MXPA00008989A - High efficiency low pollution hybrid brayton cycle combustor - Google Patents

Abstract

A power generating system is described which operates at high pressure and utilizes a working fluid consisting of a mixture of compressed non-flammable air components, fuel combustion products and steam. The working fluid exiting the power generating system is substantially free of NOx and CO. Working fluid is provided at constant pressure and temperature. Combustion air is supplied by one or more stages of compression. Fuel is injected at pressure as needed. Substantially all of the oxygen in the compressed air is consumed when the fuel is burned. Inert liquid is injected at high pressure to produce an inert mass of high specific heat diluent vapor for use for internal cooling of the combustion chamber. The use of non-flammable liquid injection inhibits the formation of pollutants, increases the efficiency and available horsepower from the system, and reduces specific fuel consumption. Control systems allow the independent control of the quantity, temperature and pressure of the air, fuel and non-flammable liquid introduced in the combustion chamber allowing control of the maximum temperature and average temperature within the combustion chamber as well as the temperature of the exhaust from the combustion chamber. Substantially all of the temperature control of the system is provided by the latent heat of vaporization of the inert liquid, which is preferably water, the latent heat of vaporization counteracting the heat generated by combustion of the fuel. If the injected water contains inorganic or organic contaminants, they are collected as a molten or solid residue or, if flammable, ignited by the flame.

Description

BRAYTON HYBRID CYCLE CHAMBER OF COMBUSTION OF LOW CONTAMINATION AND HIGH EFFICIENCY Field of the Invention The present invention relates to an air steam machine which operates at high pressure and uses a working fluid consisting of a mixture of fuel combustion products and steam with a minimum amount of excess compressed air. The present invention also relates to processes for the production of electric power, horsepower usable by an axis and / or • large amounts of steam in a fuel burning system in high efficiency and low specific fuel consumption, while generating negligible amounts of environmental pollutants (NOx, CO, particulates and fuel) not burned). In addition, the present invention also relates to the production of potable water while generating electrical energy without contaminating the environment or significantly reducing the • efficiency or increasing fuel consumption.

Background of the Invention. Internal combustion engines are generally classified as either constant volume or constant pressure. Otto cycle engines operate by exploiting volatile fuel in a constant volume of compressed air while the diesel engines, burn fuel in a modified cycle, burning being characterized approximately as a constant pressure. The external combustion engines are exemplified by steam engines, steam turbines and gas turbines. The engines • 5 external combustion, are exemplified by steam engines, steam turbines and gas turbines. It is well known that it is supplied to a gas turbine with a gaseous working fluid generated by the combustion of a fuel with compressed air and to operate several motor apparatus from the energy stored in this high pressure gas stream. In these • appliances, temperature control is usually the result of feeding large amounts of excess compressed air. It is also well known to burn a fuel in a chamber, and expel the combustion products inside a cylinder or working chamber, sometimes with the injection of small amounts of water or steam. These can also be classified as external combustion engines. • Some appliances have been proposed in which the combustion chambers are cooled by the addition of water or steam supplied either externally or internally. Another form of apparatus has also been proposed for operation on fuel injected into a combustion cylinder as the temperature drops and which has means to terminate the fuel injection when the pressure reaches a desired level.

Each of these prior art engines encountered difficulties which limit their general adoption as sources of power for the operation of main movers. Among these difficulties, the lack of said capacity has been found • 5 motors to cover the sudden demand and / or to maintain a constant temperature of work or pressure that could be required for the efficient operation of said motor. In addition, the control of such engines has been inefficient, and the ability of the gas generator to maintain itself in a The prepared condition has been completely inadequate. In all • the practical configurations of motors that have been proposed, the requirement of cooling the walls that confine the work cylinders have resulted in the loss of efficiency and in a number of other disadvantages previously inherent in the internal combustion buttons. The present invention overcomes the limitations of the prior art described above. First, the requirement of large amounts of excess compressed air or cooling by external liquid is eliminated by the injection of water directly in the combustion chamber to control the temperature of the resulting working fluid. When the water is injected it is instantaneously converted into steam in the combustion chamber, and becomes a component of the working fluid itself, thereby increasing the mass and volume of the working fluid. work without mechanical compression.

