Water hydrogen engine system

Abstract

A water-hydrogen engine system runs on hydrogen energy of water that is spray-atomized and heated electrically in a hydrogen activator (1) to heat-activate water for releasing hydrogen energy. At elevated temperatures employed, steam is over 95% hydrogen pressure and less than 5% oxygen pressure, although about 89% oxygen by weight. While remaining molecularly associated with oxygen in gaseous H2O hydrogen is heat-distanced from the oxygen. The heat-distanced hydrogen proton nucleus is heat-weakened for allowing hydrogen electrons to be activated exponentially per level of heat added. Hydrogen pressure typically an order of magnitude greater than combustion pressure of known heat engines is directed from the hydrogen activator to a pressure chamber (5) of forms of gas-powered mechanisms. The gas-powered mechanisms include turbocam hydrogen engines (11) for all rotational applications, trans-atmospheric propulsion engines (71) for all propulsion applications and projectile-expulsion engines (78) for most weapon applications. Use of combustion gas and use of working media other than water are optional. Only 5-to-15% of output power of the gas-powered mechanisms is used for activating the hydrogen and for operating subsystems. A Hydrogen Era of free universal hydrogen energy is made possible.

Description

This is a continuation in part of US Provisional Patent Application filed by the same inventive entity on Jan. 26, 2004 and having Application No. 60/539,003.

BACKGROUND OF THE INVENTION

1. Field of the Invention

This invention relates to a hydrogen engine system that uses heat-activated hydrogen pressure of atomized water for power output and operation of the system.

2. Relation to Prior Art

There are known engine systems which employ pressure that is transferred variously from combustion oxidation of fuel to various pressure-utilization mechanisms.

There are no known engine systems which employ heat-activated hydrogen pressure of atomized water for output power and for operation of the engine systems in a manner taught by this invention.

Similar to atomic energy that is achieved by pressure-heat deformation of hydrogen nuclei with radioactivity and unusably high heat, this is a newly discovered hydrogen chemical energy without radioactivity and with conveniently usable heat and pressure achieved with the water-hydrogen engine system. It employs previously unknown electrical-heat impairment of hydrogen nuclei for activation of hydrogen electrons of atomized water (H₂O). This produces an order of magnitude higher hydrogen pressure in gaseous steam than has been attainable previously from fuel in any form of heat engine.

Further similar to atomic energy, immensely more expansion energy of hydrogen is generated than energy that is required for its generation.

Plainly existing and duly recorded in engineering data but without its nature and significance being perceived, acknowledged or recognized and, therefore, undiscovered for over 100 years of the standard steam table has been hydrogen chemical energy.

Instead of being recognized as a useable source of hydrogen power, increase of steam pressure per heat added above about 500^∅ F has been regarded as detrimental and labeled “critical” for avoidance because it distorted or fractured steam-system containers with heat-weakening by conventionally external application of heat to bulk water. For reasons related to the criticality of higher pressure and the heat-weakening of container materials, standard steam tables stop at 705^∅ F with 3,208 psi.

As shown in the standard steam table, which is printed commonly in Physics and Chemistry handbooks, one degree of heat added increases steam pressure approximately one psi at 300 degrees F., 2.8 psi at 400 degrees F., 6.2 psi at 500 degrees F., 11.5 psi at 600 degrees F., and 70 psi at 700 degrees F. At 1,500 degrees F., increase of pressure per degree F. of heat added is approximately 1,000 psi as projected in accordance with this pressure-increase pattern or curve and in accordance with known gas laws.

Due to low mass of its proton-like nucleus, hydrogen is the only element that significantly increases rate of pressure increase per heat added. Water (H₂O) is the only known molecular substance that contains hydrogen in a proportion and form to which heat can be added for achieving hydrogen chemical energy with increase of rate of pressure increase per heat added.

The water-hydrogen engine system introduces a form of non-radioactive hydrogen chemical energy for which hydrogen nuclei are heat-impaired instead of being heat-deformed as in atomic energy. It allows a higher level of heat activation of hydrogen electrons than possible from heat of combustion of known chemical fuels.

Hydrogen produces more energy than is added by release of hydrogen energy for atomic energy and also for hydrogen chemical energy with the water-hydrogen engine system, but in different proportions. Net gain of output per input of energy is theoretically millions-of-times for inherently unuseable and unsafe atomic energy in contrast to tens-to-hundreds-of-times for the highly adaptable water-hydrogen engine system.

In the hydrogen engine system, hydrogen is heat-expansion distanced from oxygen atoms of gaseous H₂O sufficiently for hydrogen's electrons to be heat-accessible for reaction to the heat added. In addition to increase of heat-accessability, molecular attraction of electrons by hydrogen's proton-like nuclei is decreased per heat added. As a result, hydrogen-expansion energy achieved with the water-hydrogen engine system is exponentially more than chemical energy that is achievable from combustion oxidation of hydrocarbon fuels or from combustion oxidation of hydrogen.

Hydrogen-activation heat is applied to atomized, preferably spray-atomized, water with electrical-resistance heat of up to 2,800° F. of select metallic, cermet and/or other resistance-heat materials inside of heat-exchange tubular conveyances en route to pressure-use mechanisms. The heat-exchange tubular conveyances achieve over 90% heat transfer to steam hydrogen with up to 20,000 psi without significantly heat-weakening the tubular conveyance because heat is applied internally instead of externally and because of heat insulation with electrical-insulation material at insides of the tubular conveyances.

Heat added for pressure generation with electrical-resistance heat with electrical current from a system generator consumes only 3-to-10% of total output of heat-activated hydrogen-expansion pressure after an external startup for the hydrogen engine system.

Exhausted steam increases oxygen and moisture in the atmosphere, making it eco positive. Eco-positive steam exhaust results from partial molecular dissociation of the heat-activated hydrogen from H₂O at a rate of 5-to-15%, depending on select engine features and operating temperature of the water-hydrogen engine. This causes a net gain of oxygen and moisture instead of polluting smog in the atmosphere.

Cities of any size or location can be freed from choking, dirty-grease smog from motor vehicles and from all other pollution sources by using water in water-hydrogen engines to generate electricity and to power industry. Water-hydrogen engines make the atmosphere better wherever they are used.

By discovering that physical characteristics of H₂O hydrogen are useable for a world-changing hydrogen-engine system, this invention is also an epic discovery.

