CN1055982C - Water vapor - air steam engine - Google Patents

Abstract

A steam-air steam engine operates at high pressure and with a working fluid consisting of compressed unburned air components, fuel combustion products and steam. In its cycle, the working fluid is supplied at ambient pressure and temperature, the combustion air is adiabatically supplied by the compressor, the fuel is injected at the desired pressure, at least 40% of all the compressed air is combusted, and the inert liquid is injected at high pressure to produce steam, thereby providing the desired inert high specific heat dilution steam for internal cooling of the internal combustion turbine. The design of such an engine suppresses the formation of pollution, increases the efficiency and power of the engine and reduces specific fuel consumption.

Description

Water Vapor - Air Steam Engine

The invention relates to a steam-air steam engine which works under high pressure and utilizes a working fluid composed of compressed air, fuel combustion product and steam. The invention further relates to a method for generating electrical energy with high efficiency and low specific fuel consumption in a fuel combustion system. The invention also relates to a method for producing electricity while simultaneously producing potable water without significantly reducing efficiency or increasing fuel consumption.

Internal combustion engines (ICES) are generally classified as either constant volume or constant pressure. The Otto cycle engine works under the state of constant volume compressed air near the top dead center by deflagrating volatile fuel (ie gasoline), while the Diesel cycle engine burns fuel oil according to the improved cycle, that is, the combustion characteristics are roughly constant pressure process.

Examples of external combustion engines (ECES) are steam engines, turbines and some forms of gas turbines. It is well known to supply hot pressurized fluid from an external fluid supply to a gas turbine and to utilize the energy present in this compressed gas to operate various motor arrangements.

It is also known to burn fuel oil in the combustion chamber and expel the combustion products into the working cylinders, sometimes accompanied by injection of water or steam depending on the elevated temperature. These engines are also classified as external combustion engines.

Other arrangements have also been proposed in which the combustion chamber is cooled by internally fed water or steam rather than externally. Other forms of apparatus have been proposed which inject fuel into the combustion cylinder as the temperature drops, with means for terminating the injection when the pressure reaches the desired value.

Each of these existing engines suffers from difficulties that prevent their usual use as a source of power to drive prime movers. Among these difficulties is the engine's inability to respond to sudden conditions and/or to maintain certain operating temperatures or pressures that require the engine to operate efficiently.

Furthermore, the control of these engines is not very efficient and the ability to maintain the gas generator itself in stable conditions is generally inadequate. In all practical engine configurations, the need for cooling of the walls defining the working cylinders results in a loss of efficiency and many other inherent disadvantages of previous internal combustion engines.

The present invention overcomes the limitations of the prior art described above. First, controlling the temperature of the resulting working fluid by injecting water into the combustion process eliminates the need for external air or liquid cooling. When water is injected and converted to water vapor, the water vapor itself becomes part of the working fluid, thus increasing the volume of the working fluid without the need for mechanical compression. The working fluid increases as the excess combustion gas temperature converts to vapor pressure.

In the present invention, independent control of combustion flame temperature and fuel-to-air ratio is employed in order to meet the requirements of a working engine. Controlling the flame temperature also prevents the formation of NOx and the decomposition products of CO2 described below.

The present invention also employs high compression ratios as a means of increasing efficiency and power while reducing specific fuel consumption (sfc). When water is injected and converted to water vapor within the combustion chamber of the present invention, this creates chamber pressure. It should be noted that the combustion chamber pressure is generated by water vapor independent of the engine's compression ratio. Therefore, a higher compression ratio can be obtained in the engine due to the injection of new water vapor or water without consuming additional compression work. Because of the large water jets used in the present invention, there is no need to compress the dilution air that is used for cooling purposes in prior art systems. Elimination of this requirement results in a significant energy savings for the system.

Due to the increased compression ratio in the apparatus according to the invention using water jets, several advantages arise. First, once water or water vapor is compressed, no additional work is required to continue compressing it. In other words, after compressing water vapor to 2 atmospheres, no additional work is required to compress it to a higher pressure. This differs from air, for example, which must expend additional work to compress it to a higher pressure in order to obtain additional working fluid mass. Furthermore, in the present invention, when water is injected and converted to water vapor, it does not expend additional work to generate combustion chamber pressure. The steam also has constant entropy and enthalpy.

In the present invention, the remaining heat of combustion is converted to water vapor pressure and used as an additional mass of working fluid without mechanical compression. For comparison, in a typical Brayton cycle turbine, 66% to 75% of the mechanically compressed air is used to dilute the combustion products in order to meet the requirements of reducing the temperature of the working fluid to the turbine inlet temperature (TIT) Air.

Since water vapor doubles or increases the working fluid produced by combustion and produces 15% or more net power, water can be considered a combustion in the new thermal system of this invention because it provides pressure to the system , power and efficiency.

The cycle of the present invention can be classified as open or closed depending on whether the injection is air or water or both. Desalinated or purified water can be a by-product of electricity generation from a power plant or water tanker, in which case the cycle is open to air and closed to desalinated water recovery. Seawater power plants or irrigation water net ratio systems are also viable environments.

This cycle can also be used in a closed loop state in an active environment, ie in cars, trucks, buses, airliners, general military aircraft and the like.

One of the objects of the present invention is to provide a new thermodynamic cycle, which can be open or closed, and compresses air and burns fuel and air stoichiometrically, thereby providing controlled power with high efficiency and low pollution.

Another object of the present invention is to fully control the combustion temperature within the engine by utilizing the latent heat of vaporization of water without having to mechanically compress the dilution air.

Yet another object of the present invention is to reduce the air compressor load associated with the power turbine used in the engine so that slower idle and faster acceleration can be achieved.

Yet another object of the present invention is to individually control the turbine inlet temperature (TIT) as required.

Yet another object of the invention is to vary the composition of the working fluid as desired.

Yet another object of the present invention is to provide sufficient rest time in milliseconds to allow stoichiometric combustion, coalescence and time for complete cooling and equilibration.

Another object of the present invention is to burn and cool the combustibles so as to prevent the formation of smoke caused by components such as NOx, HC-, CO-particles, CO2 decomposition products and the like.

Another object of the present invention is to provide a combustion system capable of converting 1 lb (0.4536 kg) of chemical heat into 1 lb (0.4536 kg) of heat energy.

Another object of the present invention is to make the whole power system work with high thermal efficiency while cooling as much as possible.

It is a further object of the present invention to provide a condensation process for cooling, condensing, separating and regenerating water vapor into condensed water to create a degree of vacuum.

Another object of the present invention is to provide a power generation system that uses seawater as a cooling fluid and produces desalinated drinking water as a product of power generation.

A further object of the present invention is to provide a new cycle which combines a modified Braytor cycle during the first half of engine operation with a water vapor air steam cycle during the second half of engine operation.

Another object of the present invention is to provide a turbine power generation system for generating electrical energy with higher efficiency and reduced specific fuel consumption compared to currently available systems.

It is a further object of the present invention to provide a dynamic generation system that generates electrical energy with an overall efficiency substantially greater than 40%.

An internal combustion engine is described according to one embodiment of the invention. The engine includes a compressor that compresses ambient air to compressed air having a pressure greater than or equal to 6 atmospheres and an elevated temperature. A combustor connected to the compressor is formed to direct the forward flow of compressed air from the compressor. Separate fuel and fluid injection controls are used to inject fuel and water into the combustion chambers separately as required. The injected volumes of compressed air, fuel and fluid, and the temperature of the injected water are each independently controlled. Therefore, the average combustion temperature and the fuel/air ratio can also be independently controlled. The injected fuel is combusted with a controlled portion of the compressed air, and the heat generated converts the injected fluid into steam. The injected fluid is converted to steam by virtue of the latent heat of vaporization thereby reducing the exit temperature of the gas at combustion temperature. The weight of the fluid used is much greater than that of the fuel. Consequently, the mass flow of working fluid generated by combustion can be doubled or greater under most operating conditions.

The working fluid consists of a mixture of compressed air, fuel combustion products and water vapor, which is generated in the combustion chamber during combustion at a predetermined combustion temperature. This working fluid may then be supplied to one or more working motors to produce useful work.

In a more specific embodiment of the invention, an electric spark igniter is used to start the engine. The engine can also work in open or closed mode. In the closed case, part of the discharged working fluid can be reused. The combustion chamber temperature is determined based on information from temperature sensors and a thermostat located in the combustion chamber.

When the present invention is applied, since the combustion temperature is reduced by means of the combustion control means, a stoichiometric combination and balance is obtained in the working fluid. All the chemical energy in the injected fuel is converted into heat energy during the combustion stage, and the water evaporates into water vapor to generate vortex turbulence, which helps the mixing of fuel and air, so a larger chemical equivalent combustion is achieved. The injected water absorbs all remaining heat, thereby reducing the temperature of the working fluid below the maximum operating temperature of the working engine. When the injected water becomes water vapor, it appears as the pressure of the combustion chamber without additional work of compression and without additional entropy or enthalpy. Careful control of the combustion temperature prevents the formation of smoke-causing components and gases.

In another embodiment of the present invention, seawater is used as cooling fluid to generate electricity, and as a by-product of electricity generation, desalinated drinking water can be generated.

In a third embodiment of the invention, a new cycle with an engine is described so that when the engine is operated above a predetermined speed (rpm), the fraction of the injected water and compressed air combusted varies with the engine speed (rpm) ) increases and remains constant. Between the first and second predetermined speeds, the water/oil increases, the percentage of air combusted increases, and the air combusted changes. When the engine is operating below the second predetermined speed, the injected water is proportional to the oil and it is also constant when the percentage of compressed air combusted remains constant.

Utilization of this cycle results in increased power, low rpm, low idle, fast acceleration; and up to 95% of the compressed air is burned at low rpm.

A more complete understanding of the invention, together with further objects and advantages, will become apparent with reference to the accompanying drawings and the following detailed description. The scope of the invention is indicated exclusively by the claims appended hereto.

Fig. 1 is the block diagram of steam-air steam turbine of the present invention;

Figure 2 is a graph depicting the relationship between pressure and volume for the thermodynamic process used in the present invention;

Fig. 3 is a diagram describing the relationship between temperature and entropy of the thermodynamic process used in the present invention;

Fig. 4 is a block diagram of a steam-air steam turbine including means for desalination of seawater to obtain potable water according to the present invention;

Figure 5 is a schematic diagram of an example of the steam-air steam turbine shown in the block diagram of Figure 4;

Figure 6 is a schematic diagram of a second embodiment of a steam-air steam turbine having desalination capability incorporating features of the present invention;

Figure 7 is a graph showing the effect of compression ratio on the thermal efficiency of the steam-air steam turbine of Figure 1;

FIG. 8 is a graph showing the effect of compression ratio on the specific fuel consumption of the steam-air turbine shown in FIG. 1. FIG.