In the present invention, the independent control of the a) combustion temperature of the flame, b) the temperature of the combustion chamber by the injection of water and c), the proportion of air fuel allows the physical properties of the • 5 working fluid fluid to be optimized for high efficiency operation. By reducing or eliminating excessive air, and thus limiting the availability of excessive oxygen, and controlling the temperature of the flame and the temperature profile of the combustion chamber, the formation of NOx is also prevented, and favors the complete conversion of the fuel to be burned in C02, minimizing CO production. The present invention also uses high pressure proportions as a means to increase efficiency and horsepower while simultaneously decreasing consumption specific fuel ("SFC"). When the water is injected and converted into steam in the combustion chamber of the present invention, it acquires the pressure of the combustion chamber. It should be noted that the pressure of the combustion chamber is acquired by the steam independently of the pressure ratio of the engine.

In this way, a greater proportion of pressure in the engine can be obtained without doing additional work to perform the compression of the new steam or the injection of water. Due to the injection of massive amounts of water in the present invention, there is no need to compress more air than is necessary for the combustion, this excessive air generally used in prior art systems for cooling. The elimination of this requirement results in enormous energy savings for the system, and a significant increase, without additional consumption without fuel in the horsepower available for the axle without • 5 increase the speed of the turbine. Water injection, as described in the present invention, provides several advantages over the prior art. First, a minimum amount of additional work is required to pressurize the water at a pressure higher than that of the chamber. combustion. In the steam injection system, significant work must be done to raise the steam to a pressure higher than that of the combustion chamber. In a similar way, excessive air requires additional work to raise the air supply to higher pressures to produce an additional mass of fluid work. Furthermore, when the water is injected and converted into steam in the present invention, it acquires the pressure of the combustion chamber without additional work. This steam also has a • constant entropy and enthalpy. In the present invention, the excessive (vapor) waste of the The combustion is used to convert the injected water into steam, thereby increasing the pressure of the working fluid and the mass of the working fluid without mechanical compression of the compressed air. In contrast, in a Brayton Cycle Turbine, 66% to 75% of the mechanically compressed air is used to dilute the products of combustion in order to dilute the temperature of the working fluid to the inlet temperature of the turbine (" TIT "). The steam generated by the vaporization of the injected water can at least double the mass of fluid fluid. • 5 work generated by combustion and increase the net horsepower by 15% more. Therefore, it can be seen that water serves as fuel in this new thermodynamic system because it supplies pressure, mass and energy to the system, resulting in increased efficiency of the present invention. 10 The cycle of the present invention can be opened or closed • with respect to water. This means that air and water can be expelled in (open) or recovered or recycled (closed). The desalination or purification of the water can also be a product derived from the generation of electrical energy of the facilities stationary, or boats that transport water, where the cycle is open in regards to air but closed in regards to the recovery of slovenly water. The marine plants of • energy, industrial application, cleaning of drinking water and water for irrigation and recovery systems are also viable applications of the present invention. The present invention can also be employed in the closed cycle phase in mobile environments, for example, cars, trucks, buses, railway locomotives, ships, aviation commutators, general aviation, and the like.

Summary of the Invention. One of the objects of the present invention is to provide a new cycle of thermodynamic energy, which can operate in an open or closed mode that compresses an amount • 5 stoichiometric air and burn fuel with air to provide efficient, clean and pollution-free power. It is also an object of the present invention to fully control the combustion temperature within the combustion chamber through the use of the latent heat of the vaporization of the combustion chamber. water without the need to mechanically compress the additional air • for cooling (dilution). An object of the present invention is to reduce the compressed air load relative to the power turbine used in the engine in order to be able to use a smaller compressor, and can achieve, a slow minimum gear, and a faster acceleration. An additional object of the present invention is to control • separate way the turbine inlet temperature (TIT) as needed. Another object of the present invention is to vary the composition and temperature of the working fluid as needed. A further object of the present invention is to provide a sufficient residence time of the reactants in the combustion chamber to allow stoichiometric combustion, chemical bonding and time for complete reaction and extinction resulting in chemical equilibrium. It is also an object of the present invention to burn and cool the products of combustion in a manner which avoids smog formation that produces components such as NOx, unburned fuel; CO, particulates, and dissociation products C02, etc. It is another object of the present invention to provide a combustion system with a conversion of 100% from one pound of chemical energy to one pound of thermal energy. • It is also an object of the present invention to operate the entire power system as cold as possible and still operate as a good thermal efficiency. Another additional object of the present invention is to provide a condensation process for the purpose of cooling, condensing, separating and recovering steam as it is condensed, in the form of potable water. • Another additional object of the present invention is to provide a power generation system which uses water 20 that is not potable as a cooler and produces potable water as a byproduct of the generation of electric power. It is also an object of the present invention to provide a new cycle which alternatively provides a modified Brayton cycle during an engine operation mode, a steam-air cycle, during a second engine operation mode, and a combined cycle. during a third modality. It is also another object of the present invention to provide a combustion chamber for use in any system of • 5 turbine power generator so that the power system produces electrical energy at a higher efficiency and a reduced specific fuel consumption when compared, with the systems currently available, which use the combustion chambers currently available. 10 It is also another object of the present invention to provide • a combustion chamber which can be retrofitted in the current combustion systems of hydrocarbon fuel by replacing the combustion chambers currently used and eliminating the need for equipment to combat pollution (catalytic converters, new fuel burners and cleaning systems), while increasing the efficiency of operation and reducing contamination in the expulsion streams. It is another object of the present invention to provide a system power generation turbine which provides a significantly higher usable power per shaft (net power that can be used) when compared to Brayton cycle systems that burn an equivalent amount of fuel.