It starts a free and eco-positively clean energy era.

Hydrogen has long been so highly regarded as the most promising and preferred fuel that the United State Government has spent lavishly during more than six decades without success on researching and developing means for cost-effective molecular dissociation and isolation of hydrogen for its use as a fuel that requires combustion oxidation.

The problem has resulted from conventionally misleading characterization of hydrogen as a fuel instead of a working medium for increase of rate of energy per rate of heat energy applied as evidenced by atomic energy and the standard steam table.

Prior to this invention, hydrogen's use as a gas in molecular H₂O association with oxygen for mechanized cyclic expansion and contraction was not known. Now, water, molecular H₂O, as easily cleaned sea water or fresh water, the most abundant substance on the surface of Our Planet, can provide all desired pressure energy for all transportation, electricity, heat, atmospheric propulsion, space propulsion, production, agriculture, mining and other uses, including, incidentally, weapons for national defense.

Pressure obtainable from combustion of a hydrocarbon fuel or hydrogen in internal-combustion (IC) or other present heat engines are limited by the Carnot Principle to only 2,000-to-3,000 psi. Much worse yet, combined system losses of typically 75% to cooling, exhaust and friction of present heat engines limit their mean-effective pressure (mep) to approximately 100 psi. This is in contrast to 8,000 psi of mep from hydrogen, 80 times higher.

In comparison to conventional heat engines, a typical shaft-rotation embodiment of the water-hydrogen engine system can have not only eighty times more mep but also ten times more mean-effective rotational leverage per piston surface and twenty-five times more foot-pounds of rotational torque per brake horsepower.

Results include over twenty times more power per engine weight and over ten times more power per consumption of sea water or fresh water than power per fuel consumption of present heat engines.

In lay terms, a 1,000-horsepower hydrogen engine can be small enough for a motorcycle, can weigh less than 250 pounds and can yield 150-to-300 eco-positive mpg of water in a large car. A 750-pound hydrogen engine, the weight of a present large car engine, can power a train with typically 3,000 brake horsepower.

Eco-positive electrical power for all industrial, consumer and agricultural uses can be fuel-free.

Prior to this invention, it has been thought erroneously that heating water to critically high heat levels which activate hydrogen is not feasible because it must be achieved by external heating of walls of receptacles or tubes of liquid H₂O. This has been uneconomical and impossible without steam-pressure-distortional heat-weakening of the receptacle walls with the external heat added. Internal resistance heating of atomized water to critically high steam heat for activating hydrogen pressure and utilizing it effectively as taught by this invention has not been known.

Previously, there have not been rotational nor thrust power-takeoff mechanisms for generating nor for using water-hydrogen pressure with adequate efficiency. Use of water as a power source has been unthinkable in the absence of effective awareness of either (a) the hydrogen-pressure consistency of high-pressure steam, (b) mechanism for achieving critical-heat steam pressure of near-totally heat-activated hydrogen efficiently and (c) power-takeoff for its effective rotational, thrust and expulsion uses.

Particularly for thrust and projectile-expulsion applications, hydrogen pressure has been considered ridiculous because it has been regarded as merely high steam pressure requiring conventional steam-engine mass and volume for its use.

Hydrogen-energy thrust and expulsion applications, however, are more yet comparatively advantageous than, for example, its no-cost-fuel uses for automobiles with 150-to-300 eco-positive mpg of tap water or sea water with a 1,000 horsepower engine small enough for a motorcycle and for eco-positive power generation at homes or central power plants at less than one percent of the cost of hydroelectricity. Additionally, transportation in and out of space or to and from anywhere globally from a residential or commercial VTOL pad or hook can become commonplace. World-range and close-range military systems and methods for superior-power warfare and global policing are foreseeable at a small percent of present costs. This is in addition to vast foreseeable advancements of mining, agriculture, production, tools and eco-system improvement. All fuels, including uranium and any fuel requiring oxidative combustion, including particularly all fossil fuels, can become obsolete for an abundance economy instead of a present controlled-scarcity economy.

It is well established that mass of atomic nuclei determines molecular attraction of electrons to nuclei. Nuclear mass restricts heat expansion of atoms and molecules from heat-agitation of the electrons in opposition to molecular attraction. Contrastingly, light nuclei have increasingly light atoms. Included are gases with decreasing strength of molecular attraction of electrons and a resulting high expansion per heat level.

Consequently, the nucleus of oxygen gas of molecular H₂O has much stronger molecular attraction of its oxygen electrons and hydrogen atoms than the proton-like nuclei of the two atoms of hydrogen gas have for hydrogen electrons. This is why steam pressure rises slowly up to 300-to-400 degrees F. as represented by a coincidental confluence point of 458 psi at near 458 degrees F. of steam. Its pressure per heat higher than this heat range increases rapidly because rate of expansion per heat level of hydrogen increases exponentially while rate of expansion per heat level of oxygen decreases.

For this reason, steam is approximately 98% hydrogen by volume and approximately 95% hydrogen pressure although only about 11% hydrogen by atomic mass at 1,500 degrees F. with over 15,000 psi. Although molecularly associated with oxygen as H₂O, hydrogen is the substantial working medium for the water-hydrogen engine.

In a water-hydrogen engine cycle, H₂O is atomized and then heated to 1,000-to-1,500 degrees F. to yield ultra-high 5,000-to-20,000 psi. It is converted to pressure-use work with only five-to-ten percent of the pressure-use work being utilized to atomize the H₂O mechanically and also to resistance-heat the atomized H₂O.

Adding to this is utilization of an accumulated volume of resistance heat for heating minute particles or film of atomized water and progressively gaseous steam as injected after startup heat and operation have been achieved.

Because it remains largely intact molecularly, molecular H₂O can be reused infinitely after its mere condensation to a liquid in the atmosphere or in a closed-loop system. In a closed-loop system, condensation heat for recycling in a hydrogen-water prime-mover machine is maintained preferably near boiling point before being recycled.

Electrical power for resistance heating for the water-hydrogen engine system is comparable to proportional output power consumed for diesel ignition.

