulators to govern exhaust venting pressure, recycled exhaust gas pressure and compressed oxygen delivery pressure, matching the latter two pressuresfor precise control of the intake gas mixture. Intake pressure and intake gas composition are accurately controlled for optimum performance.
  • the recycled exhaust gas pressure is governed by a pilot regulator which is adjusted to govern the power output or speed of engine operation.
  • FIG. 1 is a pressure-volume diagram of the theoretical operating cycle of the heat engines of this invention
  • FIG. 2 is a schematic diagram of an internal combustion engine for non-atmosphere environments utilizing re-cycled exhaust gas to dilute compressed oxygen in the intake mixture, and incorporating the preferred features of the invention;
  • FIG. 2a is a fragmentary portion of the schematic diagram of FIG. 2, showing a three-way valve switched for engine operation in a normal atmosphere environment;
  • FIG. 3 is a cross-sectional diagram of the exhaust regulator employed in FIG. 2;
  • FIG. 4 is a comparative pressure-volume diagram of the operation of a conventional engine showing the conventional way of regulating engine output by a throttle valve.
  • this invention and its method and apparatus readily adapt an internal combustion engine for use as a power source for an underwater hand-held power tool or to propel a scuba diver.
  • the requirements for this particular application are generally compactness, light weight and low oxygen consumption.
  • the specific requirements are as follows:
  • the maximum temperature in the cylinder of the internal combustion engine after ignition should be no higher than in existing engines, so that no special materials are required.
  • the maximum pressure rise in the cylinder should be no more than the difference between the maximum and ambient pressures in existing engines (because the ambient pressure deep underwater could be very high) so that no development work will be involved.
  • Fuel should be easy to obtain and low in cost. Since the fuel is minor in weight and volume, it is not necessary to use gasoline if other cheap and easily obtainable fuel is found to be advantageous.
  • the maximum temperature in the cylinder should be no higher than in the existing internal combustion engine operating in the air environment, it is necessary to determine the proportioning of the recirculating combustion products, the carbon dioxide and the water vapor, with respect to oxygen. These are proportioned so that the best performance characteristics, such as cycle efficiency and oxygen consumption, are obtained, while still satisfying the first requirement.
  • the determination of the composition of the best performance combustion supporting mixture is not within the scope of this invention.
  • the basic engineering in thermodynamics and gas dynamics provide the necessary knowledge to determine this. The engineer who performs this calculation should keep in mind that this invention provides means and apparatus able to blend whatever proportions of the constituents are called for, and he should take full advantage of this composition variation.
  • the exhaust pressure be designed to be higher than the ambient pressure so that no pump is required.
  • the intake two of the constituents are re-cycled from the exhaust. Since the exhaust pressure is always higher than the intake pressure, thus no pump is necessary for these two constituents.
  • the oxygen no pump is required if bottled compressed oxygen is chosen for the oxygen supply. As far as this example is concerned, the bottled compressed oxygen is easily obtainable on the market everywhere, and is easier to handle than liquid oxygen. Besides, with the means provided by the invention, the specific oxygen consumption is so low that the whole system is compact and portable with bottled compressed oxygen.
  • fuels with less carbon and tar formation such as alcohol are preferred.
  • pressure regulators which are used to regulate both the intake pressure, and thus the initial pressure, and also to regulate the composition of the combustion-supporting mixture. These regulators may not function correctly if carbon or other combustion products are deposited and accumulated in a regulators valve system. Gasoline may also be used if a filter is used for the recirculating exhaust gases before they enter the regulators.
  • P is the ambient pressure.
  • P is the exhaust pressure
  • P is the intake pressure.
  • P is maintained above the ambient pressure P, by a backpressure regulator, described hereafter.
  • Point D is at the end of the expansion stroke. The pressure at point D has to be designed higher than that of P in order to be able to complete the exhaust process.
  • Point C is the theoretical maximum pressure, assuming combustion takes place as a constant volume process. Due to the fact that the combustion does not actually take place as a true constant volume process, the actual maximum pressure is usually percent of the theoretical value, depending on the engine, fuel and many other factors. It is justified to use this theoretical pressure to determine the maximum pressure level at point C if the pressure rise above the ambient pressure of the existing engine is also determined on the same basis.
  • A-B is the compression process
  • B-C is the combustion process
  • C-D is the expansion process
  • D-E-F is the exhaust process
  • F-G represents the reexpansion of the residual gases in the cylinder until the pressure reaches the level ,of intake pressure, P,. This does not happen in the existingengine while operating in the air. It is necessary in the new system because there could be a large pressure differential between the exhaust and the intakefor underwater applications.