It is still another object of the present invention to provide a power generation system which produces electrical energy at a general efficiency significantly greater than 40%. It is another object of the present invention to provide a system • 5 power generation which burns hydrocarbon fuels in a more efficient way to produce less greenhouse gases (CO2). It is also another object of the present invention to efficiently provide large quantities of steam at any temperature and at the desired pressure. According to an example embodiment of the present invention, which we refer to as the VAST cycle, in an internal combustion engine. This motor includes a compressor configured to compress ambient air in compressed air having a pressure greater than or equal to six atmospheres, and having a high temperature. A combustion chamber connected to the compressor is configured for the stepped supply of compressed air from the compressor to the combustion chamber. Separate fuel injection and liquid controls are used to inject fuel and liquid water respectively into the combustion chamber as necessary and where necessary. The amount of compressed water, compressed air, fuel and water injected and the temperature of the injected water and the point of injection into the combustion chamber are each controlled independently. As a result, the average combustion temperature, and the ratio of fuel to air (F / A) can also be controlled independently. The injected fuel and a controlled portion of the compressed air are burned, and the heat generated transforms the water injected into steam. When the injected water is transformed into steam, the latent heat of water vaporization reduces the temperature of the combustion gases that leave the combustion chamber. A quantity of water significantly greater than the weight of the burned fuel is used. However, the mass of air that feeds the system is significantly reduced. As a result, the mass flow of the working fluid generated by the combustion can vary from 50% to mass flows greater than 200% in the current systems using the same amount of fuels that are used in most of the conditions of operation 5 The working fluid consisting of a mixture of a small amount of non-burning components of 79% that are not oxygen of the compressed air, the products of the combustion fuel and the water vapor are thus generated in the chamber of combustion during combustion at a predetermined combustion temperature, and a temperature profile of the combustion chamber. Substantially all temperature control is supplied by the latent heat of water vaporization. Only any excess is provided to ensure complete combustion, and is not supplied for cooling purposes. This working fluid can then be supplied to one or more work motors, to carry out a useful work. Alternatively, the working fluid which is a high temperature and high pressure steam can be used directly, such as in the injection into oil wells to increase the flow, as a • heat source for distillation towers or other equipment which uses steam for the operation. In more specific embodiments of the present invention, an igniter igniter is used to start the engine. The engine can also be operated in a cycle whether open or closed; and in In the last case, a portion of the exhaust from the working fluid can be • recovered. The temperature of the flame and the combustion profile of the chamber are monitored using temperature detectors and thermostats located throughout the combustion chamber. In addition, a computerized control system can be used feedback to monitor the gaseous components of the exhaust jet and the operating conditions and supply ranges can be adjusted automatically in order to minimize the NOx and CO in the exhaust. When the present invention is used, the temperature of The combustion is reduced by the combustion control so that the stoichiometric combustion and the equilibrium of the chemical reaction in the working fluid are achieved. All the chemical energy and the vaporization of the water to form the vapor create a cyclonic turbulence that helps for the molecular mixture of the fuel and the air so that a more complete combustion is effected. The injected water absorbs all excessive heat energy, reducing the working fluid temperature to the maximum at the maximum desired operating temperatures of the working motor. When the injected water is transformed into steam, it assumes the pressure of the chamber • 5 combustion without additional work for compression and without additional entropy or enthalpy. Careful control of the combustion temperature profile prevents the formation of gases and compounds that cause or contribute to the formation of atmospheric smog, and by virtue of the increased operating efficiency, the capacity of greenhouse gases generated by the usable energy produced. In another embodiment of the present invention, electrical energy is generated using non-potable water as a cooler, drinking water being produced as a by-product of the generation of power or steam. In a third embodiment of the present invention (a new cycle) the engine can operate in three different modes. When the engine is operated in excess of the previously determined RPM (for example at high RPM), the water injection and the amount of compressed air burned remain constant as the engine RPM increases. At an intermediate speed, for example between the first RPM (high) and the second RPM (low) previously determined, the proportion of fuel water is increased as the amount is decreased of excessive air. When the engine is operated at several speeds lower than the previously determined second RPM (for example low RPM) the proportion of water to fuel injected is kept constant and the amount of compressed air burned remains constant, with excessive air being substantially eliminated. The use of this new cycle results in increased power at lower rpm, slow idle speed, rapid acceleration and combustion of up to 95% of compressed air at low rpm. A more complete understanding of the present invention and the additional objects and advantages thereof, may be achieved by consideration of the accompanying drawings and the following detailed description of the invention. The scope of the present invention is set forth with particularity in the appended claims.