Figure 9 is a graph showing the effect of compression ratio on the turbine power of the steam-air steam turbine of Figure 1;

FIG. 10 is a graph showing the effect of compression ratio on the net power of the steam-air steam turbine shown in FIG. 1. FIG.

A. The basic structure of the system

Referring to Fig. 1, it schematically shows an embodiment of a gas turbine according to the present invention. Ambient air 6 is compressed to a desired compression ratio by compressor 10 to form compressed air 11 . In the preferred embodiment, compressor 10 is a known three-stage compressor and compresses ambient air at a temperature of about 1400°R (°R is the Rankine scale) to a pressure above 4 atmospheres, preferably 22 atmospheres.

The compressed air 11 is supplied to the burner 25 by the air flow controller 27 . Combustors are known in the present invention as well as in the prior art. Compressed air 11 may be supplied in a stepped circular manner controlled by an air flow controller 27 similar to that shown in US Patent No. 3,651,641 (Ginter). The US Patent No. 3651641 is hereby incorporated by reference herein. Compressed air 11 is supplied in stages controlled by an air flow controller 27 so as to maintain a low combustion (flame temperature) temperature in the combustion chamber 25 .

The fuel 31 is injected under pressure under the control of the fuel injection controller 30 . The control of fuel injection is also well known to those skilled in the art, so the fuel injection controller 30 used in the present invention may consist of a series of conventional single or multiple fuel injectors. A high pressure fuel supply system (not shown) is used to supply fuel, which may be conventional hydrocarbon fuel, such as No. 2 diesel for heating oil, preferably desulfurized and an alcohol such as ethanol. Ethanol is preferred for some applications because it includes or can be mixed with at least some of the water available to cool the combustion products, thereby reducing the need for water spray. Additionally, ethanol water mixtures have a much lower freezing point, thereby increasing the engine's ability to be used in weather below 32°F (°F is the Fahrenheit scale).

Water 41 is pressure injected by water injection controller 40 and is atomized by spraying into combustion chamber 25 through one or more nozzles during and after combustion. As detailed below.

The temperature within the burner 25 is controlled by a combustion controller 100 which operates in concert with the other components of the invention detailed above. Combustion controller 100 may be a conventional fed digital logic program microprocessor, microcomputer or any other well-known device for tracking and responding to feedback signals from a tracker located in combustion chamber 25 or other relevant components of the system to effect control. device.

For example, the pressure within combustor 25 may be maintained by air compressor 10 as the engine speed varies. A temperature sensor and thermostat (not shown) within the burner 25 provides a temperature signal to the burner controller 100, which then instructs the water injection controller 40 to inject more or less water as required. Similarly, the quality of the working fluid is controlled by the combustion controller 100 by varying the mixture of oil, water and air in the burner 25 .

There are also known practical limitations that dictate the upper limit of acceptable combustion temperatures. First among these considerations is the maximum turbine inlet temperature (TIT) that can be accommodated for any system. To achieve the desired maximum turbine inlet temperature, the water injection controller 40 injects water as required to keep the combustion temperature of the working fluid within acceptable limits. The injected water absorbs a considerable amount of combustion flame heat due to its latent heat of vaporization as it is converted to steam at the pressure of the burner 25 .

To facilitate ignition of the fuel injected into the combustor 25, a compression ratio greater than 12:1 is necessary in order to achieve self-ignition. However at low compression ratios a standard spark sparker (not shown) can be used.

As described above, the combustion controller 100 independently controls the amount of compressed air for combustion from the airflow controller 27, the fuel injection controller 30, and the water injection controller 40, so that the injected fuel is combusted with part of the compressed air. At least 95% of the compressed air is burned. If less than 100% of the O2 is burned, then enough O2 is left to complete stoichiometric incorporation and be used for acceleration. When 100% of the air is consumed in the combustion process, CO2 is formed, so there is no O2 available to form NOx. The heat of combustion also converts the injected water into water vapor, thus resulting in a working fluid 21 consisting of a mixture of compressed uncombusted air components, fuel combustion products, and water vapor generated in the combustion gases. Compression ratios of from 4:1 to 100:1 can be provided by means of the compressor 10 . Turbine inlet temperatures can vary from 750°F to 2300°F, the higher temperature limit being dictated by material considerations.

A working machine 50 (typically a turbine) is coupled to and receives working fluid from the combustor 25 to perform useful work (eg, rotating a drive shaft 54 for work), which in turn drives a generator 56 that produces electrical energy 58 . When the present invention discusses turbines as working machines, skilled artisans will note that the working fluid produced by the present invention can also drive reciprocating, Wankel, cam or other types of working machines.

The working fluid expands as it passes through the working machine 50 . After expansion, the working fluid 51 is exhausted from the waste gas controller 60 at a variable pressure (in any case above 0.1 atmospheres) depending on whether a closed cycle with a vacuum pump or an open cycle is used. The exhaust controller 60 may further include a heat exchanger 63 and/or a condenser 62 for condensing vapor 61 from the working fluid 51 and a recompressor 64 for discharging the working fluid 51 . The steam condensed in the condenser 62 is discharged as potable water 65 .

B. Thermal process employed in this cycle.

1. General explanation.

When a combustor as described above is used in an actual engine, many thermodynamic advantages are obtained. These advantages will be best understood with reference to the cyclic thermodynamic process used in the present invention. As shown in the P-V and T-S schematic diagrams in Figure 2 and Figure 3. The present invention uses water vapor, air and steam associated with the working turbine, and this cycle is called "VAST" cycle. VAST is a trademark owned by the applicant.

The following parameters were used in drawing the graphs shown in Figures 2 and 3:

compression ratio = 22/1;

Compressor 10 is 3 stages;

Turbine inlet temperature -1800°F;

Fuel-air ratio = 0.066;

1 pound (0.4536 kilograms) of air per second;

Water inlet temperature -212°F;

Compressor efficiency used in compressor 10 = 85%;

The efficiency of the working machine (turbine) 50 = 85%.

However, as described below, these operating parameters are merely representative of embodiments incorporating features of the present invention. Compression ratio, turbine inlet temperature and feed water temperature can be varied according to the needs of the VAST cycle application in which it is used. In addition, the fuel/air ratio varies depending on the type of fuel used so that stoichiometry is guaranteed, and compressor and turbine efficiencies can be improved by using more efficient designs. Also, Figures 2 and 3 are calculated from 1 lb (0.4536 kg) of air per second. Increasing the air supply while maintaining the fuel/air ratio results in a proportional increase in power output.

The VAST cycle is a combination of the compressed air work cycle and the steam cycle, since both air and water vapor are used as working fluids and each forms part of the total pressure in the burner. In the discussion of the present invention, it will be seen that the term "air" is intended to include fuel oil combusted by incoming compressed air together with any excess compressed air that may be present, and includes all combustion products, while the term "steam" refers to Injected water in the liquid state becomes superheated steam, but it can also be used in the working cycle with an altered state in which part of the steam turns back into liquid water. The new cycle or process of burning fuel oil utilizes a mixture of air and steam as the working fluid, except for the compression process, where only air is involved.

The thermodynamic process in the VAST cycle is discussed below. As shown in FIGS. 2 and 3 , processes 1 - 2 and 2 - 3 represent compression in a three-stage compressor 10 . The outlet conditions at the outlet of the compressor 10 are calculated using the isentropic compression relationship, while the actual conditions are calculated using a compressor efficiency of 85%.

As explained above, compressed air enters the combustion chamber 25 through the air flow controller 27 . The process in the combustor is process 3-4 in Figures 2 and 3 .

The combustion chamber 25 burns fuel at constant pressure and approximately constant temperature because there are separate controls for fuel, air and water; therefore the temperature can be fully controlled. After start-up, compressed air is fed into the burner at constant pressure. Thus, the mixing of air supplied at constant pressure with a fixed fuel/air ratio combined with the control of turbine inlet temperature by water injection results in a constant pressure in the combustion chamber. Combustion occurs in the combustion chamber following fuel injection at high pressure and provides ideal combustion conditions for efficiency and avoids air pollution due to the fuel mixture being initially richer than a fully burned mixture. As the combustion continues, additional air is added along the circumference of the fuel in an amount at least equal to that required for complete combustion, i.e. stoichiometric air, but eventually exceeding the amount of air required for complete combustion of the fuel components. A minimum of about 95% of the compressed air is combusted in order to leave enough O2 to complete the stoichiometric combination and use it for acceleration.

Water is sprayed by water spray controller 40 at high pressure (which can be as high as 4000 Psi or higher). Due to the high temperature in the combustion chamber 25, the injected water evaporates immediately into water vapor and mixes with the combustion gases. In addition, the amount of water injected into the combustor 25 depends on the turbine inlet temperature and the temperature of the water just injected. Part of the heat released during the fuel oil combustion stage is used to increase the temperature of the compressed air from the three-stage compressor 10 to the turbine inlet temperature (TIT). The remaining heat of combustion is used to convert the injected water into water vapour. This process is illustrated in Figures 2 and 3, indicated in these Figures by the portion numbered 3-4.

The general explanation that follows illustrates a single set of operating conditions for systems using No. 2 diesel oil. In particular it indicates a compression ratio of 22/1, a turbine inlet temperature of 1800°F, a turbine outlet pressure of 1 atm, and an inlet water temperature of 212°F. In addition, the efficiency of both the compressor and the working machine is set at a modest 85%. This results in a net power of 455.11 horsepower, a Specific Fuel Consumption (SFC) of 0.523 and an efficiency of 0.251 (data sheet). The example calculated on the connected computer prints out a simulation and is listed in the data sheet, which shows that varying the compression ratio from 10 to 50 while maintaining the fuel/air ratio, water temperature and turbine inlet temperature Unchanged result.