  • G-A represents the actual intake of fresh mixture.
  • FIG. 2 is a schematic view of each component and of the system as a whole.
  • 1 is the combustion chamber of the engine, and 2 is the exhaustvalve.
  • the gases in the cylinder exhaust through the valve 2 into exhaust pipe 3.
  • a backpressure regulator 4 is used to maintain the exhaust system at a predetermined pressure above the ambient pressure. Excess exhaust gases are forced out of the system by the pressure of the exhaust through the regulator 4 and a vent pipe 5. The remaining exhaust gases flow through a cooling coil 6 in which the carbon dioxide is cooled down and the water vapor condensed. Liquid water is removed through a steam-trap type check valve 7, leaving in recycle conduit 8 only the water vapor at the vapor pressure corresponding to the ambient temperature. Therefore the composition of the recirculating exhaust gases depends onthe ambient temperature.
  • the percentage of water vapor in the recirculating exhaust gases at this point is extremely low as compared with carbon dioxide.
  • the specific heats of both carbon dioxide and water vapor are high, thus the specificheat ratios are low. Therefore they are not good working substances to be used in the internal combustion engine for high cycle efficiency.
  • the water vapor is worse than the carbon dioxide.
  • the proportion of carbon dioxide and water vapor is' dependent upon the type of fuel chosen, which is often determined by other factors.
  • the cooling process isrequired in the new system because it is necessary to maintain the initial temperature of the mixture within the designed range.
  • An ordinary back pressure regulator may also be used if it is placed after the cooling coil because it has a rubber diaphragm which can not stand high temperature. In this case a larger capacity cooling coil is required because it is now handling the cooling of both the recycling and rejected exhaust gases.
  • the low water content recycling gas is also preferred because it simplifies the system.
  • the recycled gas (now containing mainly carbon dioxide and negligible water vapor) passes through tube 8 to the inlet of pilot pressure regulator 9.
  • the output pressure of this pilot pressure regulator is fed in two divided streams through a branched pilot pressure conduit 9a to the top of two regulators l0 and 11 so that the output pressure of regulators l0 and 11 vary with the pilot pressure and are equal to each other.
  • Regulator l0 regulates the pressure of the oxygen from the oxygentank 2210 the supply tube 13, and regulator 11 regulates the pressure of the recycling exhaust gas from the exhaust system to the tube 12. Accordingly, the pressure of the oxygen in tube 13 and the pressure of the recycling gas in tube 12 can be varied at any level and are always equal at any level.
  • the mass flow rate through an orifice depends upon the properties of the gas, the pressure, the temperature and the size of the orifice.
  • the pressures of the two gases in tubes 12 and 13 are equal at any level, controlled by the individual regulators l0 and 11 which are both governed by the pilot pressure regulator 9.
  • the temperature is also made the same, and the properties of these constituents are known. It is therefore only necessary to choose the size of the orifices 14 and 15 in the respective conduits 13 and 12 to give us the desired proportioning of the constituents.
  • the gases after leaving the orifices are thus mixed in the right proportions in the mixer 16.
  • the mixture flows through a three-way valve 23 to the carburetor 17 where it picks up the proper amount of fuel for the amount of oxygen.
  • a fuel tank 18 is pressurized by the total pressure of the mixture by Pitot tube 19.
  • the mixture then flows through pipe 20 and the intake valve 21 into the cylinder, ready for the next cycle.
  • the pressure of the exhaust system is designed and kept above the ambient pressure at a fixed level by a backpressure regulator 4.
  • One simple and positive way to keep the water out of the engine is to connect the engine-crankcase to the exhaust system so that the pressure within the engine is also above the ambient pressure at all times.
  • the pressure in the crankcase should be kept only a few psi, for example 5 psi, above the ambient pressure.
  • this back pressure regulator 4 automatically adjust itself to maintain the exhaust pressure a few psi above the ambient pressure, which may vary as is the case during diving or rising of an underwater system. This is accomplished by the construction of the regulator 4 as shown in FIG. 3. Referring to FIG.
  • 31 is the diaphragm of the regulator, 34 is the valve and 37 is the valve seat.
  • This diaphragm, valve and seat isolate the exhaust system from the ambient under normal conditions.