Brief Description of the Drawings. Figure 1 is a block diagram of a steam-air turbine engine according to the present invention; Figure 2 is a schematic diagram of the preferred combustion chamber; Figure 3 is a cross-sectional view along line 3-3 of Figure 2; Figure 4 is a block diagram of a steam-air turbine engine including means for the recovery of potable water in accordance with the present invention; Figure 5 is a schematic drawing of one embodiment of theERY • 5 steam-air turbine engine illustrated in the block diagram of Figure 4. Figure 6 is a schematic drawing of a second embodiment of the steam-air turbine engine with features incorporating the drinking water recovcapabilities of the present invention. • Figure 7 is a graph showing the effect of the thermal efficiency pressure ratio for the steam-air turbine engine of Figure 1. Figure 8 is a graph illustrating the effect of the pressure ratio 15 on the specific fuel consumption of the steam-air turbine engine of Figure 1. Figure 9 is a graph showing the effect of the • Pressure ratio in the turbine power for the steam-air turbine engine of Figure 1. Figure 10 is a graph illustrating the effect of the net power pressure ratio for the steam-air turbine engine of Figure 1.

Detailed Description of the Invention. 25 A. Basic Configuration of the Present System.

Referring now to Figure 1, a gas turbine engine embodying the teachings of the present invention is schematically illustrated. The ambient air 5 is compressed from the compressor 10 at a desired pressure giving as • 5 result compressed air 1 1. In a preferred embodiment, the compressor 10 is a typical two- or three-stage compressor well known, and the ambient air 5 is compressed at a pressure greater than about four (4) atmospheres, and preferably 10 to 30 atmospheres. The temperature of the compressed air depends on the compression ratio. At a compression ratio of 30: 1 the • Compressed air temperature is approximately 1424 ° R (964 ° F) (518 ° C). The compressed air flow 1 1 is controlled by means of an air flow controller 27 for the combustion chamber 25. combustion chambers are well known in the art. However, in the present invention the compressed air 1 1 is supplied in a combustion chamber 200 in a staggered manner and • circumferential by means of flow control 27 illustrated in Figure 2 and described in more detail below. The stepped air supply allows control and limitation of combustion temperature (flame temperatures) throughout the combustion chamber 25. Normally high peak temperatures are reduced while still producing the same total energy production of the combustion.