In the same way, other working conditions can also be changed. For example, the water temperature can be increased, the maximum temperature is not greater than the ideal TIT temperature. It is best not to increase the water temperature above 50°F below the ideal TIT temperature. However, for practical reasons, since the working fluid exiting the turbine is used to heat the water feed, the inlet water temperature is generally kept no higher than about 50°F below the turbine exit temperature. The higher the water temperature, the greater the volume of water required to reduce the combustion temperature to TIT temperature. This results in a larger gas volume flowing through the turbine and a higher power output. Similarly the TIT temperature can also be increased or decreased. Examples 1-10 in the data sheet are calculated for a TIT of 1800°F. This temperature is generally the highest acceptable temperature for turbines that do not utilize superalloys or hollow blades cooled with air or steam. However, high temperature service can be performed with high temperature and/or corrosion resistant alloys, high temperature composites, ceramics and other materials such as those used in turbo-injected engines will allow operation at temperatures as high as 2300°F. Examples 11-16 show data operating at higher temperatures.

Examples 1-5 of Table 1 show the effect of increasing the air compression ratio on power, efficiency and specific fuel consumption. The effect of increasing inlet water temperature and decreasing discharge pressure (calculated at 85% turbine and compressor efficiency) is shown in Examples 6-10. Examples 11-16 show the effect of air compression ratio on a system having a TIT of 2000°F. When calculating with an assumed turbine efficiency of 90%, the turbine outlet pressure is 0.5 atm, and the H2O inlet temperature is about 625 to about 700°F. It should be noted that a turbine efficiency of 93% can be taken from currently available air compression axial turbines and power turboexpander units.

In Example 1-16, the fuel is No. 2 diesel, and the fuel/air ratio is 0.66, which is the stoichiometric ratio of No. 2 diesel. With different other fuels, different fuel/air ratios are required to maintain stoichiometric conditions. Example 17 uses methane with a fuel/air ratio of 0.058. Since methane can be burned more efficiently than diesel, less fuel is used per pound of air, so less water is added.

Table 1 Closed loop

Air pressure inlet and flat outlet Filling efficiency TIT sample shrinkage % temperature ° F pressure ATM power HP efficiency ratio fuel consumption 10: 1 85 212 1800 1 376.53.6312 22: 1 85 212 1800 1 455.111.251 .251 .5223 30: 1 85 212 1800 1 477.97.267.4974 40: 1 85 212 1800 1 495.94.274.4795 50: 1 85 212 1800 1 507.51.280.4686 22: 1 85 410 1 490.89.271 .48477. 22: 1 85 410 1800.5 543.09.300.4378 22: 1 85 410 .25 556.39.3079 22: 1 85 600.5 612.59.338. 388: 1 85 665 1800.5 656.96.3663 .36211 5: 1 90 700 2000.5 611.76.334 .38812 10: 1 90704 2000.5 754.69.412 .31513 15: 1 90 697 2000.5 813.7214 20: 0 90 677 2000.5 832.78 .455.28515 25: 25: 653 2000.5 843.07.460.28216 30: 0 90 629 2000.5 848.41.464 .28: 0 93 664 2175.5 840.475.250 .250.

Example 17 was also calculated at a turbine efficiency of 93% and a turbine inlet temperature of 2175°F, both of which are operating parameters for a commercially available turbine that does not employ the described invention.

The effect of changing the air compression ratio on system performance is shown in Examples 11-16 and its effect is plotted in Figures 7-10.

The burner of the present invention differs fundamentally from prior art devices in that the working fluid can be increased at normal pressure or at normal temperature or both. Normal temperature is maintained by the combustion controller 100 through water injection controlled by the water injection controller 40 according to the response of the temperature tracker (thermostat) in the burner 25 . Within combustor 25, when compressor 10 is supplied with stoichiometric or less compressed air, the typical combustion temperature of liquid hydrocarbon fuel reaches approximately 3000°F to 3800°F. Of course a larger amount of excess air will reduce the final combustion temperature, but will not have a significant effect on the actual combustion temperature or ignition temperature.

The practical limit for the discharge temperature from the combustor 25 is in turn determined by the material strength of the vessel wall at the discharge temperature, the high temperature allowable value of the combustor wall, the material of construction of the power turbine and whether the turbine blades are separately cooled or externally cooled. It is determined by factors such as cold or internal cold. The discharge temperature is controlled between appropriate limits by varying the injection of high-pressure water that rapidly evaporates into water vapor. The heat of vaporization and superheating is equal to the heat of combustion of the burning fuel. (The temperature of the burning fuel is reduced to the ideal TIT by the heat of vaporization and superheating when the water is evaporated and then heated to TIT). The amount of water injected is therefore determined by the ideal operating temperature (which is smaller for high superheat temperatures, but practically remains a constant operating temperature).

The operating pressure is kept constant by the compressor 10 as required for any given engine speed.

The resulting working fluid mixture of gas and steam then flows into the working engine 50 (typically a turbine as described above), where the steam-gas mixture expands. The discharge conditions at the outlet of the working engine 50 are calculated using the isentropic relationship and turbine efficiency. This process is shown in Figures 1 and 2 by 4-5.

Exhaust gases and steam from the working engine 50 then pass through an exhaust controller 60 . Exhaust gas controller 60 includes a condenser at which the temperature is reduced to a saturation temperature corresponding to the partial pressure of vapor in the exhaust gas. Thus, steam in the turbine exhaust is condensed and pumped back into the combustor 25 by the water injection controller 40 . The residual combustion gases then pass through a second compressor where the pressure is raised back to atmospheric pressure so that it can be vented into the atmosphere.

It can be seen that the present invention has the significant advantage of producing a small latent heat of vaporization. When water is injected into the combustion chamber and water vapor is produced, several useful results are produced: (1) the water vapor has its own partial pressure; (2) the total pressure in the combustor will be as maintained by an air compressor. pressure in the combustion chamber; (3) water vapor pressure costs no mechanical expense except for a small amount of work pumped into pressurized water; (4) water vapor pressure at high levels can be obtained without mechanical compression, but in addition to water and In isentropic and isenthalpic steam. The conversion of water to water vapor also cools the combustion gases, resulting in pollution control as described below.

2. Pollution Control

Whether in an engine or an industrial boiler, albeit of different kinds, any combustion produces reaction products in the air that make up smoke. The present invention reduces the formation of polluting products in several ways as discussed below.

First, internal combustion engines operating with cooled cylinder walls and heads have boundary layer cooling of the fuel-air mixture, which is sufficient to cause a small percentage of unburned hydrocarbons to be emitted during the exhaust stroke. The present invention avoids cooling of the combustion chamber walls, thereby keeping the combustion temperature of the fuel high, in two significant respects, both of which are described in more detail in the aforementioned U.S. Patent No. 3,651,641. First, hot compressed air is flowed around the outer wall of the burner 25 by means of the air flow controller 27 so that combustion occurs only in a small space heated above the ignition temperature. Second, the combustion flame is blocked by air that has not mixed with the fuel. Therefore, hot wall combustion is employed in engines operating on this cycle, preferably above 2000°F.

Secondly, by operating the burner 25 within a limited temperature range, the formation of smoke products is prevented. For example, CO and other products of partial combustion are limited by high temperature combustion (preferably above 2000°F) and by maintaining these products for a relatively long residence time after combustion begins. However, if the temperature is too high, more nitrogen and nitrogen oxides will be formed. Therefore, the acceptable temperature for reducing smoke production should be neither too high nor too low. The combustion controller 100 of the present invention starts the combustion of fuel and air at high temperature, then reduces the temperature for a relatively long dwell time, and then cools (after the air has been burned) with water spray to a predetermined temperature to prevent smoke formation. Thus, combustion is first carried out in a rich mixture; then enough compressed air is added to allow complete combustion of the fuel with minimal residual oxygen and to cool the gases to less than Approximately 3000°F; water is then injected by the water injection controller 40 directly into the combustion or added prior to combustion to maintain an acceptable temperature to ensure complete combustion of all hydrocarbons.

In a typical engine, hydrocarbon fuels are often combusted while being mixed with air and slightly richer, ie, less than stoichiometric for increased efficiency. However, this produces excess CO and more complex products of incomplete combustion. However, the present invention further reduces this smoke production by diluting the combustion by progressively providing air through the air flow controller 27 .

As explained above, nitrogen oxides are formed more rapidly at high temperatures, but can also be reduced by controlling the dilution of the combustion products by adding additional compressed air.

The combustion cycle of the present invention is consistent with complete efficient fuel combustion and eliminates incomplete combustion products and reduces other products such as nitrogen oxides. After the combustion products or residual air have cooled to an acceptable engine operating temperature (which can range from 1000°F to 1800°F, even as high as 2300°F with appropriate materials used in the construction of the turbine , or as low as 700°F to 800°F), the combustion controller 100 burns off the combustion products over a relatively long initial residence time.

An equilibrium condition can be created by designing the combustion chamber 25 to be 2 to 4 times the length of the combustion zone within the combustion chamber 25; however, any suitable design of the combustion chamber can be used.

Combustion as described provides a means of reducing the formation of smoke elements while at the same time allowing complete conversion of fuel oil energy to fluid energy.

Since the fuel/air ratio and flame temperature are independently controlled, the VAST cycle is a low-pollution combustion system. The control of the fuel/air ratio and especially the opportunity to burn off all the compressed air (diluted by a large amount of compressed air if necessary) prevents the production of unburned hydrocarbons and carbon monoxide due to incomplete combustion. The use of an inert diluent rather than air controls the formation of nitrogen oxides and suppresses the formation of carbon monoxide due to the decomposition of carbon dioxide at high temperatures. Utilizing a high specific heat diluent, water or steam as described above, reduces the amount of diluent required for temperature control. In the case of nitrogen oxides, it should be noted that the VAST cycle prevents their formation, rather than allowing it to form, as it does in some systems, before attempting the difficult task of eliminating them. The combined result of all these factors enables VAST to operate over a wide range of operating conditions with negligible pollution levels, often below the limits of nitrogen oxides and hydrocarbons sensed by mass spectroscopic techniques.

The burner 25 represents a mechanism for generating a high temperature working fluid with heat and water, and there is no such consequence of inefficiency when heat must be transferred through a heat exchanger to a flash evaporator or boiler. The addition of water to the products of combustion rather than just hot gas represents a means for the gas to use a fluid source. The rapid evaporation of water into water vapor provides an extremely effective source of mass and pressure and at the same time, provides a temperature dependent , Volume and other factors that can be controlled independently have great maneuverability. Additional degrees of freedom are added by adding water. Adding water to the combustion process or spraying water when cooling the combustion process greatly reduces pollution from most combustion processes.

Since cooling is done with water rather than residual air, the amount of air supplied is greatly reduced, so only about 30% of the nitrogen is present in the combustion chamber 25 gases compared to any make or model of an open cycle Brayton engine normally diluted with air . Water expands periodically as it forms water vapour, and produces the most remarkable molecular action that controls internal combustion.

