Abstract: The invention relates generally to a system and in particular to a waste heat recovery system including one or more cavitation impellers and turbines. The system may include one or more impellers that are configured to generate pressure, flow, and cavitation bubbles, which, upon collapsing, release energy that may be captured by the output turbine. Advantageously, the system can harness the captured energy to, for example, turn a crankshaft to add torque or operate a generator to charge an external power source.

Abstract: An innovative oxyhydrogen (HHO) burner system including one or more burner systems is provided to eliminate emissions through total combustion. Each burner system includes at least one HHO gas supply and an external natural gas supply, both of which are connected to a gas mixer. A controller regulates the amounts of incoming HHO gas and the natural gas through being mixed. The mixed gas is supplied to each burner assembly with a predetermined pressure and flowrate to generate a flame for the total combustion of the exhaust stream inside the exhaust pipe. With feedback from an exhaust measuring system inside the exhaust pipe adjacent the outlet, the controller can adjust the burner system for optimal operations and achieve total combustion. Thus, by passing the exhaust or gases through a substantial cross-section covered by each flame, emissions can be greatly reduced or eliminated.

Abstract: An innovative oxyhydrogen (HHO) burner system including one or more burner systems is provided to eliminate emissions through total combustion. Each burner system includes at least one HHO gas supply and an external natural gas supply, both of which are connected to a gas mixer. A controller regulates the amounts of incoming HHO gas and the natural gas through being mixed. The mixed gas is supplied to each burner assembly with a predetermined pressure and flowrate to generate a flame for the total combustion of the exhaust stream inside the exhaust pipe. With feedback from an exhaust measuring system inside the exhaust pipe adjacent the outlet, the controller can adjust the burner system for optimal operations and achieve total combustion. Thus, by passing the exhaust or gases through a substantial cross-section covered by each flame, emissions can be greatly reduced or eliminated.

Abstract: Methods and systems for utilizing heated fuel to compensate for a low cetane number, cetane number variance and sub-optimal engine cold-start performance in internal combustion engines are disclosed herein. Systems comprise a heater, a sensor, and an engine control unit (“ECU”). Methods can comprise detecting variables that affect combustion, calculating conditions inside a combustion chamber, determining the difference between current ignition delay and a desired ignition delay, estimating a cetane number of a fuel, and using the data to determine a suitable temperature that will compensate for cetane number and improve the ignition delay. Other methods comprise sending a signal to a heater in communication with a fuel injection system such that said heater warms fuel within the fuel injection system prior to injecting the fuel into a combustion chamber.

Abstract: A secondary controller for controlling the performance of a vehicle is described. The secondary controller sends control commands to a vehicle controller while the vehicle is being driven to effect the operation of the vehicle's power train without requiring any modification of the vehicle controller and without falsifying any information sent to the vehicle controller. In some embodiments, the secondary controller communicates with the vehicle controller via the vehicle's diagnostic port, such as an OBD-II port. In one aspect, the secondary controller is used to direct the vehicle controller not to utilize a start/stop feature to automatically turn off the engine in the selected circumstances during normal operation of the vehicle. As such, the control command causes the vehicle controller to operate the vehicle in the selected operating mode in manner dictated by the engine controller.

Abstract: A secondary controller for controlling the performance of a moving automobile is described. The secondary controller can be configured to communicate with one or more vehicle controllers, such as the engine control unit, while the automobile is being driven. The secondary controller can send control commands, such as self-test or diagnostic commands to the vehicle controller to effect the operation of the vehicle's power train. The secondary controller can receive power train related data from the engine control unit and based upon the received power train data determine when to send the control commands. In one embodiment, the secondary controller communicates with the vehicle controller via the vehicle's diagnostic port, such as an OBD-II port. In another embodiment, the secondary controller can be configured to control a variable displacement engine in a vehicle to improve the fuel efficiency of the vehicle while it is driven.

Abstract: A secondary controller for controlling the performance of a moving automobile is described. The secondary controller can be configured to communicate with one or more vehicle controllers, such as the engine control unit, while the automobile is being driven. The secondary controller can send control commands to the vehicle controller to effect the operation of the vehicle's power train. The secondary controller can receive power train related data from the engine control unit and based upon the received power train data determine when to send the control commands. In one embodiment, the secondary controller communicates with the vehicle controller via the vehicle's diagnostic port, such as an OBD-II port. In another embodiment, the secondary controller can be configured to control the operational displacement of a variable displacement engine while the vehicle is driven.