For water-hydrogen engines, there is no external cooling or other waste-heat cooling because there is no combustion heat and no hydrogen heat or steam heat that is intolerable by engine materials. There is no requirement for liquid lubricant in hydrogen heat and pressure areas because there is only linear contact of moving parts without side pressures, making non-lubricated solids readily adaptable. Separately from engines sections with hydrogen heat, lubrication for rotational power conversion is provided with non-consumable, high-lubricity liquids that can be silicon-based.

All known forms of prime-mover power are useable with the water-hydrogen engine system and method. Included are rotational power, reactionary thrust, reciprocative power and projectile expulsion as described herein for each.

Rotational power is most efficiently achievable with a Nelson Turbocam and double-acting piston system, but can be achieved far less efficiently and far less advantageously with a turbine-blade system, a crankshaft-piston system, a barrel-cam piston system or a Wankel-engine system.

The Nelson Turbocam has a drive angle that can be optimized for use conditions. For generator engines, aircraft engines, some equipment engines and a wide variety of compound engines, which have only output-pressure workload and no shaft-input workload, a cam-drive angle can be approximately 15 degrees. For land-transportation engines and equipment engines which can have power-input workload from shaft rotation by vehicle wheels, a cam-drive angle of 20-to-35 degrees is preferable. Prior cam engines, however, have inherently high-resistance and high-wear angles of approximately 75 degrees. All mechanical drives basically employ forms of a cam, including the crankshaft and the Wankel drives. All other known mechanical drives for converting linear or reciprocal travel to rotation have prohibitive limitations which are beyond the purposes of this document to explain, but which make the Nelson Turbocam not only far the best, but essential to optimization of this invention. It makes a lifetime water-hydrogen engine possible with incomparable power, efficiency, small size and eco-positive use.

With its preferred Nelson-turbocam system, the hydrogen engine can provide approximately 150-to-300 eco-positive miles per gallon of tap water or sea water in a car with a 500-to-1,000 horsepower engine that is small enough for a motorcycle. Electrical power generation can cost less than one percent of conventional river-dam hydro-power electricity. Ship and boat propulsion can be less than one-tenth of one percent of present costs with unlimited distance capacity for any vehicle size. Ship construction per load capacity can be less than one-fourth of present costs. Incomparably superior to atomic energy for submarine and surface ships alike, fuel can be sea water that need not be stored and the engine system can be less than 0.1% of the weight per power of inherently eco-destructive nuclear-engine systems. These are a few examples of advantages of the water-hydrogen engine system. Most engine-powered machinery can be enhanced significantly.

For propulsion in the atmosphere and in space and for all projectile-weapon systems, the hydrogen engine is comparably more powerful and versatile. Jet and rocket reactionary thrust propulsion can be achieved directly with the high velocity and high pressure of heat-activated hydrogen of critically heated steam. The thrust can be totally rocket thrust without oxidizer at all altitudes from sea level to deep space with less than one-fifth of the mass of water propellant as present fuel per ton-mile. Bypass airflow and propeller augmentation can be employed for preferably subsonic speeds in high-lift vehicles below sonic-boom level of 80,000 feet altitude.

Projectile expulsion can have world range at expulsion rates and speeds that prevent interception by presently known or planned missile-defense systems and can cost less than one percent of the entire U.S. Air Force per accurate worldwide projectile delivery. Hand-held weapon projectiles can have hydrogen-explosive speeds for tank, fortification, bridge and edifice destruction of warfare. Torpedoes and submarines can have unlimited range.

Nuclear energy for power generation, ship propulsion and submarine propulsion can be eliminated totally at less than one percent of the cost and without any danger of radioactivity or uncontrolled reactions.

VTOL vehicles with inexpensive worldwide range from residences and a wide range of military vehicles are made possible.

World-improvement advancements of agriculture, mining, manufacturing, construction and tools are planned for adaptation to features of the water-hydrogen engine system and method.

There is no comparable known prior art.

There is related but different prior art in the use of water in various combinations with combustion of fuel. Most prolific has been a completely opposite-effect practice of water augmentation of mass flow for slow-speed thrust of jet engines for aircraft takeoff from aircraft carriers and other short-field aircraft for mostly military applications. Prior use of water for high-mass, low-speed propulsion has been in direct contrast to vast increase of exhaust velocity with low-mass steam for high-speed thrust with this invention.

For internal-combustion engines, numerous attempts have been made to add steam pressure to combustion pressure by adding water to mixtures of fuel and air after carburetion and before ignition. This douses combustion with any liquid-state water and increases workload of combustion-supportive compression, resulting in impractical, if any increase in output pressure.

Predecessors to this invention by the same inventive entity add superheated steam to regenerative combustion for achieving more steam pressure than combustion pressure and, in addition, for increasing useable combustion pressure by (a) eliminating the typically 30 percent waste-heat-cooling loss of conventional engines and (b) by eliminating most of the exhaust-heat loss of the conventional engines through conversion of low pressure per heat of combustion to high pressure of steam per heat transferred from the combustion to the steam. These engines employ forms of a combustion-and-steam thermodynamic cycle described in U.S. Pat. Nos. 3,308,626 for a Turbine/ram/rocket Engine, 5,222,361 for a Rocketjet Engine and 5,803,022 for a Combustion and Steam Engine by the same inventive entity, Anju and Daniel E. Nelson, Ph.D., J. D.

SUMMARY OF THE INVENTION

Summarily, the water-hydrogen engine system employs atomization-injection of water into a hydrogen-activator conveyance having controllable resistance heat of up to designedly 1,200-to-3,000 degrees F. The heat-exchange conveyance can include a heat tube or a heat plug having design proportions for achieving at least a ninety-percent transfer of heat from resistance-heat material to the atomized water intermediate an injection end and a use-outlet end of the heat tube. At the use-outlet end, steam at a heat level of 1,000-to-2,500 degrees F. with 90-to-99 percent hydrogen volumetrically and a resulting controllable pressure level of 5,000-to-20,000 psi is directed into a system pressure chamber. The system pressure chamber can include a piston cylinder, a thrust chamber, a projectile-expulsion chamber or other pressure-utilization mechanism. A wide selection of atomization injectors, heat tubes, pressure chambers and use mechanisms are included in the water-hydrogen engine system.