  • a spring 35 exerts a fixed force on the diaphragm to keep the valve 34 against its seat 37. Only when the pressure in the exhaust system exceeds a predetermined level does the force exerted by the pressure below the diaphragm exceed the spring force. When this happens, the valve 34 begins to unseat to let the excess of exhaust gas escape, thus reducing the exhaust pressure back to the predetermined level.
  • a hole 36 is in the regulators housing above the diaphragm. This hole provides the communication to the ambient so that the pressure above the diaphragm is always equal to the ambient pressure while the spring provides the extra force to maintain the exhaust pressure above the ambient pressure at a fixed level at all times, independent of the ambient pressure itself.
  • This invention also provides means and apparatus for alternative modes of operation, so that the system can be operated either with the oxygen supplied from the tank while under the water or taking air from the atmosphere while on the surface of the water, by simply switching a three-way valve 23 from one position to the other.
  • FIG. 2a shows the threeway valve at a first or air-atmosphere position, where the oxygen and the recycling exhaust gas are blocked to the intake of the system, which takes its air from the atmosphere.
  • the exhaust system will be charged up by the exhaust gases in the same manner as when operating the system underwater. Therefore the exhaust gas is there to make it available whenever the system is switched to be operated with compressed oxygen.
  • the exhaust gas contains nitrogen in addition to the carbon dioxide and the water vapor. Since the nitrogen has a lower specific heat than that of carbon dioxide, the pilot pressure has to be set at a lower level to compensate for the difference of composition of the recycling gas during the initial stage of switching back to compressed oxygen for non-air atmosphere operation. Detailed power regulation will be described below. Within a matter of seconds, the nitrogen will be diluted and displaced by the carbon dioxide after the system is switched to oxygen supply.
  • the operation of the engine is usually intermittent.
  • the exhaust system has to be charged up with carbon dioxide in order to provide the supply of recycling gas.
  • the first way is to make the spring force on top of the diaphragm of the back pressure regulator 4 adjustable so that the spring force can be set to the corresponding depth where it is intended to be operated and then the exhaust system charged with carbon dioxide by engine operation before the system is taken down.
  • the second way is to charge the system with carbon dioxide on its way down to maintain the fixed pressure above the ambient at any depth by attaching a small carbon dioxide cartridge to the system, connected to conduit 8, for example.
  • the invention provides an improved method of regulating the power output to achieve better efficiency, as compared to the usual throttle control for regulating an internal combustion engines power output.
  • the maximum power output per cycle is obtained for the amount of oxygen and fuel input. In other words, no oxygen and fuel is wasted for the purpose of regulating the engine power output.
  • the ordinary way of regulating the engine power utilizes a throttle valve. When less power is required, the throttle chokes the intake passage to permit less air-fuel mixture to be taken into the cylinder. This will reduce the power output by reducing the initial pressure; at the same time it will increase the pumping work which is a negative" work, used to cancel part of the positive work developed during the power stroke.
  • a comparison of the full-choked and fully opened throttle modes of operation is shown in the P-V diagram of FIG. 4, where -l.- and signs identify regions of positive and negative work.
  • the new method of this invention uses no throttle valve in the system. This is equivalent to the case of an ordinary engine with its throttle valve fully open at all times, from no load to full load.
  • the regulation of the power output is accomplished by regulating the spring force of the pilot pressure regulator 9. This is done by changing the degree of compression of the spring through a plunger and a linkage similar to the linkage normally used to control the throttle valve.
  • Apparatus forming a closed cycle heat engine system operating in a non-air ambient environment comprising:
  • pilot regulator is a pressureregulator connected to the recycle conduit whose outputpressure is connected as the control pressure to the recycle .gas regulator and the supply gas regulator,-whereby lack of exhaust gas pressure in the recycle conduit blocks admission of fresh supplygas to the mixing chamber and the intake port, whereby mixture of fresh supply gas with fuel is prevented to eliminate explosion hazards.
  • a valve actuator counterbalancing the sum of a differential biassing force and the ambient pressure against the exhaust gas pressure in said exhaust conduit, discharging excess exhaust gas through said exhaust vent whenever said exhaust gas pressure exceeds the ambient pressure by an amount exceeding said differential biassing force, and thereby continuously maintaining the recycling pressure in said recycle conduit at a predetermined level exceeding the ambient pressure, regardless of ambient pressure fluctuation.