3. Water jet

A water spray controller 40 controls the spray of water 41 through nozzles arranged to spray a fine mist of water into the combustion chamber. Water may be sprayed into one or more areas of the engine, including: atomizing in the intake air before the compressor 10 sprays steam generated by itself into the compressed air; at a fuel injector or multiple Atomized around or in the fuel injection nozzles; into the combustion flame in the combustion chamber 25; or into the combustion gases at any desired pressure; or into the combustion gases before they flow into the working engine 50. Other areas are readily conceivable by the skilled practitioner. As previously mentioned, the amount of water injected is based on the temperature of the combustion products in the combustion chamber 25 measured by constant temperature, and the amount of water injected also depends on the VAST cycle system used. For example, if water is to be recirculated as is used in motor vehicles, the water should be as cool as possible to achieve a useful balance between total water used and power output, i.e. if the incoming water temperature is low and the TIT is high , the combustion temperature can be reduced to TIT with a small amount of water. On the other hand, if the main purpose of the system is to produce potable water from seawater, as discussed below, the temperature of the incoming water will be raised as high as possible while the TIT is lowered while generating electricity.

C. Other Embodiments of the Invention

1. Power plants including water desalination

In the case of using seawater as cooling fluid to generate electricity, the circulation is open for air, electricity and water as used in Figures 4 and 5. Sea water 41 is driven by pump 42 and is heated as it flows against the discharged hot working fluid 51 through condenser 62 and heat exchanger 63 and evaporates rapidly in the above-mentioned high volume combustion chamber 25 . To ensure better salt removal, the diameter of the combustion chamber is increased while reducing the velocity of the working fluid.

The typical operating temperature of the burner (1500°F to 2300°F) is above the melting point of the salt in seawater but well below its boiling point (85% of sea salt is NaCl, and the other 14% is a mixture of MgCl2, MgSO4, CaCl2 and KCl) . Thus, the salt is removed as a liquid as the seawater evaporates rapidly into water vapour. For example, NaCl melts at 1473°F and vaporizes at 2575°F, and other salts have lower melting points and higher boiling points. Thus, molten salt easily collects at the bottom wall of the dry combustion chamber and the liquid salt can be expelled from the screw cap arrangement on the bottom of the burner to feed an extruder or metal die where it can be shaped into rods or pellets , or through the nozzle using the pressure in the burner as the driving force to spray into the cooling cavity, where it can be deposited into any desired size or shape such as flakes, powder or small balls by selecting the appropriate size and shape of the mist nozzle . Because the brine is exposed to extremely high temperatures in the combustion chamber, the recovered salt is sterile and free of organic matter.

Water on the order of 6 to 12 times the weight of fuel is atomized into the combustion flame and evaporates within milliseconds. Impurities of salts contained in the steam are separated from the steam by crystallization, sedimentation and/or filtration until the steam is pure.

Salt collection and removal mechanism 80 may be accomplished by any of a number of known means derived from combustion chamber 25, such as a rotating longitudinal screw feeder. The screw feeder is sealed so that large volumes of pressurized working gas cannot be bypassed as it rotates and removes deposited salts. As mentioned above, another option is to spray the molten salt through nozzles into the gathering tower or to extrude the salt 81 into strands or rods which are then cut to the desired size. Still another option is to directly discharge the molten salt into the mold to form the salt block 81 . The salt block is easily transported and used in chemical processing.

The final working fluid containing pure water vapor can be used in a standard steam turbine or multi-stage turbine. The condenser 62 condenses the water vapor 61 to form a useful source of potable water 65 , following the work produced by the expanding water vapor-gas mixture. With this open cycle, electricity can be generated efficiently and with low specific fuel consumption at a compression ratio of 10:1 or 50:1 or higher.

Figure 6 shows a second embodiment of a desalination plant using a VAST cycle. In this embodiment, the efficiency of the system is further increased by capturing additional waste heat from the combustion chamber 25 . The combustion chamber 25 is enclosed in a double shell heat exchanger 90 . In the variant shown, the hot compressed air 11 coming out of the compressor 10 flows through a housing 92 which directly surrounds the burner 10 before it enters the burner 25 . Cold sea water 41 is fed into a second housing 94 surrounding the first housing 92 . In this way, the air 11 absorbs additional heat normally lost from the combustor 25 and the incoming seawater 41 absorbs some of the heat from the compressed air 11. Since the air 11 is at the boost point, another benefit is that the pressure difference on both sides of the combustion chamber wall is greatly reduced (that is, the pressure difference between the ambient conditions inside the burner as shown in Figure 5 or the pressure difference between the inside of the burner and the compressed air. 11), thus reducing the stress on the burner wall due to the combination of high temperature and high pressure. After passing through the combustion chamber shell 94, the seawater 41 flows through the condenser 62 and the heat exchanger 73 to obtain the required spray water temperature. Care is taken to keep the water under pressure as high as 4000 Psi as possible so when the water is heated it does not convert to water vapor until it is sprayed into the combustion chamber 25 . The combustion chamber is then at a higher temperature and in most cases it has a lower pressure than the superheated sea water 41 .

Purification of polluted waste by commercial processes, treatment of solid, liquid and gaseous waste to obtain usable products and generation of power as a by-product are also potential applications for engines using the VAST cycle. Wastewater generated from drying solid waste can be utilized in the present invention, resulting in filtered usable water as a by-product. Additional fuel oil and inorganic dry waste for combustion in the burner 25 are combustible materials that can be used for fertilizer production. Obviously, other chemical substances can be extracted from solid and liquid products using the present invention. It can also be used for sewage treatment. Other applications include water softening, steam sources associated with oil drilling operations and well production, recovery and recycling of irrigation water containing fertilizers and minerals leached from the soil, and more.

2. Mixed Brayton and VAST cycles.

One embodiment of the invention utilizes a hybrid Brayton-VAST cycle. Basically at speeds above 20,000rpm, the amount of injected water is constant, approximately equal to the fuel weight, while the compressed air portion of the combustion decreases proportionally with the increase in engine speed. Below 20,000 rpm, the injected water and the compressed air part of the combustion increase proportionally. For example, at the crossover between 20000 and 10000 rpm, the combustion air fraction increases by approximately 25% to 95%. Below 10,000 rpm, the amount of combustion air remains constant, while the amount of water injected increases to a level of 7 to 12 times the weight of fuel.

Thus, the Brayton cycle is used in the first half of the operation from 20,000 rpm up to a maximum of about 45,000 rpm or more, while the VAST cycle with internal cooling by water is used in the second half of the process. The crossover point occurs at 20,000rpm, where the normal Brayton cycle starts to lose power. This crossover process continues in the range of 20000 to 10000 rpm. At 10,000rpm, the engine is purely VAST cycle, fully cooled by water.

In such a system, as the speed decreases from 20000rpm to 10000rpm, since the engine transitions from Brayton cycle to VAST cycle at 20000rpm, which cuts air dilution and adds more water for cooling, it should be multiplied by a factor that is A factor of 3 added to 1. Below 10000rpm, the engine only works according to the VAST cycle, cooled by water and at least 95% of the compressed air is burned. Some of its advantages are: increased power, lower revs, slower idling, faster acceleration and basically complete pollution control of said compressed air combustion at all rev levels.

3. Aircraft engine

The VAST cycle described above, especially when operated with reclaimed water, is particularly effective and has relatively low fuel consumption when used in commercial aircraft which typically fly at altitudes of 30,000 to 40,000 inches. At such altitudes, the ambient pressure is 0.1 to 0.25 atmospheres or less, and the ambient temperature is well below 0°F. Examples 6-8 illustrate the benefits of lower turbine outlet temperatures. However, when the system is operated at sea level, a vacuum pump is required at the outlet of the turbine in order to generate a subatmospheric ambient temperature. The pump consumes the energy produced by the system, reducing its available capacity and thus reducing the efficiency of the system. Regardless of the energy consumed by the vacuum pump, the efficiency and power of the system are increased and fuel consumption is reduced.

Eliminating the turbine outlet vacuum pump by operating at subatmospheric pressures, such as at altitudes greater than about 3000 feet, increases the available power output of the system, thereby reducing fuel consumption. Furthermore, if the water in the system is regenerated, the ambient air temperature can be used to condense and cool the outlet airflow and separate the water for regeneration.

D. Data sheet

Listed below are data sheets containing details of the performance of the engine designed according to the technology of the present invention. These data sheets were generated using a computer simulation program.

Some abbreviations used in the table include:

f/a ratio = ratio of fuel to air;

Turbine outlet pressure = 1 atmosphere;

γ=Cp/Cv of the compressor;

All temperatures are in rankine (absolute Fahrenheit) temperature = (R);

cpmix = mixed Cp value of air plus water vapor;

sfc = specific fuel consumption;

eff = efficiency;

An example of a compression ratio of 22:1 in the data table is Example 1 of Table 1 above. The text of the computer program used to simulate engine operation specified an inlet water temperature of 212°F (672°R), a turbine inlet temperature (TIT) of 1800°F (2260°R), and The temperature is 60°F (520°R) and each compressor and turbine stage is operating at 85% efficiency.