BRIEF DESCRIPTION OF DRAWINGS

This invention is described by appended claims in relation to description of a preferred embodiment with reference to the following drawings which are explained briefly as follows:

FIG. 1 is a partially cutaway side view of a turbocam hydrogen engine embodiment of the hydrogen engine system;

FIG. 2 is a partially cutaway side view of the turbocam hydrogen engine embodiment with optional injection of combustion gas;

FIG. 3 is a partially cutaway side view of a twin turbocam hydrogen engine embodiment with total counter-vibration damping for smoothness;

FIG. 4 is a partially cutaway side view of the twin turbocam hydrogen engine embodiment with the optional injection of combustion gas and having the total counter-vibration damping for smoothness;

FIG. 5 is a section view showing power-takeoff components through section line 2-2 of FIG. 2;

FIG. 6 is a partially cutaway fragmentary view of a portion of a turbocam drive;

FIG. 7 is a partially cutaway side view of a propulsion embodiment with a single thruster unit powered by a turbocam engine that also powers turbine bypass;

FIG. 8 is a partially cutaway side view of a propulsion embodiment with a multiple thruster unit powered by a turbocam engine that also powers turbine bypass;

FIG. 9 is a partially cutaway side view of a propulsion embodiment with a plug-nozzle thruster unit powered by a turbocam engine and having electromagnetic acceleration of hydrogen gas for an acceleration thruster for deep-space propulsion;

FIG. 10 is a top view of a hydrogen activator having a lift valve and oriented to show components of a FIG. 12 illustration;

FIG. 11 is a top view of the hydrogen activator having the lift valve and oriented to show components of a FIG. 13 illustration;

FIG. 12 is a section view through section line 10-10 of the FIG. 10 illustration;

FIG. 13 is a section view through section line 11-11 of the FIG. 11 illustration;

FIG. 14 is a partially cutaway side view of the hydrogen activator having the lift valve and a fluid conveyance with a large diameter for generation and injection of combustion gas;

FIG. 15 is a partially cutaway side view of a hydrogen activator having a push valve and the fluid conveyance with the large diameter for generation and injection of combustion gas;

FIG. 16 is a partially cutaway side view of the hydrogen activator having the push valve and the fluid conveyance with a plug heater element;

FIG. 17 is a partially cutaway side view of the hydrogen activator having the push valve and the fluid conveyance with swirl-inducement configuration for generation and injection of combustion gas;

FIG. 18 is a partially cutaway side view of the hydrogen activator having the push valve and the fluid conveyance with a porous heater element for activating hydrogen;

FIG. 19 is a partially cutaway side view of the hydrogen activator having the push valve and the fluid conveyance with a mesh-wire heater element for activating hydrogen; and

FIG. 20 is a partially cutaway side view of the hydrogen activator having the push valve and the fluid conveyance with a porous heater element for activating hydrogen against valve gate to a bore for expelling a projectile.

DESCRIPTION OF PREFERRED EMBODIMENTS

This invention is described with reference to an index of features having parenthesized numbers for designating the same features throughout a description of preferred embodiments of the invention, throughout plain-numbered drawings referred to as FIGS. and throughout patent claims herein.

• 1. Hydrogen activator
• 2. Inlet end
• 3. Outlet end
• 4. Fluid atomizer
• 5. Pressure chamber
• 6. Electrical-resistance heater
• 7. Electrical conduit
• 8. Shaft-housing plate
• 9. First power shaft
• 10. Second power shaft
• 11. Turbocam hydrogen engine
• 12. Double-acting power piston
• 13. Power shaft
• 14. Power-shaft sleeve
• 15. Drive-end head
• 16. Double-ended power cylinder
• 17. Turbocam drive
• 18. Counter-beveled-channel cam
• 19. Drive sleeve
• 20. Shaft end
• 21. Drive plate
• 22. Drive shaft
• 23. Base plate
• 24. Drive-housing sleeve
• 25. Housing plate
• 26. Drive-shaft housing
• 27. Follower base
• 28. Follower slides
• 29. Stop slots
• 30. Stop sleeve
• 31. Cam followers
• 32. Peak surfaces
• 33. Slant surfaces
• 34. Valley surfaces
• 35. Front thrust bearing
• 36. Rear thrust bearing
• 37. Drive-shaft bearing
• 38. Rear-end head
• 39. Front hydrogen activator
• 40. Rear hydrogen activator
• 41. Drive gear
• 42. Front water pump
• 43. Rear water pump
• 44. Twin hydrogen engine
• 45. First drive shaft
• 46. Second drive shaft
• 47. Central takeoff gear
• 48. Output shaft
• 49. Front fuel injector
• 50. Rear fuel injector
• 51. Fuel-inlet end
• 52. Combustion-outlet end
• 53. Fuel atomizer
• 54. Ignition heater
• 55. Front-injector conduit
• 56. Rear-injection conduit
• 57. Exhaust manifold
• 58. Central exhaust ports
• 59. Hollow power shaft
• 60. Bypass fan
• 61. Drive-end intake ports
• 62. Supercharge-end intake ports
• 63. Double-acting supercharge piston
• 64. Double-ended supercharge cylinder
• 65. Shaft inlet apertures
• 66. Cylinder inlet-valved ports
• 67. Shaft inlet-valved ports
• 68. Drive-end shaft ring
• 69. Supercharge-end shaft ring
• 70. Power-piston rings
• 71. Propulsion engine
• 72. Thrust chamber
• 73. Nozzle
• 74. Plug nozzle
• 75. Nozzle plug
• 76. Electrical accelerator
• 77. Acceleration nozzle
• 78. Projectile-expulsion engine
• 79. Expulsion chamber
• 80. Pressure gate
• 81. Projectile
• 82. Bore
• 83. Lift-valve activator
• 84. Conical lift valve
• 85. Atomizer orifice
• 86. Valve-seat step
• 87. Heater-element bore
• 88. Activator housing
• 89. Insulation
• 90. Ground end
• 91. Push-valve activator
• 92. Atomizer rim
• 93. Conical push valve
• 94. Valve aft wall
• 95. Swirl guides
• 96. Porous heater element
• 97. Heater-element rod
• 98. Cam gears
• 99. Fluid compressor
• 100. Output gears
• 101. Electrical generator
• 102. Input gears
• 103. Starter motor
• 104. Twin combustion-hydrogen engine

Referring broadly first to all of the drawings 1-to-20, the water-hydrogen engine system has a hydrogen activator (1) with fluid conveyance intermediate proximate an inlet end (2) and an outlet end (3). A fluid atomizer (4) is positioned proximate the inlet end (2). A pressure chamber (5) is proximate the outlet end (3). An electrical-resistance heater (6) is extended intermediate proximate the inlet end (2) and the outlet end (3) of an internal periphery of the hydrogen activator (1). An electrical conduit (7) is in electrical communication intermediate the electrical-resistance heater (6) and an electrical and mechanical power source. A predetermined gas-powered mechanism is in pressure-powered communication with the pressure chamber (5). The electrical-resistance heater (6) is structured for resistance-heating atomization-injected fluid intermediate the inlet end (2) and the outlet end (3) with electrical current from the electrical and mechanical power source for converting the atomization-injected fluid to a gaseous medium having gaseous pressure for powering the gas-powered mechanism. A power train has predetermined power communication from the gas-powered mechanism to the electrical and mechanical power source for providing electrical power for operating electrical components and for providing mechanical power for operating mechanical components of the hydrogen activator (1) and the gas-powered mechanism.