  • the heat engine is an internal combustion engine in which the fresh supply gas is oxygen
  • the pressure of the mixed intake gas is diverted downstream from said mixing zone by a pitot tube sensing the total pressure of the advancing mixed gas stream and creating a positive pressure differential, applied to a body of liquid fuel, relative to a fuel carburetor nozzle exposed to the static pressure of the mixed stream, aspirating fuel through the fuel carburetor nozzle into the advancing mixed stream at a predetermined rate.
  • Apparatus forming a closed cycle heat engine system operating in a non-air ambient environment comprising:

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  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
US00215601A 1972-01-05 1972-01-05 Method and apparatus for operating existing heat engines in a non-air environment Expired - Lifetime US3807373A (en)

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Cited By (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3871343A (en) * 1972-04-14 1975-03-18 Hitachi Shipbuilding Eng Co Recycle engine apparatus
US3980064A (en) * 1972-04-03 1976-09-14 Nissan Motor Co., Ltd. Internal combustion engine
US4048967A (en) * 1972-08-25 1977-09-20 Robert Bosch Gmbh System for detoxicating exhaust gases
US4307695A (en) * 1979-11-28 1981-12-29 Michael Vasilantone Rotary engine
GB2170268A (en) * 1985-01-25 1986-07-30 Cosworth Eng Closed-cycle piston i.c.engine
US4971586A (en) * 1989-06-30 1990-11-20 Walsh Kevin M Small-sized self-propelled watercraft
US6247316B1 (en) 2000-03-22 2001-06-19 Clean Energy Systems, Inc. Clean air engines for transportation and other power applications
US6389814B2 (en) 1995-06-07 2002-05-21 Clean Energy Systems, Inc. Hydrocarbon combustion power generation system with CO2 sequestration
US6622470B2 (en) 2000-05-12 2003-09-23 Clean Energy Systems, Inc. Semi-closed brayton cycle gas turbine power systems
US6748741B2 (en) 2002-10-23 2004-06-15 Honeywell International Inc. Charge air condensation collection system for engines with exhaust gas recirculation
US20040128975A1 (en) * 2002-11-15 2004-07-08 Fermin Viteri Low pollution power generation system with ion transfer membrane air separation
US20040221581A1 (en) * 2003-03-10 2004-11-11 Fermin Viteri Reheat heat exchanger power generation systems
US6868677B2 (en) 2001-05-24 2005-03-22 Clean Energy Systems, Inc. Combined fuel cell and fuel combustion power generation systems
US20050126156A1 (en) * 2001-12-03 2005-06-16 Anderson Roger E. Coal and syngas fueled power generation systems featuring zero atmospheric emissions
US20050241311A1 (en) * 2004-04-16 2005-11-03 Pronske Keith L Zero emissions closed rankine cycle power system
US20070044479A1 (en) * 2005-08-10 2007-03-01 Harry Brandt Hydrogen production from an oxyfuel combustor
DE102010011776A1 (de) * 2010-03-17 2011-09-22 Volkswagen Ag Brennkraftmaschine mit einer Ladeluftzuführung und einer Kondensatzuführleitung sowie ein Verfahren zur Anwendung bei einer solchen Brennkraftmaschine
US9181903B2 (en) * 2012-03-26 2015-11-10 Ford Global Technologies, Llc Method and apparatus for injecting oxygen within an engine

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS53148606A (en) * 1977-05-30 1978-12-25 Hasegawa Kousakushiyo Kk System and apparatus for preventing air pollution by exhaust gas of vehicle

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US2017481A (en) * 1931-04-28 1935-10-15 Opel Fritz Von Closed-cycle internal combustion engine and method of operating same
US2087411A (en) * 1934-01-10 1937-07-20 Frederick L Maytag Means for condensing and refining exhaust gases
US2720856A (en) * 1951-09-17 1955-10-18 Jr Harry H Hoke Submarine power plant
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Publication number Priority date Publication date Assignee Title
US2017481A (en) * 1931-04-28 1935-10-15 Opel Fritz Von Closed-cycle internal combustion engine and method of operating same
US2087411A (en) * 1934-01-10 1937-07-20 Frederick L Maytag Means for condensing and refining exhaust gases
US2884912A (en) * 1948-12-02 1959-05-05 Baldwin Lima Hamilton Corp Closed cycle method of operating internal combustion engines