VAST cycle working with compression ratio 10:1 f/a ratio=0.066; compression ratio=10.00; compression stages=3; inlet water temperature=672.000°R; turbine outlet pressure=1.00; turbine inlet temperature=2260.000 (°R)的空气流率为1lb/s；压缩机1的γ＝1.395088723469110583.127002349018800压缩机2的γ＝1.393245781855153749.390666288273000压缩机3的γ＝1.382644396697381960.403717287130800燃烧器中的CPGAS＝3.048731265150463E-0011678.944055144487000 Compressor inlet temperature T1=520.00; first stage outlet temperature T2d=668.53(°R); second stage outlet temperature T3D=858.78(°R); third stage outlet temperature T4d=1097.89(°R); water quality Flow rate (lb/s) = 0.442; γ in the turbine = 1.2746676794108081818.013006841559000 water vapor partial pressure (atmospheric pressure) = 5.885070348102550; air partial pressure (atmospheric pressure) = 8.814929461162587; turbine outlet saturation temperature = 591.70109° γ = 1.346058430899532 for second stage compression

                633.271250898951400 cpmix = 3.253198837676842E-001 for second level compression

633.271250898951400 Turbine inlet temperature T5 (R) = 2260.00; turbine outlet temperature T6D (R) = 1508.62; temperature drop at both ends of the turbine DT = 751.38; turbine power HP = 624.28; compressor power Hpcomp = 199.735; total mass flow Rate (lb/s) = 1.5077; net power (open) HP = 424.54; specific fuel consumption (open) = 0.560 efficiency (open) = 0.234; T7 = 674.84; T7D = 689.51 DT of the second compression = 97.81; The second compressed power HP=48.00; water pump power HP=0.017; net power (closed) HP=376.53; specific fuel consumption (closed)=0.631; efficiency 2 (closed)=0.208; exhaust gas composition (by volume ): CO Percentage=10.8H2O Percentage=25.8N2 Percentage=63.4

The f/a ratio of the VAST cycle working at a compression ratio of 22:1 = 0.066; compression ratio = 22.00; number of compressor stages = 3; inlet water temperature = 672.000; turbine outlet pressure = 1.000; °R) the air flow rate is 1lb/s; γ=1.39480952089263 for compressor 1

608.043650004366800 γ of compressor 2 = 1.392157497682254

849.596261682560700 γ of compressor 3 = 1.369677999652017

     1177.990796008891000 CPGAS of gas in the burner＝3.101676106439402E-001

1829.089319349098000 compressor inlet temperature T1 = 520.00 first-stage outlet temperature T2d (R) = 727.16; second-stage outlet temperature T3D (R) = 1015.24; third-stage outlet temperature T4d (R) = 1398.18; water mass flow rate ( lb/s) = 0.505; γ in the turbine = 1.278767591503703

      1706.015578042335000 cpmix in turbine = 3.906654117917358E-001

    1706.015578042335000 Water vapor partial pressure (atmospheric pressure) = 6.361387976418345; Air partial pressure (atmospheric pressure) = 8.338611832846791; Saturation pressure (R) at the outlet of the turbine = 593.171968080811400 γ40 in the second stage compression = 1.372843

            639.522982616262100 cpmix = 3.316760835964484E001 in the second level of compression

639.522982616262100 Turbine inlet temperature T5 (R) = 2260.00; Turbine outlet temperature T6D (R) = 1318.23; Temperature drop at both ends of the turbine DT = 941.77; Turbine power HP = 817.80 Compressor power HP = 308.108; Total mass flow rate (lb/s) = 1.5708; net power HP (open type) = 509.69; specific fuel consumption (open type) = 0.466; efficiency (open type) = 0.281; T7 = 685.87; T7D = 702.23; temperature drop DT of compressor 2 = 109.06; compressor 2 power HP = 54.57; water pump power HP = 0.018; net power (closed) = 455.11; specific fuel consumption (closed) = 0.522; efficiency 2 (closed) = 0.251; volume basis); CO2 percentage = 10.8; H2O percentage = 25.8; N2 percentage = 63.4.

VAST cycle working with compression ratio 30:1 f/a ratio=0.066; compression ratio=30.000; number of compressor stages=3; inlet water temperature=672.000; turbine outlet pressure=1.000; turbine inlet temperature=2260.000 Air flow rate 1 lb/s; γ = 1.394694290256920 for compressor 1

618.355140835066100 γ of compressor 2 = 1.389029752150665

891.837744705560000 γ of compressor 3 = 1.366209070734794

  1273.898681933465000 CPGAS of gas in the burner＝3.124320900049776E-001

1896.892037142618000 compressor inlet temperature T1 = 520.00 first stage compression outlet temperature T2d (R) = 751.42; second stage compression outlet temperature T3D (R) = 1081.81; third stage compression outlet temperature T4d (R) = 1533.78 mass flow of water Rate (lb/s) = 0.534; γ in the turbine = 1.280208955027821

  1666.7472321510066000; cpmix in the turbine＝3.916002625082443E-001

1666.747232151006000; Water vapor partial pressure (atmospheric pressure) = 6.562762207406494; Air partial pressure (atmospheric pressure) = 8.137237601858644; Turbine outlet saturation temperature (R) = 593.793812111702800; γ in the second stage compression = 1.358435013

642.266214292339600; cpmix in the second level of compression = 3.344248062769462E-001

642.266214292339600; turbine inlet temperature T5 (R) = 2260.00; turbine outlet temperature T6D (R) = 1251.47; temperature drop on both sides of the turbine DT = 1008.53; turbine power HP = 894.00 compression power HP = 358.471; total mass flow rate (lb/s) = 1.5996; net power HP (open type) = 535.53; specific fuel consumption (open type) = 0.444; efficiency (open type) = 0.296; T7 = 690.74; T7D = 707.85; DT of compressor 2 = 114.05 ;Compressor 2 power HP=57.54; Water pump power HP=0.019; Net power (closed)=477.97; Specific fuel consumption (closed)=0.497; Efficiency 2 (closed)=0.264; : Percent CO2 = 10.8; Percent H2O = 25.8; Percent N2 = 63.4.

The f/a ratio of the VAST cycle working at a compression ratio of 40:1 = 0.066; compression ratio = 40.000; compressor stages = 3; inlet water temperature = 672.000; turbine outlet pressure = 1.000; The air flow rate of R) is 1 (lb/s); the γ of compressor 1=1.3945845821122682

628.187703506602900; γ of compressor 2 = 1.385229573509871

932.452934382434300; γ of compressor 3 = 1.360860939314250

   1366.979659174880000 CPGAS of gas in the burner＝3.145343519546454E-001

1962.926186235099000 Compressor inlet temperature T1 = 520.00; first-stage compression outlet temperature T2d (R) = 774.56; second-stage compression outlet temperature T3D (R) = 1146.07; third-stage compression outlet temperature T4d (R) = 1665.85; water Mass flow rate (lb/s) = 0.562; γ = 1.281335192214647 in transmittance

  1632.71703670625000; cpmix in turbine＝3.925796903477528E-001

  1632.717036740625000; Water vapor partial pressure (atmospheric pressure) = 6.750831994487843; Air partial pressure (atmospheric pressure) = 7.949167814777294; Turbine outlet saturation temperature (R) = 594.374571993012600;

    644.886243238150400; cpmix of the second stage compression = 3.370260274627372E-001

644.8862432381 Turbine inlet temperature T5 (R) = 2260.00; Turbine outlet temperature T6D (R) = 1193.62; Temperature drop at both ends of the turbine DT = 1066.38; Turbine power HP = 964.40; Compressor power HP = 408.011; Total mass flow Rate (lb/s) = 1.6279; net power HP (open type) = 556.38; specific fuel consumption (open type) = 0.427; efficiency (open type) = 0.307; T7 = 695.40; T7D = 713.23; DT of compressor 2 = 118.85; HP of compressor 2 = 60.42; water pump power HP = 0.019; net power HP (closed) = 495.94; specific fuel consumption (closed) = 0.479; efficiency 2 (closed) = 0.274; volume composition of exhaust gas: CO2 The percentage of = 10.8; the percentage of H2O = 25.8; the percentage of N2 = 63.4.

The f/a ratio of the VAST cycle with a compression ratio of 50:1 = 0.066; compression ratio = 50.000; compressor stages = 3; water inlet temperature = 672.000; turbine outlet pressure = 1.000; turbine inlet temperature = 2260.000 ( °R) air flow rate of 1 (lb/s); compressor 1 γ = 1.394497572254039

635.996556562169400; γ of compressor 2 = 1.382215305172556

965.068507644903400; γ of compressor 3 = 1.356615282102378

    1442.860640297455000 CPGAS of gas in the burner＝3.162590285087881E-001

2017.100000649888000 Compressor inlet temperature T1 = 520.00; first stage compressor outlet temperature T2d (R) = 792.93; second stage compressor outlet temperature T3D (R) = 1197.96; third stage compressor outlet temperature T4d (R) = 1774.20 ; Mass flow rate of water (lb/s) = 0.585; γ in the turbine = 1.282120028863920

  1607.786622664966000; cpmix in turbine＝3.934720408020952E-001

  1607.786622664966000; water vapor partial pressure (atmospheric pressure) = 6.900293693691603; air partial pressure (atmospheric pressure) = 7.799706115573533; turbine outlet saturation temperature (R) = 594.8361100293700;

  647.010415983017100; cpmix of the second-stage compressor＝3.391172383199348E-001

647.010415983017100; turbine inlet temperature T5 (R) = 2260.00; turbine outlet temperature T6D (R) = 1151.24; temperature drop at both ends of the turbine DT = 1108.76; turbine power HP = 1019.48; compressor power HP = 449.150; total Mass flow rate (lb/s) = 1.6514; net power HP (open) = 570.33; specific fuel consumption (open) = 0.417; efficiency (open) = 0.315; T7 = 699.18; T7D = 717.60; DT = 122.76; compressor 2 power HP = 62.80; water pump power HP = 0.020; net power HP (closed) = 507.51; specific fuel consumption (closed) = 0.469; efficiency 2 (closed) = 0.280; volume of exhaust gas Composition: % CO2 = 10.8; % H2O = 25.8; % N2 = 63.4.

See Appendix 1 for the text of the computer program for simulating the operation of the engine of the present invention. E. Conclusion

While various embodiments of the invention have been shown for illustrative purposes, the scope of the invention is limited only to the extent consistent with the following claims, and the spirit and scope of the appended claims are not limited to those contained herein. There are instructions on the optimized form.