Fuel 31 is injected under pressure through fuel injection control 30. Fuel injection control is well known to those skilled in the art. The fuel injection control 30 used in the present invention may consist of a series of single or multiple single fuel feed nozzles. It uses a pressurized fuel supply (not shown) to supply the fuel, which can be any conventional hydrocarbon fuel such as # 2 diesel fuel, heating oil, preferably sulfur-free, wellhead oil, propane, natural gas , gasoline and alcohols such as ethanol. Ethanol may be preferable in some applications because it includes or can be mixed with at least some water, which can be used for combustion cooling products, thereby reducing the requirement for injected water. Ethanol-water mixtures have a much lower freezing point thus increasing the ability to use the engine in climates which have temperatures below 32 ° F (0 ° C). The water 41 is injected under pressure, and in a range previously established but adjustable by means of a pump controller by the water injection control 40, and can be atomized through one or more nozzles, within a feed stream of the air, descending combustion in the combustion chamber 25, or within the flame if desired, as will be explained in more detail below. The temperature inside the combustion chamber is controlled by the combustion controller 100 operating in • 5 together with other elements of the present invention detailed above. The combustion controller 100 can be a conventionally programmed microprocessor with digital logic support, a microcomputer or other well-known apparatus for monitoring and monitoring in response to the signals of feedback from the monitors located in the • combustion chamber 25, exhaust jet 51 (expanded working fluid 21) or associated with the other components of the present system. For example, the pressure inside the combustion chamber 25 can be maintained by the air compressor 10 in response to variations in the engine rpm. Temperature detectors and thermostats 260 (for clarity purposes only illustrated 1) inside • from the combustion chamber 25 the temperature information is provided to the combustion control 100 which then directs the water injection control 40 to inject more or less liquid water as needed. In a similar way, the mass of working fluid is controlled by means of the combustion control 100 by varying the mixture of fuel, water and air burned in the combustion chamber 25.

There are certain well-known practical limitations which regulate the maximum acceptable combustion temperature. Among these considerations is the maximum turbine inlet temperature (TIT) which can be accommodated by any • 5 system. To effect the desired maximum TIT, the water injection control 40 injects water as necessary to the working fluid 21 to maintain a constant temperature within acceptable limits. The injected water absorbs a substantial amount of heat from the combustion flame through heat latent vaporization of said water as it is converted into • steam at the temperature of the combustion chamber 25. For the ignition of the fuel injected into the combustion chamber 25, a pressure ratio greater than 12: 1 is needed to effect self-compression ignition. However, it can use a standard igniter igniter 262 with lower pressure ratios. As mentioned above, the controller of • 100 combustion independently controls the amount of compressed air burned from the air flow control 27, the control of fuel injection 30 and the water injection control 40 as to burn the injected fuel and substantially all the oxygen of the compressed air. At least 95% of the oxygen in the compressed air is burned. If less than 100% O2 is burned then sufficient O2 is available to complete the link stoichiometric and for acceleration. When 100% of the air is consumed in the combustion process, forming C02, there is no oxygen available to form NOx. The heat of combustion also transforms the water injected into steam, thereby resulting in a working fluid 21 consisting of a mixture of • 5 components of non-combustible compressed air, combustion fuel products and steam that are being generated in the combustion chamber. The compressor 10 can supply pressure ratios from about 4: 1 to about 100: 1 the TIT temperature can vary from 750 ° F up to 2300 ° F (399 ° C to 1260 ° C) is being dictated the upper limit • for material conditions. However, a higher TIT can be supplied and the turbine is made of material such as ceramics or other refractory materials, which can withstand high temperatures. A working motor 50, generally a turbine, is connected to and receives the working fluid 21 from the combustion chamber 25 to perform the useful work (such as by rotating the shaft 54 for example) which in turn drives a load such as a generator 56, which produces the electric power 58, or the air compressor . Although the present invention explains the use of a turbine as a work motor, those skilled in the art will appreciate that by synchronizing a Wankel cam, or other type of work motors these can be driven by the working fluid created by the motor. present invention.