US2720856A (en) * 1951-09-17 1955-10-18 Jr Harry H Hoke Submarine power plant
US3035561A (en) * 1956-11-19 1962-05-22 Siegler Erwin Installation and a method of setting aside noises in motor-cars for combustion and similar vehicles
US3166060A (en) * 1962-05-08 1965-01-19 James P Malone Anti-smog means
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Cited By (30)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3980064A (en) * 1972-04-03 1976-09-14 Nissan Motor Co., Ltd. Internal combustion engine
US3871343A (en) * 1972-04-14 1975-03-18 Hitachi Shipbuilding Eng Co Recycle engine apparatus
US4048967A (en) * 1972-08-25 1977-09-20 Robert Bosch Gmbh System for detoxicating exhaust gases
US4307695A (en) * 1979-11-28 1981-12-29 Michael Vasilantone Rotary engine
GB2170268A (en) * 1985-01-25 1986-07-30 Cosworth Eng Closed-cycle piston i.c.engine
US4971586A (en) * 1989-06-30 1990-11-20 Walsh Kevin M Small-sized self-propelled watercraft
US7043920B2 (en) 1995-06-07 2006-05-16 Clean Energy Systems, Inc. Hydrocarbon combustion power generation system with CO2 sequestration
US20040003592A1 (en) * 1995-06-07 2004-01-08 Fermin Viteri Hydrocarbon combustion power generation system with CO2 sequestration
US6598398B2 (en) 1995-06-07 2003-07-29 Clean Energy Systems, Inc. Hydrocarbon combustion power generation system with CO2 sequestration
US6389814B2 (en) 1995-06-07 2002-05-21 Clean Energy Systems, Inc. Hydrocarbon combustion power generation system with CO2 sequestration
US6523349B2 (en) 2000-03-22 2003-02-25 Clean Energy Systems, Inc. Clean air engines for transportation and other power applications
US6247316B1 (en) 2000-03-22 2001-06-19 Clean Energy Systems, Inc. Clean air engines for transportation and other power applications
US20040065088A1 (en) * 2000-05-12 2004-04-08 Fermin Viteri Semi-closed brayton cycle gas turbine power systems
US6637183B2 (en) 2000-05-12 2003-10-28 Clean Energy Systems, Inc. Semi-closed brayton cycle gas turbine power systems
US6622470B2 (en) 2000-05-12 2003-09-23 Clean Energy Systems, Inc. Semi-closed brayton cycle gas turbine power systems
US6910335B2 (en) 2000-05-12 2005-06-28 Clean Energy Systems, Inc. Semi-closed Brayton cycle gas turbine power systems
US20050236602A1 (en) * 2000-05-12 2005-10-27 Fermin Viteri Working fluid compositions for use in semi-closed Brayton cycle gas turbine power systems
US6824710B2 (en) 2000-05-12 2004-11-30 Clean Energy Systems, Inc. Working fluid compositions for use in semi-closed brayton cycle gas turbine power systems
US6868677B2 (en) 2001-05-24 2005-03-22 Clean Energy Systems, Inc. Combined fuel cell and fuel combustion power generation systems
US20050126156A1 (en) * 2001-12-03 2005-06-16 Anderson Roger E. Coal and syngas fueled power generation systems featuring zero atmospheric emissions
US6748741B2 (en) 2002-10-23 2004-06-15 Honeywell International Inc. Charge air condensation collection system for engines with exhaust gas recirculation
US6945029B2 (en) 2002-11-15 2005-09-20 Clean Energy Systems, Inc. Low pollution power generation system with ion transfer membrane air separation
US20040128975A1 (en) * 2002-11-15 2004-07-08 Fermin Viteri Low pollution power generation system with ion transfer membrane air separation
US20040221581A1 (en) * 2003-03-10 2004-11-11 Fermin Viteri Reheat heat exchanger power generation systems
US7021063B2 (en) 2003-03-10 2006-04-04 Clean Energy Systems, Inc. Reheat heat exchanger power generation systems
US20050241311A1 (en) * 2004-04-16 2005-11-03 Pronske Keith L Zero emissions closed rankine cycle power system
US7882692B2 (en) 2004-04-16 2011-02-08 Clean Energy Systems, Inc. Zero emissions closed rankine cycle power system
US20070044479A1 (en) * 2005-08-10 2007-03-01 Harry Brandt Hydrogen production from an oxyfuel combustor
DE102010011776A1 (de) * 2010-03-17 2011-09-22 Volkswagen Ag Brennkraftmaschine mit einer Ladeluftzuführung und einer Kondensatzuführleitung sowie ein Verfahren zur Anwendung bei einer solchen Brennkraftmaschine
US9181903B2 (en) * 2012-03-26 2015-11-10 Ford Global Technologies, Llc Method and apparatus for injecting oxygen within an engine

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