            Appendix 1 is used to simulate the text of the computer program used to simulate the operation of the engine of the present invention

           
IMPLICIT REAL*8 (A-H, O--Z)
DIMENSION PAIR(17), TT(17), VAIR(17), vn2(17), pn2(17),

     * pco2(17), vco2(17), ph20(17), vh20(17)
open(unit=11, file='1')
open(unit=22, file='2')
open(unit=33, file='3')
open(unit=44, file='4')
open(unit=1, file='a1')
DO 5 I = 1, 17
READ(11,*)TT(I), PAIR(I), VAIR(I)
read(22,*)tt(i), pn2(i), vn2(i)
read(33, *)tt(i), ph20(i), vh20(i)
read(44,*)tt(i), pco2(i), vco2(i)
TT(I)=TT(I)+460.0
5 CONTINUE
				
<dp n="d38"/>
FA=0.066
READ(*,*)PR0
ns=3
write(*,*) 'turbine exit pressure=? '
read(*,*)pt
twater=212.dO+460.dO
tit=2260.OdO
write(1,555) fa, pr, ns, twater, pt, tit
555 format(5x, 'f/a ratio=', 3x, f7.3, /, Sx,
'Pressure Ratio=', 3x,

      * f7.3, /, Sx, 'Number of Compression Stages=',
i4, /

      *, Sx, 'Inlet Water Temperature=', f7.3, /,

      *Sx, 'Turbine Exit Pressure=', f7.3, /

      * ，Sx，′1 lb/s of air with Turbine Inlet Temp.
 (R)=', f8.3

      *, /, /, /)
 T1=520.DO
 PRS＝(PR)**(1.DO/FLOAT(NS))
 COMPRESSOR 1
 GA=1.4
 DO 10 I = 1, 10
 WRITE(*,*) 'gamma compr.1=', ga, tav
 T2＝T1*(PRS)**((GA-1.0)/GA)
 TAV=(T1+T2)/2.DO
 GA = CpAIR(TAV, pair, vair, tt)/CVAIR(TAV, pair, vait, tt)
 ga=1.406
 10 CONTINUE
 WRITE(1,*) 'gamma compr.1=', ga, tav
 T2D＝T1+(T2-T1)/0.85
 HPC1＝1.O*(T2D-T1)*CpAIR(TAV, PAIR, VAIR, TT)*778.3/550.0
 COMPRESSOR 2
 GA=1.4
				
<dp n="d39"/>
 DO 20 I = 1, 10
 T3＝T2D*(PRS)**((GA-1.0)/GA)
 TAV=(T3+T2D)/2.DO
 GA = CpAIR(TAV, pair, vair, tt)/CVAIR(TAV, pair, vair, tt)
 cga=1.406
 20 CONTINUE
 write(1, *) 'gamma compr.2=', ga, tav
 T3D＝T2d+(T3-T2D)/0.85
 HPC2＝1.0*(T3D-T2D)*CpAIR(TAV, PAIR, VAIR, TT)*778.3/550.0
 HPC=HPC1+HPC2
 C COMPRESSOR 3
 GA=1.4
 DO 25 I = 1, 10
 T4＝T3D*(PRS)**((GA-1.0)/GA)
 TAV=(T4+T3D)/2.DO
 GA = CpAIR(TAV, pair, vair, tt)/CVAIR(TAV, pair, vair, tt)
 cga=1.406
 25 CONTINUE
 write(1, *) 'gamma compr.3=', ga, tav
 T4D＝T3d+(T4-T3D)/0.85
 HPC3=1.0*(T4D-T3D)*CpAIR(TAV, PAIR, VAIR, TT)*778.3/550.0
 HPC＝HPC1+HPC2+hpc3
 BURNER
 tav=(t4d+2260.dO)/2.0
 TBURN＝FA/0.066*3600.DO+T4D
 a1 = CpCo2(tav, pco2, vco2, tt)
 a2=cpn2(tav,pn2,vn2,tt)
 a3=cph20(tav,ph20,vh20,tt)
 write(*,*) tav, cpgas, a1, a2, a3
 cpgas=(352.O*a1+162.O*a3+1263.36*a2)/1777.36
 WRITE(1,*) 'CPGAS in the burner=', cpgas, tav
 WRITE(*,*)CPGAS
				
<dp n="d40"/>
  AMW＝(TBURN-460.D0-1800.DO)*(1.DO+FA)*cpgas/(1973.6-180.0)
  amt=1.dO+amw+fa
  WRITE(1, 100) T1, T2D, T3D, t4d, amw
  FORMAT('Comp.InletTemp, T1=', 5X, F7.2, /,

         '1st Stage Outlet Temp, T2d(R)=', 5X, F7.2, /,

         '2nd Stage Outlet Temp, T3D(R)=', 5X, F7.2,
  /, '3rd Stage Outlet Temp, T4d(R)=', 5X, F7.2, /,

         'Mass Flow Rate of Water (lb/s), =', 5x, f7.3, /)
  turbine
  t5=2260.DO
  GA=1.4
  DO 30 I = 1, 10
  T6＝T5*(pt/PR)**((GA-1.0)/GA)
  TAV=(T5+T6)/2.DO
  a1=cpco2(tav,pco2,vco2,tt)
  a2=cpn2(tav,pn2,vn2,tt)
  a3=cph20(tav,ph20,vh20,tt)
  cpgas=(352.0*a1+162.0*a3+1263.36*a2)/1777.36
  CpMIX＝(AMW*A3+(1.DO+FA)*CPGAS)/(AMT)
  c WRITE(*,*) 'CPMIX=', CPMIX
  a1=cVco2(tav, pco2, vco2, tt)
  a2=cVn2(tav, pn2, vn2, tt)
  a3=cVh20(tav, ph20, vh20, tt)
  cVgas＝(352.O*a1+162.O*a3+1263.36*a2)/1777.36
  CVMIX＝(AMW*A3+(1.DO+FA)*CVGAS)/(AMT)
  GA=CPMIX/CVMIX
  CONTINUE
  write(1, *) 'gamma in turbine=', ga, tav
  write(1, *) 'cpmix in the turbine=', cpmix, tav
  T6D＝TS+(T6-T5)*0.85
  DTT＝TS-T6D
  HPT＝AMT*DTT*778.3/550.0*Cpmix
				
<dp n="d41"/>
         HPN1=HPT-HPC
  SFC1=FA*3600.DO/HPN1
  EFF1＝HPN1*550.D0/778.3/(3600.0*0.328+180.DO*O.SS)
  go to 1100
  SECONDARY COMPRESSOR
  PP＝pt*14.7*(aMW/18.0)/(aMW/18.0+(1.DO+FA)/29.0)
  pa=pt*14.7-pp
  write(1,*)'partial press.of steam(atm)=',pp
  write(1,*)'partial press. of air(atm)=', pa
  HPpump＝amw*(1.dOS-pp/14.7*1.dOS)/1.dO3*1.04/2.2/746
  SAT＝TSAT(PP)+460.0

            write(1,*)'SAT.TEMP.AT TURBINE OUTLET
  (R)=', SAT

            GA=1.4

            DO 70 I = 1, 10

            T7＝sat*(14.7/Pa)**((GA-1)/GA)

            TAV=(T7+sat)/2.DO

            write(*,*) 'gamma in sec.comp=', ga, tav

            write(*, *) 'cpmix in SEC.COMP=', cpmix,
  tav

            write(*, *) 't6, sat=', t7, sat

            a1=cpco2(tav,pco2,vco2,tt)

            a2=cpn2(tav,pn2,vn2,tt)
            a3=cph20(tav,ph2c,vh20,tt)

            cpgas=(352.O*a1+162.O*a3+1263.36*a2)/1777.36

            CPMIX＝(AMW*A3+(1.DO+FA)*CPGAS)/(AMT)

            WRITE(*,*) 'CPMIX=', CPMIX
  a1=cVco2(tav, pco2, vco2, tt)
  a2=cVn2(tav, pn2, vn2, tt)
  a3=cVh20(tav, ph20, vh20, tt)
  cVgas＝(352.0*a1+162.0*a3+1263.36*a2)/1777.36
  CVMIX＝(AMW*A3+(1.DO+FA)*CVGAS)/(AMT)
  GA=CPMIX/CVMIX
				
<dp n="d42"/>
  70 CONTINUE
  write(1, *) 'gamma in sec.comp=', ga, tav
  write(1, *) 'cpmix in SEC.COMP=', cpmix, tav
  T7D＝(T7-sat)/0.85+sat
  DTT1 = t7d-sat
  HPS＝(1.dO+fa)*DTT1*778.3/550.0*CpMIX
  HPN2=HPT-HPC-HPS-hppump
  SFC2=FA*3600.DO/HPN2
  EFF2＝HPN2*550.D0/778.3/(3600.0*0.328+180.D0*0.55)
  write(1, *)
  write(1, *)
1 1 0 0
WRITE(1,200) T5, T6D, DTT, HPT, HPC, AMT, HPN1, SFC1, eff1
200 FORMAT(′Turbine Inlet Temp., T5
(R)=', SX, F7.2, /,

         *'Turbine Exit Temp., T6D(R)=', 5X, F7.2,

         */,'Temp.drop across Turbine,DT=',5X,F7.2,/,

         *'HP TURBINE=',5X,F7.2,/,'HPCOMP

         * =', 5x, f7.3, /, 'TOTAL MASS FLOW RATE(lb/s)
=', 5X, F6.4, /,

          * 'NET HP(open cycle)=', 5X, F7.2, /

          * , 'sfc(open cycle)=', 5X, F7.3, /,

          * 'eff(open cycle=', 5x, f7.3, /, /)
  WRITE(1,400) T7, T7D, DTT1, HPS, hppump, HPN2, SFC2, eff2
  400 FORMAT('T7=', 5X, F7.2, /, 'T7D=', 5X, F7.2,

       */,'DT COMP.2=',5X,F7.2,/,'HP COMP.2
=', 5X, F7.2, /,
       *'HP water pump=', f7.3, /

       * , 'NET HP(closed cycle)=', 5X, F7.2, /

       * , 'sfc(closed cycle)=', 5X, F7.3, /,

       * 'eff2(closed cycle)=', 5x, f7.3, /, /, /)
write(1, *) 'composition of exhaust by volume'
write(1,*)′～
				
<dp n="d43"/>
  Write(1,*) '% of CO2 = 10.8'
  Write(1,*) '% of H2O=25.8'
  Write(1, *) '% of N2 = 63.4'
   STOP
   END
   alr
   FUNCTION CPAIR (TAV, pair, vair, tt)
   IMPLICIT REAL*8 (A-H, O-Z)
   DIMENSION PAIR(17), TT(17), VAIR(17)

    COMMON PAIR, TT, VAIR, vn2, cn2, vh20, ph20, vco2, pco2
   DO 10 I = 1, 16
   IF(TAV.LE.TT(I+1).AND.TAV.GE.TT(I))THEN
  CPAIR＝PAIR(I)+(TAV-TT(I))*(PAIR(I+1)-PAIR(I))/(TT(I+1)-T
  T(I))
   GO TO 999
  ENDIF
  10 CONTINUE
  999 S = CPAIR
  RETURN
  END
  FUNCTION CVAIR (TAV, pair, vair, tt)
  IMPLICIT REAL*8 (A-H, O-Z)
  DIMENSION PAIR(17), TT(17), VAIR(17)
  c cOMMON PAIR, TT, VAIR, vn2, cn2, vh20, ph20, vco2, pco2
  DO 10 I = 1, 16
  IF(TAV.LE.TT(I+1).AND.TAV.GE.TT(I))THEN
  CVAIR＝VAIR(I)+(TAV-TT(I))*(VAIR(I+1)-VAIR(I))/(TT(I+1)-T
  T(I))
  GO TO 999
  ENDIF
  10 CONTINUE
  999 S = CPAIR
				