Due to the pressure differences between the interior of the combustion chamber 25, and the exhaust of the turbine, the working fluid expands as it passes through the work motor 50. The expanded working fluid 51 is expelled by the control of escape • 5 60 at variable pressures, generally from 0.1 atmospheres to approximately 1 atmosphere, depending on whether a closed cycle with vacuum pump or open cycle is being used. However, higher exhaust pressures are possible. The exhaust control 60 may also include a heat exchanger 63 and / or condenser 62 to condense the vapor 61 coming from the fluid of • expanded work 51 as well as a recompressor 64 to eject the expanded working fluid 51. The steam condensed in the condenser 62 comes out in the form of drinking water 65. Figure 2 illustrates a schematic diagram of a preferred combustion, in which it incorporates the features of the present invention, having an inlet end 198 and an exhaust end 196. In the illustrated embodiment, the • combustion comprises three concentric stainless steel tubes 202, 206, 210 and the inlets for air, water and fuel. The tube inside 202 is the longest of the tubes, the middle tube 206 is the shortest of the tubes and the outer tube 210 is a tube of an intermediate length. The inner or central tube 202 in the particular embodiment has an inside diameter of 5 inches (12.7 cm) and a wall thickness of about 1/2"(1.27 cm). approximately one inch airflow space between each of the inner tube 202, the middle tube 206 and the outer tube 210 (the inner air flow space 204 and the outer air flow space 208, respectively) . The inlet end of the middle tube 206 and the outlet tube 210 each have a hemispherical head 224, 226 connected to the circumference of each respectively to form a closed space 228, 230 contiguous with the space between the tubes 204, 208 creating a flow path as described below, from the outside of the combustion chamber 200, through the space between the outer tube 210 and the middle tube 206 (the outer air flow space 208) and then between the middle tube 206 and the inner tube 202 (the interior air flow space 204) and through the burner 214. Covering the inlet end or head 212 of the inner tube 202 as illustrated in Figure 3, there is a plate air supply 232 to which the connected tubes are attached which comprise the burner 214. The burner 214 is formed by three concentric tubes being the burner tube 216 of 2 inches (5.08cm) in diameter, the central burner tube 218 of 3 inches (7.62cm) in diameter and the outer tube 220 of approximately 4 inches (10.16cm) in diameter. The burner tubes 216, 218, and 220 are progressively longer in length so that the straight line connecting the inner ends thereof forms a flame-containing cone 222 with the cone angle 222 being approximately 50 to 90. degrees.

The inlet end of the central tube of the burner 216 extends into the air supply chamber 228 formed between the hemispherical head 224 in the middle tube 206 and the inlet end of the center tube 202. As illustrated in the Figure 3, • a second air feed plate 236 with holes 234 thereon covers the inlet end of the inner tube of the burner 216. Furthermore, the holes 234 are distributed around and around the periphery of the outer surface of the inner tube of the burner 216 where it extends into the feeding chamber of air 228. Centrally located and passing through the • hemispherical heads 224, 226 of the second air feed plate 236 is the injection nozzle and fuel 218 positioned to supply fuel from the outside of the combustion chamber 200 inside the inlet end of the other inner tube of the burner 216 wherein the fuel is mixed with air passing inside the inner tube of the burner 216. The air for combustion is fed to the desired pressure through one or more air inlets 240 in the outer hemispherical head 226 Then the air flows along the flow space outside of air 208 between the middle tube 206 and the outer tube 210 of the inlet end 198 to the exhaust end 196 where the end plate of the exhaust 242 is encountered which unites, in a leak-proof manner, the end 196 of the outer tube 210 to the outer surface of the inner tube 202. Then it flows to through the interior space for air flow 204 back to the inlet end 198 where the air, now further heated by the radiant energy of the outer surface of the inner tube 202, enters the air supply chamber 228 ^ for additional distribution through holes 234 and inside of the burner 214. The proportion of air flow in and through the respective portions of the burner is defined by the respective areas of the holes 234 within said areas. As best illustrated in Figure 3, the number of holes 234 and the cross sectional area of each One of the holes is selected, in a preferred embodiment, so that the holes 234 in the second air supply plate 236 and the side wall of the inner tube of the burner 216 comprise 50% of the hole area, which feeds to the first burner zone 250, and the holes in the feed plate of air feeding in the space between the inner tube of the burner 216 and the inlet end of the central tube 202 constitutes the remaining 50% distributed so that 25% of the open area is in the holes 234 of the power supply plate. air over the space between the inner tube of the burner 216 and he tube medium or central burner 218, feeding the second burner zone 252, 12.5% of the open area is through the holes 234 within the space between the middle tube of the burner 218 and the outer tube of the burner 220, feeding the third burner area 254 and the remaining 12.5% of the open area is through the holes 234 within the space between the outer tube of the burner 220 and the inner tube of the burner 202 feeding the fourth zone of the burner 256. Accordingly, a defined amount of fuel is fed through the fuel nozzle 218 directly within the first zone of the burner 250. A stoichiometric amount of air, or a slight excess in a desired combustion pressure and having an elevated temperature generates the heat as a result of the compression and, if so desired against the current with heat exchanger with hot gases that out of the combustion chamber is fed into the closed space 230. The air flows through the air flow outer space 208 and the interior space of the air flow 204 where radiated heat from the inner tube 202 is collected again. once the combustion has started. This air that has now heated is further distributed through the holes so that the fuel is burned in oxygen by 50% of the air supply entering the first zone of the burner 250. As the flame that needs the oxygen enters the second zone of the burner 252, an additional amount of oxygen is consumed in the next 25% of the air; in a similar way, the next 12.5% of oxygen in the air is consumed by the flame in the third burner zone and the remaining 12.5% of oxygen in the air is consumed in the fourth burner zone 254, resulting in stoichiometric combustion enters the equilibrium chamber 258.