Abstract: In one embodiment of a method for vaporizing liquids such as fuels, the liquid is sprayed into a chamber such that the spray does not impinge on any surface. The energy for vaporization is supplied through the injection of a hot diluent such as nitrogen or oxygen depleted air. Additional heat is added through the surface. In another embodiment, the liquid is sprayed onto a hot surface using a geometry such that the entire spray is intercepted by the surface. Heat is added through the surface to maintain an internal surface temperature above the boiling point of the least volatile component of the liquid. The liquid droplets impinging on the surface are thus flash vaporized. A carrier gas may also be flowed through the vaporizer to control the dew point of the resultant vapor phase mixture.

Abstract: A secondary controller for controlling the performance of a moving automobile is described. The secondary controller can be configured to communicate with one or more vehicle controllers, such as the engine control unit, while the automobile is being driven. The secondary controller can send control commands to the vehicle controller to effect the operation of the vehicle's power train. The secondary controller can receive power train related data from the engine control unit and based upon the received power train data determine when to send the control commands. In one embodiment, the secondary controller communicates with the vehicle controller via the vehicle's diagnostic port, such as an OBD-II port. In another embodiment, the secondary controller can be configured to control the operational displacement of a variable displacement engine while the vehicle is driven.

Abstract: A process is provided, which comprises transforming a synthesis gas into a liquid fuel, producing a fuel gas using the liquid fuel and a first gas, the first gas having an oxygen content less than that of ambient air, and contacting the fuel gas with a second gas, the second gas comprising at least one oxidizing agent, to form a combustion gas. Systems for carrying out the process are also provided.

Abstract: An exhaust gas recirculation (EGR) system is employed in a supercritically fueled direct-injection compression ignition engine system. The EGR system may include multiple stages, where a portion of exhaust gas is diverted from upstream of a turbine of a turbocharger and a second portion is diverted from downstream of the turbine.

Abstract: A secondary controller for controlling the performance of a moving automobile is described. The secondary controller can be configured to communicate with one or more vehicle controllers, such as the engine control unit, while the automobile is being driven. The secondary controller can send control commands, such as self-test or diagnostic commands to the vehicle controller to effect the operation of the vehicle's power train. The secondary controller can receive power train related data from the engine control unit and based upon the received power train data determine when to send the control commands. In one embodiment, the secondary controller communicates with the vehicle controller via the vehicle's diagnostic port, such as an OBD-II port. In another embodiment, the secondary controller can be configured to control a variable displacement engine in a vehicle to improve the fuel efficiency of the vehicle while it is driven.

Abstract: A gas stream with a reduced oxygen concentration relative to ambient air is used to vaporize a liquid fuel or liquefied higher hydrocarbon gas, or is mixed with a vaporized gas, and the reduced oxygen vaporized fuel gas is fed to a combustion device such as a premixed or diffusion combustor. Preferably, the oxygen content of the gas stream is less than the limiting oxygen index. By mixing the fuel with a gas stream that has an appropriately reduced oxygen content, auto-ignition prior to the desired flame location in the combustor can be avoided. In some embodiments, the reduced oxygen stream is generated from an air separator or taken from the exhaust of the combustion device.

Abstract: A gas stream with a reduced oxygen concentration relative to ambient air is used to vaporize a liquid fuel or liquefied higher hydrocarbon gas, or is mixed with a vaporized gas, and the reduced oxygen vaporized fuel gas is fed to a combustion device such as a premixed or diffusion combustor. Preferably, the oxygen content of the gas stream is less than the limiting oxygen index. By mixing the fuel with a gas stream that has an appropriately reduced oxygen content, auto-ignition prior to the desired flame location in the combustor can be avoided. In some embodiments, the reduced oxygen stream is generated from an air separator or taken from the exhaust of the combustion device.

Abstract: A gas stream with a reduced oxygen concentration relative to ambient air is used to vaporize a liquid fuel or liquefied higher hydrocarbon gas, or is mixed with a vaporized gas, and the reduced oxygen vaporized fuel gas is fed to a combustion device such as a premixed or diffusion combustor. Preferably, the oxygen content of the gas stream is less than the limiting oxygen index. By mixing the fuel with a gas stream that has an appropriately reduced oxygen content, auto-ignition prior to the desired flame location in the combustor can be avoided. In some embodiments, the reduced oxygen stream is generated from an air separator or taken from the exhaust of the combustion device.

Abstract: A gas stream with a reduced oxygen concentration relative to ambient air is used to vaporize a liquid fuel or liquified higher hydrocarbon gas, or is mixed with a vaporized gas, and the reduced oxygen vaporized fuel gas is fed to a combustion device such as a premixed or diffusion combustor. Preferably, the oxygen content of the gas stream is less than the limiting oxygen index. By mixing the fuel with a gas stream that has an appropriately reduced oxygen content, auto-ignition prior to the flame front can be avoided. In some embodiments, the reduced oxygen stream is generated from an air separator or taken from the exhaust of the combustion device.