Referring to FIGS. 1 and 5-6, the gas-powered mechanism includes a turbocam hydrogen engine (11) having a double-acting power piston (12) on a power shaft (13) in sliding-seal contact with an inside periphery of a power-shaft sleeve (14) extended from a drive-end head (15) of a double-ended power cylinder (16).

A turbocam drive (17) has a counter-beveled-channel cam (18) on an inside periphery of a drive sleeve (19) having a shaft end (20) attached to a drive plate (21). A drive shaft (22) is extended orthogonally from a center of the drive plate (21).

A base plate (23) has a power-shaft sleeve (14) attached centrally. A drive-housing sleeve (24) is attached to the base plate (23) and extended to a housing plate (25). The housing plate (25) is positioned radially intermediate the drive-housing sleeve (24) and a drive-shaft bearing (37) for housing rotation of the drive shaft (22).

A follower base (27) is attached to the power shaft (13) and extended radially to a plurality of follower slides (28) structured and spaced apart circumferentially on the follower base (27) for reciprocating and sliding travel in stop slots (29) in a stop sleeve (30) extended circumferentially from the base plate (23).

One each of a plurality of cam followers (31) is positioned on one each of the plurality of the follower slides (28) respectively. The cam followers (31) are structured and positioned on the follower slides (28) for sliding and uniform cam-following of peak surfaces (32), slant surfaces (33) and valley surfaces (34) on alternately opposite sides of the counter-beveled-channel cam (18) while circumferential travel of the cam followers (31) is arrested by sliding contact of the follower slides (28) with sides of the stop slots (29) for converting reciprocating travel of the double-acting power piston (12) to rotating travel of the drive shaft (22) by transmission with the counter-beveled-channel cam (18), the drive sleeve (19) and the drive plate (21).

A front thrust bearing (35) is positioned intermediate the drive plate (21) and the housing plate (25). A rear thrust bearing (36) is positioned intermediate the drive plate (21) and a shaft-housing plate (8) attached to a drive end of the stop sleeve (30).

At least one front hydrogen activator (39) is positioned proximate the drive-end head (15) and articulated for conveying heat-pressurized hydrogen from the outlet end (3) of the front hydrogen activator (39) to an inside periphery of a front end of the double-ended power cylinder (16).

At least one rear hydrogen activator (40) is positioned proximate the rear-end head (38) and articulated for conveying heat-pressurized hydrogen from the outlet end (3) of the rear hydrogen activator (40) to an inside periphery of a rear end of the double-ended power cylinder (16).

The power train includes at least one drive gear (41) attached to the drive shaft (22).

The electrical and mechanical power source is in rotationally driven communication with the drive gear (41).

A front water pump (42) is in fluid communication to the front hydrogen activator (39) and a rear water pump (43) is in fluid communication to the rear hydrogen activator (40).

Referring to FIGS. 1-2 in relation to an option for injecting combustion gas, at least one front fuel injector (49) is positioned proximate the drive-end head (15) and articulated for conveying fuel-rich combustion gas to the inside periphery of the front end of the double-ended power cylinder (16). At least one rear fuel injector (50) is positioned proximate the rear-end head (38) and articulated for conveying fuel-rich combustion gas to the inside periphery of the rear end of the double-ended power cylinder (16).

The front fuel injector (49) has fluid conveyance intermediate proximate a fuel-inlet end (51) and a combustion-outlet end (52). A fuel-atomizer (53) is positioned proximate the fuel-inlet end (51). An ignition heater (54) for providing electrical-resistance heat for startup-ignition and for storage of combustion heat for subsequent ignition is extended predeterminedly intermediate proximate the fuel-inlet end (51) and the combustion-outlet end (52) of an internal periphery of the front fuel injector (49). A front-injector conduit (55) is in electrical communication intermediate the ignition heater (54) and the electrical and mechanical power source.

Correspondingly the same as for the front fuel injector (49), the rear fuel injector (50) has fluid conveyance intermediate proximate the fuel-inlet end (51) and the combustion-outlet end (52). The fuel-atomizer (53) is positioned proximate the fuel-inlet end (51). The ignition heater (54) for providing electrical-resistance heat for startup-ignition and for storage of combustion heat for subsequent ignition is extended predeterminedly intermediate proximate the fuel-inlet end (51) and the combustion-outlet end (52) of an internal periphery of the rear fuel injector (50). A rear-injector conduit (56) is in electrical communication intermediate the ignition heater (54) and the electrical and mechanical power source.

The double-ended power cylinder (16) can have an exhaust manifold (57) with central exhaust ports (58) in fluid communication circumferentially outward proximate midway between the drive-end head (15) and the rear-end head (38).

The power shaft (13) can include a hollow power shaft (59) for conveying intake air to the double-ended power cylinder (16) from a supercharger in fluid communication with the hollow power shaft (59). Drive-end intake ports (61) are in fluid communication circumferentially from the hollow power shaft (59) to a drive end of the double-ended power cylinder (16). Supercharge-end intake ports (62) are in fluid communication circumferentially from the hollow power shaft (59) to a supercharge end of the double-ended power cylinder (16).

Referring to FIG. 3, the turbocam hydrogen engine (11) can include the twin hydrogen engine (44) having opposed reciprocation of a first power shaft (9) and a second power shaft (10). A first drive shaft (45) and a second drive shaft (46) are attached to a central takeoff gear (47) for transmitting rotating power to an output shaft (48) and for vibration damping with opposed reciprocation of reciprocating parts attached to the first power shaft (9) and to the second power shaft (10) of the twin hydrogen engine (44).