The temperature of the flame, and the temperature profile of the combustion chamber is monitored by thermocouples, or other temperature sensors 260 located throughout the combustion chamber. Locations of temperature sensors 260 in Figure 2 are representative only and may be in several different locations in the center and on the walls of the tubes as required. In order to control the temperature of the flame and the temperature profile in the liquid water of the combustion chamber (not steam), water is injected through the nozzles 201 into the combustion chamber in different locations. Figures 2 and 3 show different water nozzles 201 which are used to transfer the liquid water from the outside of the combustion chamber into the equilibrium chamber 258 of the chamber combustion. As best illustrated in Figure 2, several sets of water nozzles 201 are placed along the length of the combustion chamber. In a preferred embodiment, at least three sets of nozzles 270, 272, 274 are used and each set includes three nozzles 201 with the three nozzles 201 only at a temperature less than 180 ° of the circumference and at least two sets in one 180 ° different from the circumference to cause the mixing flow, and possibly the vortex flow in the working fluid passing through the length of the balance chamber 258. Although the nozzles are shown as radial to the inner tube of the combustion chamber, in order to create greater turbulence as the water enters the equilibrium chamber, this becomes steam and expands, the nozzles can be placed in any number of angles different from the central axis of the the combustion chamber to create a more tangential flow or to direct the material injected downwards. The water control 40, in coordination with the control valves (not shown) in each of the nozzles 201, or in each set of nozzles 270,272,274 controls the amount and location of the water introduced through the respective nozzles 201 into the balance chamber 258 and, at the same time, the temperature at specific points of the chamber 258 and the temperature profile therein. Under normal operating conditions, a smaller amount of all nozzles 201 may be injecting water at any time. Figure 2 also illustrates at least one water nozzle 201 for supplying water to the air supply chamber 228 to add steam to the prior art of the air being reactivated with the fuel. In addition, the additional nozzles can feed water into the indoor or outdoor airflow space 204, 208. The ultimate goal, which has been demonstrated by the actual operation of the combustion chamber is to limit the temperature in the equilibrium chamber 258 and in the areas of the burner 250, 252, 254, 256 so that it is not greater than about 2200 ° F to 2600 ° F (1204 ° C to 1427 ° C) thereby avoiding or significantly limiting the formation of NOx while that sufficient residence time is provided at a temperature above 1800 ° F (982 ° C) to allow complete conversion of the combustion fuel to CO2. Additionally, more downstream water nozzles can be added as desired to add additional water • 5 if, it is desired to feed a steam turbine instead of a gas turbine, or the ultimate goal is to produce large quantities of high pressure steam, and high temperature. In such cases, the proportions of combustible water as high as 16 to 1 have been demonstrated without affecting the stability of the flame or generating pollutants • Although the fuel injected into the combustion chamber will ignite automatically once the internal components of the combustion chamber are hot, it is initially necessary, when a chamber is started. cold combustion provide a spark ignition to start the flame. It is provided by means of the igniter 262 located in the first zone of the burner 250. Figure 3 shows • two lighters 262. However, it has been shown that a single lighter is suitable. The lighter 262 is generally a spark plug such as those used in high temperature aviation machines. However, you can use a lighter plug, a metal bar as a resistance heated at high temperature, or a flame of hydrogen ignited by spark which are also suitable to replace the ignition. Small experts in the art will easily identify alternative lighters. The construction of multiple tubes of the combustion chamber provides a unique benefit with respect to mechanical stress applied to the entire central tube 202 during operation. In the preferred embodiment explained above, the working fluid in the space within the inner tube 202 (the equilibrium chamber 258) is at elevated temperatures, possibly as high as 2600 ° F (1427 ° C), and pressures from about 4 atmospheres to greater than 30 atmospheres. Usually if they were not provided • the means to lower the temperature of the wall of the inner tube 202 or to prevent the inner tube 202 from experiencing a significant differential pressure in said wall, these operating conditions could damage the material used to construct said tube.