<dp n="d44"/>
  RETURN
  END
  FUNCTION CPn2 (TAV, pn2, vn2, tt)
  IMPLICIT REAL*8 (A-H, O-Z)
  DIMENSION Pn2(17), TT(17), Vn2(17)
  c COMMON PAIR, TT, VAIR, vn2, cn2, vh20, ph20, vco2, pco2
  DO 10 I = 1, 16
  IF(TAV.LE.TT(I+1).AND.TAV.GE.TT(I))THEN
  CPn2=Pn2(I)+(TAV-TT(I))*(Pn2(I+1)-Pn2(I))/(TT(I+1)-TT(I))
  GO TO 999
  ENDIF
  10 CONTINUE
  999 S = CPn2
  RETURN
  END
  FUNCTION CVn2 (TAV, pn2, vn2, tt)
  IMPLICIT REAL*8 (A-H, O-Z)
  DIMENSION Pn2(17), TT(17), Vn2(17)
  c COMMON PAIR, TT, VAIR, vn2, cn2, vh20, ph20, vco2, pco2
  DO 10 I = 1, 16
  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+1)-TT(I))
  GO TO 999
  ENDIF
  10 CONTINUE
  999 S = CVn2
  return
  END

     h20
  FUNCTION CPh20 (TAV, ph20, vh20, tt)
  IMPLICIT REAL*8 (A-H, O-Z)
  DIMENSION Ph20(17), TT(17), Vh20(17)
				
<dp n="d45"/>
 c COMMON PAIR, TT, VAIR, vn2, cn2, vh20, ph20, vco2, pco2
 DO 10 I = 1, 16
 IF(TAV.LE.TT(I+1).AND.TAV.GE.TT(I))THEN
 CPh20＝Ph20(I)+(TAV-TT(I))*(Ph20(I+1)-Ph20(I))/(TT(I+1)-T
 T(I))
 GO TO 999
 ENDIF
 10 CONTINUE
 999 S = CPh20
 RETURN
 END
 FUNCTION CVh20 (TAV, ph20, vh20, tt)
 IMPLICIT REAL*8 (A-H, O-Z)
 DIMENSION Ph20(17), TT(17), Vh20(17)
 c COMMON PAIR, TT, VAIR, vn2, cn2, vh20, ph20 vco2, pco2
 DO 10 I = 1, 16
 IF(TAV.LE.TT(I+1).AND.TAV.GE.TT(I))THEN
 CVh20＝Vh20(I)+(TAV-TT(I))*(Vh20(I+1)-Vh20(I))/(TT(I+1)-T
 T(I))
 GO TO 999
 ENDIF
 10 CONTINUE
 999 S = CVh20
 RETURN
 END
  co2
 FUNCTION CPco2 (TAV, pco2, vco2, tt)
 IMPLICIT REAL*8 (A-H, O-Z)
 DIMENSION Pco2 (17), TT (17), Vco2 (17)
 c COMMON PAIR, TT, VAIR, vn2, cn2, vh20, ph20, vco2, pco2
 DO 10 I = 1, 16
 IF(TAV.LE.TT(I+1).AND.TAV.GE.TT(I))THEN
				
<dp n="d46"/>
 CPco2＝Pco2(I)+(TAV-TT(I))*(Pco2(I+1)-Pco2(I))/(TT(I+1)-T
 T(I))
 GO TO 999
 ENDIF
 10 CONTINUE
 999 S = CPco2
 RETURN
 END
 FUNCTION CVco2 (TAV, pco2, vco2, tt)
 IMPLICIT REAL*8 (A-H, O-Z)
 DIMENSION Pco2 (17), TT (17), Vco2 (17)
 c COMMON PAIR, TT, VAIR, vn2, cn2, vh20, ph20, vco2, pco2
 DO 10 I = 1, 16
 IF(TAV.LE.TT(I+1).AND.TAV.GE.TT(I))THEN
 CVco2＝Vco2(I)+(TAV-TT(I))*(Vco2(I+1)-Vco2(I))/(TT(I+1)-T
 T(I))
 GO TO 999
 ENDIF
 10 CONTINUE
 999 S = CVco2
 RETURN
 END
 C STEAM TABLES
  FUNCTION TSAT(PP)
  IMPLICIT REAL*8 (A-H, O-Z)
  DIMENSION X(22), Y(22)
  DO 10 I = 1, 22
  X(I)=FLOAT(I)*I
 10 CONTINUE
  Y(1)=101.64
  Y(2)=125.88
  Y(3)=141.52
  Y(4)=152.81
				
<dp n="d47"/>
    Y(5)=162.09

    Y(6)=170.02

    Y(7)=176.8

    Y(8)＝182.77

    Y(9)=188.2

    Y(10)=193.17

    Y(11)=197.73

    Y(12)=201.92

    Y(13)=205.74

    Y(14)=209.46

    Y(15)=212.94

    Y(16)=216.09

    Y(17)=219.23

    Y(18)=222.37

    Y(19)=225.11
    Y(20)=227.78

    Y(21)=230.45

    Y(22)=233.05

    DO 20 I=1, 21

    IF(PP.LE.x(I+1).AND.PP.GE.x(I))THEN

    TSAT=y(I)+(PP-x(I))*(y(I+1)-y(I))/(x(I+1)-x(I))

    CO TO 999
    ENDIF

    20 CONTINUE

    999 S = TSAT

    RETURN

    END

        

Claims (68)

1. water vapor-air vapor machine, it comprises:

A structure is convenient to surrounding atmosphere is compressed into the compressed-air actuated compressor that has greater than at least 4 barometric pressure and temperature rising;

A firing chamber that is connected with this compressor, wherein the structure of burner is made and is made it be convenient to import gradually the form of pressurized air stream from compressor;

Fuel oil is sprayed into the fuel injection apparatus of firing chamber;

Water is sprayed into water jet device in the firing chamber; And

One is connected with the working fluid that forms in the firing chamber and supplies with the working engine of this working fluid to it; It is characterized in that it also comprises:

A combustion control device, this combustion control device is controlled pressurized air, fuel injection apparatus and water jet device independently, thereby make the fuel oil of injection and burn to small part pressurized air, and make the water of injection be converted into steam, therefore during with predetermined combustion temperature burning, in the firing chamber, produce the working fluid that constitutes by pressurized air, oil inflame product and steam mixture.

2. water vapor-air vapor machine according to claim 1, it also comprises is lighted by fuel oil that will spray and pressurized air and starts the electric spark igniter of this steamer.

3. water vapor-air vapor machine according to claim 1, wherein this steamer is with open cycle work, and comprises the condensation device of the part steam that from working fluid condensation is required and make the remainder working fluid form the venting gas appliance that waste gas is discharged.

4. water vapor-air vapor machine according to claim 1, wherein this steamer is with closed cycle work, and comprises the condensation device of condensing steam from working fluid and make remaining working fluid be expelled to the venting gas appliance of compressor with the waste gas form.

5. water vapor-air vapor machine according to claim 1 also comprises one or morely receiving compressed-air actuated additional combustion chamber from one or more compressors, thereby makes working fluid be delivered to one or more working engines.

6. water vapor-air vapor machine according to claim 1, the working engine that wherein receives working fluid are that turbine engine or reciprocating engine or wankel (Wankel) start or cam engine.

7. water vapor-air vapor machine according to claim 1, wherein compressor and working engine all are the devices of turbine type, and turbine is wherein connected by at least one axle.

8. water vapor-air vapor machine according to claim 1, wherein the combustion controller SC sigmal control combustion temperature of coming according to the temperature transducer that is arranged in the firing chamber and thermostat.

9. water vapor-air vapor machine according to claim 1, wherein combustion control device is at combustion phase control water jet device and fuel injection apparatus, so that the water weight of spraying is about twice of the fuel weight that sprays or more times, make the quality of working fluid increase, thereby allow mean temperature remain on the operating temperature of required working engine.

10. as water vapor-air vapor machine as described in the claim 9, wherein combustion control device control air stream and fuel injection apparatus are so that the ratio of the weight of the fuel oil that sprays at combustion phase and the air weight of injection is about 0.03 to 0.06.

11. as water vapor-air vapor machine as described in the claim 10, wherein combustion controller is independently controlled average combustion temperature and combustion/sky ratio.

12. as water vapor-air vapor machine as described in the claim 9, wherein reduce combustion temperature, thereby in working fluid, obtain chemical equivalent burning and chemical equilibrium by means of combustion control device.

13. as water vapor-air vapor machine as described in the claim 9, wherein at least 40% pressurized air burns in the firing chamber.

14. as water vapor-air vapor machine as described in the claim 9, wherein the pressure of pressurized air remains on 4 to 100 barometric pressure and the entropy of steamer keeps being about constant.

15. water vapor-air vapor machine according to claim 1, wherein compressed air pressure is kept constant and combustion temperature and amount of working fluid are changed by combustion controller.

16. water vapor-air vapor machine according to claim 1, wherein all chemical energy in the fuel oil of Pen Sheing change into heat energy at combustion phase, and water flashes to water vapor and produces the vortex disturbance, thereby helps the molecular mixing of fuel oil and air so that obtain stoichiometric burning.

17. water vapor-air vapor machine according to claim 1, wherein water jet device is to be arranged in water is supplied with in the firing chamber by the press water supplier a group of at least one nozzle.

18. water vapor-air vapor machine according to claim 1, the liquid that wherein sprays in the firing chamber is water, and this water is converted into water vapor and cooling combustion product by the mode of its latent heat of vaporization.

19., make the temperature of working fluid be reduced to the maximum operation temperature of working engine thereby the water that wherein sprays absorbs heat energy as water vapor-air vapor machine as described in the claim 18.

20. as water vapor-air vapor machine as described in the claim 18, wherein the water of Pen Sheing flashes to water vapor by rapid evaporation process under the pressure of firing chamber, and does not need other compression work also not want other entropy.

21. as water vapor-air vapor machine as described in the claim 18, wherein this steamer is the steam turbine that is driven by working fluid, this working fluid comprises about 25% steam, 65% not nitrogen oxides and 10% carbon dioxide.

22. as water vapor-air vapor machine as described in the claim 18, wherein the water of Pen Sheing is the maximum operation temperature that is used to control combustion temperature and working machine, to prevent to cause or help the gas that atmosphere smog forms and the formation of mixed gas.

23. water vapor-air vapor machine according to claim 1, wherein fuel injection apparatus comprises that at least one is arranged in the nozzle of firing chamber, and described nozzle is supplied with fuel oil by the pressure oil supplier.