Referring further to FIG. 2, the supercharger can include a double-acting supercharge piston (63) in a double-ended supercharge cylinder (64) concentrically in line with the double-ended power cylinder (16). The double-acting supercharge piston (63) is attached to the hollow power shaft (59).

The double-ended supercharge cylinder (64) is attached to the rear-end head (38). The double-acting supercharge piston (63) has shaft inlet apertures (65) in fluid communication from the double-ended supercharge cylinder (64) to the inside periphery of the hollow power shaft (59). Cylinder inlet-valved ports (66) are structured and positioned on opposite ends of the double-ended supercharge cylinder (64) for one-way inlet-valved fluid communication to the opposite ends of the double-ended supercharge cylinder (64).

Shaft inlet-valved ports (67) are positioned in the piston inlet apertures (65) for one-way inlet-valved fluid communication from alternately opposite ends of the double-ended supercharge cylinder (64) to the inside periphery of the hollow power shaft (59). The drive-end intake ports (61) are opened and closed by reciprocating travel of the hollow power shaft (59) in sliding-seal contact with a drive-end shaft ring (68).

The supercharge-end intake ports (62) are opened and closed by reciprocating travel of the hollow power shaft (59) in sliding-seal contact with a supercharge-end shaft ring (69). The central exhaust ports (58) are opened and closed by reciprocating travel of the double-acting power piston (12) in sliding-seal contact with power-piston rings (70).

The central exhaust ports (58) are articulated for being opened simultaneously with opening of the drive-end intake ports (61) and the supercharge-end intake ports (62) alternately.

Referring to FIG. 4, the turbocam hydrogen engine having injection of combustion gas can include a twin combustion-hydrogen engine (104) having opposed reciprocation of the first power shaft (9) and the second power shaft (10). The first drive shaft (45) and the second drive shaft (46) are attached to the central takeoff gear (47) for transmitting rotating power to the output shaft (48) and for vibration damping with opposed reciprocation of reciprocating parts attached to the first power shaft (9) and to the second power shaft (10) of the twin combustion-hydrogen engine (104).

Referring to FIGS. 7-9, the gas-powered mechanism can include a propulsion engine (71) with the pressure chamber (5) including a thrust chamber (72) having a nozzle (73) for accelerating velocity of gas discharged for reactionary thrust. Preferably, the electrical generator (101) and a fluid compressor (99) are powered by a turbocam hydrogen engine (11) which also can power a bypass fan (60) within a shroud as depicted in FIGS. 7-8. The electrical-resistance heater (6) can include a plurality of thrust chambers (72) as shown in FIG. 8.

As depicted in FIG. 9, the nozzle (73) can include a plug nozzle (74) for discharging gases linearly and for regulating nozzle-opening area with linear positioning of a nozzle plug (75). An electrical accelerator (76) can be positioned fluidly downstream from the nozzle (73). An acceleration nozzle (77) can be positioned fluidly downstream from the electrical accelerator (76) for further increasing gas velocity for thrust in space.

Referring to FIG. 20, the gas-powered mechanism can include a projectile-expulsion engine (78) with the pressure chamber (5) including an expulsion chamber (79) having a pressure gate (80) opened cyclically for expelling projectiles (81) through a bore (82).

Referring to FIGS. 10-14, the hydrogen activator (1) can include a lift-valve activator (83) having a spring-closed conical lift valve (84) on an atomizer orifice (85) lifted open cyclically with cyclic fluid pressure in a valve-seat step (86) for cyclic fluid communication to the electrical-resistance heater (6). The electrical-resistance heater (6) can include a heater-element bore (87) having a predeterminedly small diameter and long length inside of an activator housing (88) insulated with insulation (89) intermediate the electrical conduit (7) and a ground end (90) as shown in FIGS. 10-13.

The electrical-resistance heater (6) can include a heater-element bore (87) having a predeterminedly large diameter and short length inside of the activator housing (88) insulated with insulation (89) intermediate the electrical conduit (7) and the ground end (90) for generating and injecting combustion gases into the pressure chamber (5) as shown in FIG. 14.

Referring to FIGS. 15-19, the hydrogen activator (1) can include a push-valve activator (91) having an atomizer rim (92) with a spring-closed conical push valve (93) pushed open cyclically with cyclic fluid pressure on a valve aft wall (94) for cyclic fluid communication of a circular spray of fluid into the electrical-resistance heater (6).

The electrical-resistance heater (6) having the conical push valve (93) can include the heater-element bore (87) with a predetermined diameter and length inside of the activator housing (88) insulated with the insulation (89) intermediate the electrical conduit (7) and the ground end (90) as shown in FIG. 15.

The heater-element bore (87) can have a predeterminedly large diameter with swirl guides (95) for inducing swirling mix of fluids intermediate the electrical conduit (7) and the ground end (90) as shown in FIG. 17.

The electrical-resistance heater (6) can include predeterminedly porous heater-element (96) within an internal periphery of the insulation (89) as shown in FIGS. 18-20. Porosity can include meshed wire as depicted in FIG. 19.

The electrical-resistance heater (6) can include a heater-element rod (97) shaped predeterminedly for heat exchange and spaced internally from the internal periphery of the insulation (89) as shown in FIG. 16.

The power train can include cam gears (98) with power transmission from the drive sleeve (19) for operating at least one fluid compressor (99), output gears (100) for turning at least one electrical generator (101) and input gears (102) for a starter motor (103) as shown in FIGS. 1-6.

A method for utilizing hydrogen energy of water has the following steps:

• • positioning the outlet end (3) of the hydrogen activator (1) in fluid communication with the pressure chamber (5) of the gas-powered mechanism as described in relation to any of the claims of this invention for achieving one or more predetermined uses of activated hydrogen pressure in molecular H₂O association with oxygen;
  • atomizing water with the fluid atomizer (4) of the hydrogen activator (1); and
  • applying electrical current to the electrical-resistance heater (6).

A new and useful water-hydrogen engine having been described, all such foreseeable modifications, adaptations, substitutions of equivalents, mathematical possibilities of combinations of parts, pluralities of parts, applications and forms thereof as described by the following claims and not precluded by prior art are included in this invention.

Claims

1. A water-hydrogen engine system comprising:

a hydrogen activator (1) having fluid conveyance intermediate proximate an inlet end (2) and an outlet end (3);

a fluid atomizer (4) proximate the inlet end (2);

a pressure chamber (5) proximate the outlet end (3);

an electrical-resistance heater (6) extended predeterminedly intermediate proximate the inlet end (2) and the outlet end (3) of an internal periphery of the hydrogen activator (1);

an electrical conduit (7) in electrical communication intermediate the electrical-resistance heater (6) and an electrical and mechanical power source;

a predetermined gas-powered mechanism in pressure-powered communication with the pressure chamber (5);

the electrical-resistance heater (6) being structured for resistance-heating atomization-injected fluid intermediate the inlet end (2) and the outlet end (3) with electrical current from the electrical and mechanical power source for converting the atomization-injected fluid to a gaseous medium having gaseous pressure for powering the gas-powered mechanism; and

a power train having predetermined power communication from the gas-powered mechanism to the electrical and mechanical power source for providing electrical power for operating electrical components and for providing mechanical power for operating mechanical components of the hydrogen activator (1) and the gas-powered mechanism.

2. The water-hydrogen engine system of claim 1 in which:

the gas-powered mechanism includes a turbocam hydrogen engine (11) having a double-acting power piston (12) on a power shaft (13) in sliding-seal contact with an inside periphery of a power-shaft sleeve (14) proximate a drive-end head (15) of a double-ended power cylinder (16);

a turbocam drive (17) has a counter-beveled-channel cam (18) on an inside periphery of a drive sleeve (19) having a shaft end (20) attached to a drive plate (21);

a drive shaft (22) is extended orthogonally from a center of the drive plate (21);

a base plate (23) has the power-shaft sleeve (14) attached centrally;

a drive-housing sleeve (24) is attached to the base plate (23) and extended to a housing plate (25);

a follower base (27) is attached to the power shaft (13) and extended radially to a plurality of follower slides (28) structured and spaced apart circumferentially on the follower base (27) for reciprocating and sliding travel in stop slots (29) in a stop sleeve (30) extended circumferentially from the base plate (23);

a shaft-housing plate (8) is positioned radially intermediate the stop sleeve (30) and a drive-shaft housing (26) for housing rotation of the drive shaft (22);

one each of a plurality of cam followers (31) is positioned on one each of the plurality of the follower slides (28) respectively;

the cam followers (31) are structured and positioned on the follower slides (28) for sliding and uniform cam-following of peak surfaces (32), slant surfaces (33) and valley surfaces (34) on alternately opposite sides of the counter-beveled-channel cam (18) while circumferential travel of the cam followers (31) is arrested by sliding contact of the follower slides (28) with sides of the stop slots (29) for converting reciprocating travel of the double-acting power piston (12) to rotating travel of the drive shaft (22) by transmission with the counter-beveled-channel cam (18), the drive sleeve (19) and the drive plate (21);

a front thrust bearing (35) is positioned intermediate the drive plate (21) and the housing plate (25);

a rear thrust bearing (36) is positioned intermediate the drive plate (21) and a shaft-housing plate (8) attached to a drive end of the stop sleeve (30);

at least one front hydrogen activator (39) is positioned proximate the drive-end head (15) and articulated for conveying heat-pressurized hydrogen from the outlet end (3) of the front hydrogen activator (39) to an inside periphery of a front end of the double-ended power cylinder (16);

at least one rear hydrogen activator (40) is positioned proximate the rear-end head (38) and articulated for conveying heat-pressurized hydrogen from the outlet end (3) of the rear hydrogen activator (40) to an inside periphery of a rear end of the double-ended power cylinder (16);

the power train includes at least one drive gear (41) attached to the drive shaft (22);

the electrical and mechanical power source is in rotationally driven communication with the drive gear (41);

a front water pump (42) is in fluid communication to the front hydrogen activator (39); and

a rear water pump (43) is in fluid communication to the rear hydrogen activator (40).

3. The water-hydrogen engine system of claim 2 in which:

the turbocam hydrogen engine (11) includes a twin hydrogen engine (44) having opposed reciprocation of a first power shaft (9) and a second power shaft (10);

the first drive shaft (45) and the second drive shaft (46) are attached to a central takeoff gear (47) for transmitting rotating power to an output shaft (48) and for vibration damping with opposed reciprocation of reciprocating parts attached to the first power shaft (9) and to the second power shaft (10) of the twin hydrogen engine (44).

4. The water-hydrogen engine system of claim 2 in which:

at least one front fuel injector (49) is positioned proximate the drive-end head (15) and articulated for conveying fuel-rich combustion gas to the inside periphery of the front end of the double-ended power cylinder (16);

at least one rear fuel injector (50) is positioned proximate the rear-end head (38) and articulated for conveying fuel-rich combustion gas to the inside periphery of the rear end of the double-ended power cylinder (16);

the front fuel injector (49) has fluid conveyance intermediate proximate a fuel-inlet end (51) and a combustion-outlet end (52);

a fuel-atomizer (53) is positioned proximate the fuel-inlet end (51);

an ignition heater (54) for providing electrical-resistance heat for startup ignition and for storage of combustion heat for subsequent ignition is extended predeterminedly intermediate proximate the fuel-inlet end (51) and the combustion-outlet end (52) of an internal periphery of the front fuel injector (49);

a front-injector conduit (55) is in electrical communication intermediate the ignition heater (54) and the electrical and mechanical power source;

the rear fuel injector (50) has fluid conveyance intermediate proximate the fuel-inlet end (51) and the combustion-outlet end (52);

the fuel-atomizer (53) is positioned proximate the fuel-inlet end (51);

the ignition heater (54) for providing electrical-resistance heat for startup ignition and for storage of combustion heat for subsequent ignition is extended predeterminedly intermediate proximate the fuel-inlet end (51) and the combustion-outlet end (52) of an internal periphery of the rear fuel injector (50);

a rear-injector conduit (56) is in electrical communication intermediate the ignition heater (54) and the electrical and mechanical power source;

the double-ended power cylinder (16) has an exhaust manifold (57) with central exhaust ports (58) in fluid communication circumferentially outward proximate midway between the drive-end head (15) and the rear-end head (38);

the power shaft (13) includes a hollow power shaft (59) for conveying intake air to the double-ended power cylinder (16) from a supercharger in fluid communication with the hollow power shaft (59);

drive-end intake ports (61) are in fluid communication circumferentially from the hollow power shaft (59) to a drive end of the double-ended power cylinder (16); and

supercharge-end intake ports (62) are in fluid communication circumferentially from the hollow power shaft (59) to a supercharge end of the double-ended power cylinder (16).