24. as water vapor-air vapor machine as described in the claim 21, wherein the fuel oil of Gong Geiing comprises ethanol, described ethanol includes the water that is used for the cooling work fluid.

25. water vapor-air vapor machine according to claim 1, wherein the fluid of Pen Sheing is a seawater, and comprises from seawater desalination and collect the desalter of these salt from burner.

26. it also is included in seawater and handles the condenser that drinkable water is collected in the back by desalter as water vapor-air vapor machine as described in the claim 24.

27. water vapor-air vapor machine according to claim 1, wherein at motor in the duration of work that surpasses under the desired speed, the compressed-air actuated burning of the injection of water and part is constant with the rising of engine speed with respect to fuel oil, and be in duration of work between the 1st and the 2nd desired speed at motor, water/oil ratio and sky/oil ratio increases, be lower than under the 2nd desired speed, water/oil ratio and sky/oil ratio keeps constant.

28. as water vapor-air vapor machine as described in the claim 27, wherein the ratio of the water weight of Pen Sheing and the weight of oil of injection is in the engine speed increase in about 8: 1 to 1: 1 the scope.

29., it is characterized in that it also comprises as water vapor-air vapor machine as described in the claim 2:

A). a chamber temperature controller, described controller is supplied with the firing chamber with superheated water by the amount of the temperature that is enough to keep working fluid; And

B). with the heat-exchange device that heat feeds water from the working fluid transmission of discharging working engine, described heat is increased to the required temperature in supply firing chamber with the temperature of water from supplying temperature.

30. a method that makes water vapor-air vapor machine work comprises the following steps:

Surrounding atmosphere is compressed into the pressurized air that has at least 4 atmospheric pressure and have the temperature that has raise;

The pressurized air conductance is gone into the firing chamber;

The fuel oil of controlled quatity is sprayed into the firing chamber;

The water of controlled quatity is sprayed into the firing chamber;

Control air supply independently, the amount of fuel of injection and the water yield of injection are so that the fuel oil that sprays reaches to the burning of small part pressurized air and makes the water of injection change into water vapor; It is characterized in that:

Wherein the working fluid that is made of the mixture of pressurized air, oil inflame product and water vapor results from the firing chamber during with predetermined combustion temperature burning.

31. as the method for claim 30, the step of lighting steamer with electric spark igniter when also being included in starting.

32. as the method for claim 30, wherein steamer is by open cycle work, and comprises from working fluid the vapor condensation of required part and discharge the step of remainder working fluid.

33. as the method for claim 30, wherein steamer is pressed closed cycle work, and comprises that also the working fluid of vapour condensation also being discharged residue from working fluid is so that the step of recompression.

34., also comprise the step that working fluid is delivered at least one working engine as method as described in the claim 30.

35. as the method for claim 30, wherein combustion temperature is according to temperature transducer and the next SC sigmal control of thermostat from being arranged in the firing chamber.

36. method as claim 30, wherein water of Pen Sheing and amount of fuel are in check at combustion phase, so that the water weight that makes injection is about at least 2: 1 with the ratio of the fuel weight of injection, thereby increase the quality of working fluid, mean temperature is remained in the required operating temperature of working engine.

37. as method as described in the claim 36, wherein air stream and fuel injection controlled make injection the ratio of fuel weight and the weight of the air of injection during burning, be about 0.03 to 0.066.

38. as the method for claim 37, wherein average combustion temperature and F/A ratio are independently controlled.

39. as the method for claim 38, wherein combustion temperature reduces so that realize chemical equivalent combination and balance in working fluid.

40., have wherein that 40% pressurized air is burned in the firing chamber to be fallen at least as the method for claim 36.

41. as the method for claim 36, wherein the pressure of pressurized air remains in 4 to 100 barometric pressure, and the entropy of steamer keeps being approximately constant.

42. as the method for claim 30, wherein compressed air pressure keeps the temperature and the amount of working fluid of constant products of combustion then to be changed.

43. as the method for claim 30, wherein all chemical energy of the fuel oil of Pen Sheing all are converted into heat energy and evaporation of water and produce the vortex disturbance to help the molecular mixing of fuel oil and air, so that obtain stoichiometric burning during burning.

44. as the method for claim 30, the liquid of wherein spurting in the firing chamber is water, this water is converted into water vapor and cooling combustion product by the mode of its latent heat of vaporization.

45. as the method for claim 44, wherein the water of Pen Sheing sponges whole heat energy, so that the temperature of working fluid is reduced to the Maximum operating temperature that is lower than working engine.

46. as method as described in the claim 44, wherein water-spraying is converted into water vapor and does not need other compression work by rapid evaporation process under chamber pressure, and does not need other entropy or enthalpy.

47. as the method for claim 44, wherein working fluid comprises about 25% steam, 65% not oxidation nitrogen and 10% carbon dioxide.

48. as the method for claim 44, wherein the water of Pen Sheing is to be used to control combustion temperature and to prevent to cause or help to form the gas of atmosphere smog and the generation of mixture.

49. as the method for claim 30, wherein the water of Pen Sheing is seawater, and comprises the processing seawater so that the step of collecting and sloughing the salt in the seawater.

50., also be included in the step of the processed back condensation of seawater drinkable water as the method for claim 49.

51. method as claim 30, wherein be higher than the desired speed duration of work at motor, increase with engine speed, the water that sprays and the compressed-air actuated part of burning are constant with respect to fuel oil, at motor duration of work between first and second desired speeds, water/oil ratio and sky/oil ratio increases, and when being lower than second desired speed, water/oil ratio and sky/oil ratio keeps constant.

52. as the method for claim 44, wherein the cooling of steamer is water rather than is finished by diluent air.

53. the method as claim 30 is characterized in that, this method comprises:

A) produce inflammable mixture by the pressure fuel oil is combined with air for continuous in the firing chamber, supply with fuel oil with fixing ratio in air, this fixing ratio is at least air provides stoichiometric amount;

B) light inflammable mixture to form the flame of a continuous burning, this flame has produced the hot air flow that is formed by products of combustion, and the pressure of this product has surpassed the pressure of pressurized air;

C) transpirable liquid water is sprayed in the hot air flow to lower the temperature of hot air flow, when this liquid water be in a barometric pressure when following its temperature be in or be higher than its boiling temperature, when this liquid water was in greater than barometric pressure following time, it is in to surpass need keep liquid water under the pressure of liquid condition, act on this pressure on the liquid water and surpass pressure in the firing chamber, the rapid evaporation of liquid water of spraying directly enters the firing chamber, hot air flow has constituted working fluid with combining of water vapor, and the amount of liquid water and temperature are selected to the outlet of being convenient in the firing chamber and are in the form that produces predetermined temperature in the working fluid;

The temperature of control products of combustion hot air flow and holdup time are so that fuel oil produces basically burning completely, and the temperature of working fluid is controlled such that the nitrogen oxide of formation is minimum, carbon dioxide is maximum, and this process is proceeded till stopping the transportation work fluid.

54. as the method for claim 53, the air supply that wherein enters the firing chamber surpasses stoichiometric amount slightly, therefore when flammable mixing was burnt entirely, about at least 95% air was consumed.

55. as the method for claim 53, wherein in the steamer temperature of working fluid by on the selected temperature of atomizing of liquids water management between about 750 and about 2300.

56. as the method for claim 53, wherein the temperature of the working fluid in the steamer controls on the selected temperature between about 1800 and about 2200 by atomizing of liquids water.

57. as the method for claim 55 or 56, the temperature of the fluid water before wherein just will having sprayed is in and is not higher than the about 50 °F temperature lower than the temperature of working fluid.

58. as the method for claim 53, it also comprises: after step c), working fluid is introduced in the turbine-type motor, the working fluid in the turbine is used for heating and is in the liquid water that sprays into before the working fluid.

59. method as claim 58, its intermediate fuel oil is No. 2 diesel oil, and combustion/sky is than being 0.066, for the air delivery volume of 0.4536 kilogram of per second, turbine engine produce to surpass 650 horsepowers power, its fuel efficiency surpass about 36% and specific fuel consumption less than about 0.36.

60. as the method for claim 53, its intermediate fuel oil is chosen in the group that ethanol and desulfurization heating machine oil constitute from by No. 2 diesel oil.

61. as the method for claim 58, wherein to per second 0.4536 kg air delivery volume, turbine engine surpasses 800 horsepowers power with the fuel efficiency generation above about 45%, and specific fuel consumption is less than about 0.30.

62. as the method for claim 53, wherein liquid water is a seawater, and this process also comprises the collection of the salt that melts in the firing chamber and allows the conversion of fused salt to solid form.

63. a method that adopts water vapor-air vapor machine according to claim 1 to reclaim salt and drinkable water from seawater, salt preferably is recovered with solid form, it is characterized in that, this method comprises:

A), thereby produce the hot air flow of products of combustion by means of carbon back fuel oil and stoichiometric air mixing and burning are produced a flame in the firing chamber;

B) reduce the temperature of hot air flow by in hot air flow, spraying seawater, the temperature that this hot air flow reduced is between the salt fusing point and boiling point in the seawater, the seawater of injection is made it be converted into water vapor because of spraying into hot air flow, and the salt in the seawater is stored in the firing chamber with the liquid form collection;

C) by being provided with liquid salt is transformed the device of solid salt of optimised form and size from the firing chamber liquid salt is removed;

D) from the firing chamber, remove steam and products of combustion, make the steam of this removal and products of combustion, thereby be water, segregated combustion product and collect the water that produces therefrom from steam steam-reforming by condensation device.

64., wherein before steam and products of combustion are by condensation device, pass through turbine engine earlier as the method for claim 63.

65. as the method for claim 63 or 64, wherein all carbon in the fuel oil all are converted into CO2 and all are present in the nitrogen that enters the firing chamber in the air stream and still leave the firing chamber with the nitrogen form basically basically, the NOx that produces from N2 is substantially zero.

66. as the method for claim 64, wherein when combustion/sky when being stoichiometric amount basically, to the air supply rate of 0.4536 kilogram of per second, the merit that steam and products of combustion produced by turbine engine is above 500 horsepowers.

67. as the method for claim 64, wherein when combustion/sky when being stoichiometric amount basically, to the air supply rate of 0.4536 kilogram of per second, the power that steam and products of combustion produced by turbine engine is above 650 horsepowers.

68. as the method for claim 64, wherein when combustion/sky when being essentially stoichiometric amount, to the air supply rate of 0.4536 kilogram of per second, steam by turbine engine and products of combustion produce and surpass 800 horsepowers power.

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