5. The water-hydrogen engine system of claim 4 in which:

the supercharger includes a double-acting supercharge piston (63) in a double-ended supercharge cylinder (64) concentrically in line with the double-ended power cylinder (16);

the double-acting supercharge piston (63) is attached to the hollow power shaft (59);

the double-ended supercharge cylinder (64) is attached to the rear-end head (38);

the double-acting supercharge piston (63) has shaft inlet apertures (65) in fluid communication from the double-ended supercharge cylinder (64) to the inside periphery of the hollow power shaft (59);

cylinder inlet-valved ports (66) are positioned on opposite ends of the double-ended supercharge cylinder (64) for one-way inlet-valved fluid communication to the opposite ends of the double-ended supercharge cylinder (64);

shaft inlet-valved ports (67) are positioned in the piston inlet apertures (65) for one-way inlet-valved fluid communication from alternately opposite ends of the double-ended supercharge cylinder (64) to the inside periphery of the hollow power shaft (59);

the drive-end intake ports (61) are opened and closed by reciprocating travel of the hollow power shaft (59) in sliding-seal contact with a drive-end shaft ring (68);

the supercharge-end intake ports (62) are opened and closed by reciprocating travel of the hollow power shaft (59) in sliding-seal contact with a supercharge-end shaft ring (69);

the central exhaust ports (58) are opened and closed by reciprocating travel of the double-acting power piston (12) in sliding-seal contact with power-piston rings (70); and

the central exhaust ports (58) are articulated for being simultaneously with opening of the drive-end intake ports (61) and the supercharge-end intake ports (62) alternately.

6. The water-hydrogen engine system of claim 5 in which:

the turbocam hydrogen engine (11) includes the twin combustion-hydrogen engine (104) having opposed reciprocation of the first power shaft (9) and the second power shaft (10);

the first drive shaft (45) and the second drive shaft (46) are attached to a central takeoff gear (47) for transmitting rotating power to the output shaft (48) and for vibration damping with opposed reciprocation of reciprocating parts attached to the first power shaft (9) and to the second power shaft (10) of the twin combustion-hydrogen engine (104).

7. The water-hydrogen engine system of claim 1 in which:

the gas-powered mechanism includes a propulsion engine (71) with the pressure chamber (5) including a thrust chamber (72) having at least one nozzle (73) for accelerating velocity of gas discharged for reactionary thrust.

8. The water-hydrogen engine system of claim 7 in which:

the nozzle (73) includes a plug nozzle (74) for discharging gases linearly and for regulating nozzle-opening area with linear positioning of a nozzle plug (75).

9. The water-hydrogen engine system of claim 8 and further comprising:

an electrical accelerator (76) fluidly downstream from the nozzle (73) and an acceleration nozzle (77) fluidly downstream from the electrical accelerator (76) for further increasing gas velocity for thrust in space.

10. The water-hydrogen engine system of claim 1 in which:

the gas-powered mechanism includes a projectile-expulsion engine (78) with the pressure chamber (5) including an expulsion chamber (79) having a pressure gate (80) opened cyclically for expelling projectiles (81) through a bore (82).

11. The water-hydrogen engine system of claim 1 in which:

the hydrogen activator (1) includes a lift-valve activator (83) having a spring-closed conical lift valve (84) on an atomizer orifice (85) lifted open cyclically with cyclic fluid pressure in a valve-seat step (86) for cyclic fluid communication to the electrical-resistance heater (6).

12. The water-hydrogen engine system of claim 11 in which:

the electrical-resistance heater (6) includes a heater-element bore (87) having a predeterminedly small diameter and long length inside of an activator housing (88) insulated with insulation (89) intermediate the electrical conduit (7) and a ground end (90).

13. The water-hydrogen engine system of claim 11 in which:

the electrical-resistance heater (6) includes a heater-element bore (87) having a predeterminedly large diameter and short length inside of the activator housing (88) insulated with insulation (89) intermediate the electrical conduit (7) and a ground end (90) for generating and injecting combustion gases into the pressure chamber (5).

14. The water-hydrogen engine system of claim 1 in which:

the hydrogen activator (1) includes a push-valve activator (91) having an atomizer rim (92) with a spring-closed conical push valve (93) pushed open cyclically with cyclic fluid pressure on a valve aft wall (94) for cyclic fluid communication of a circular spray of fluid into the electrical-resistance heater (6).

15. The water-hydrogen engine system of claim 14 in which:

the electrical-resistance heater (6) includes the heater-element bore (87) with a predetermined diameter and length inside of the activator housing (88) insulated with the insulation (89) intermediate the electrical conduit (7) and the ground end (90).

16. The water-hydrogen engine system of claim 15 in which:

the heater-element bore (87) has a predeterminedly large diameter with swirl guides (95) for inducing swirling mix of fluids intermediate the electrical conduit (7) and the ground end (90).

17. The water-hydrogen engine system of claim 14 in which:

the electrical-resistance heater (6) includes predeterminedly porous heater-element (96) within an internal periphery of the insulation (89).

18. The water-hydrogen engine system of claim 14 in which:

the electrical-resistance heater (6) includes a heater-element rod (97) shaped predeterminedly for heat exchange and spaced internally from the internal periphery of the insulation (89).

19. The water-hydrogen engine system of claim 1 in which:

the power train includes cam gears (98) with power transmission from the drive sleeve (19) for operating at least one fluid compressor (99), output gears (100) for turning at least one electrical generator (101) and input gears (102) for a starter motor (103).

20. A method with the following steps for using hydrogen energy of water:

positioning the outlet end (3) of the hydrogen activator (1) in fluid communication with the pressure chamber (5) of the gas-powered mechanism for achieving one or more predetermined uses of activated hydrogen pressure in molecular H2O association with oxygen;

atomizing water with the fluid atomizer (4) of the hydrogen activator (1); and

applying electrical current to the electrical-resistance heater (6).