However, as shown in Figure 2, the air exiting the compressor 10 enters the air flow outer space 208 at a pressure substantially equal to the pressure inside the inner tube. • 202. Substantially the same pressure exiting from the interior space of air flow 204. As a result, the central tube 202, with the Except for its exhaust end 196, for all practical purposes it does not have a differential pressure applied to it. Additionally, the compressed air flowing through the interior air space 204 continuously sweeps the entire outer surface of the inner tube 202, thereby maintaining the outer diameter of the inner tube at a temperature lower than that of the workflow flowing in the equilibrium chamber 258. The only tube exposed to the full differential pressure, for example, the pressure difference between the internal pressure in the chamber ^ combustion and atmospheric pressure, if the outer tube 210 which is at the lowest temperature of the three tubes and has the greatest capacity to withstand the differential pressure. This design is effective in this way to maintain the outer tube 210 at the lowest possible temperature of what was the compressed air at the ambient temperature being fed to operate the combustion chamber * 10 at a TIT of 2100 ° F ( 1 149 ° C) the outer tube 210 is cold while operating. The pressure ratio, turbine inlet temperature, and water inlet temperature can be varied as required by the application in which the cycle is used.

VAST. Additionally, the fuel / air ratio is changed depending on the type of fuel used, in order to ensure the stoichiometric quantities and the efficiency of the systems using the combustion chamber that can be increased by the use of a compressor and designs turbine most efficient. Increasing the air supply while maintaining the fuel / air ratio constant results in a proportional increase in power output. The VAST cycle is a combination of a compressed air work cycle, and a steam cycle, since both the air and the vapor are present in the form of working fluid. Each forms a portion of the total pressure developed in the combustion chamber. In the current explanation, it should be understood that the term "working fluid" is intended to include the vapor generated by the injected water products and the fuel • 5 burned with the oxygen in the compressed air inlet, together with the air components that can not be burned and any excess compressed air which may be present, and therefore includes all products of combustion, inert components of air and vapor. The term "vapor" refers to water which is injected in its liquid condition to become a superheated vapor. The present process makes use of steam, combined products of combustion and air as a working fluid. Next we will give a brief explanation of the thermodynamic processes in the VAST cycle. The air is compressed in the compressors, generally in a two or three stage compressor 10. The output conditions at the compressor outlet 10 are calculated using the entropic ratios for compression, and the actual conditions are calculated using the 85% compressor efficiency. As explained above, the compressed air enters the combustion chamber 25 through the air flow control 27. The combustion chamber 25 burns the fuel at a constant pressure under conditions also approaching a combustion of constant temperature. The temperature is perfectly controllable since there are independent controls for fuel, air and water. The input of compressed air to the combustion chamber, after the ignition, is at constant pressure. Therefore, the combination of the air fed at a constant pressure and a fixed ratio of fuel / air in combination with the control of the TIT by means of the injection of water results in a constant pressure in the combustion chamber. Burning occurs in the combustion chamber immediately after injection of the fuel under high pressure, and produces idealized burn conditions for efficiency and to avoid air pollutants in which the fuel mixture may be richer than the first. mixture of the complete combustion, adding additional air as the burn continues, this air being added circumferentially around the fuel that is being burned, and an amount which, as a minimum, is equal to the amount necessary to complete the combustion (a stoichiometric amount), but may eventually exceed that amount necessary for the complete combustion of the fuel components. Although the stoichiometric amount of air can be introduced, an excess 5% seems to force it when it is incomplete and provides excessive oxygen for acceleration if desired. High pressure water, which can be as high as 400 psi (2.81 / 107 kg / m2) is injected by means of water injection control 40. The pressure is maintained at one level to prevent vaporization before entry to the combustion chamber. Due to the high temperatures and the lower pressure in the combustion chamber 25, the injected water is instantly converted into steam and mixed with the combustion gases. The amount of water that is added inside the combustion chamber 25 • 5 depends on the desired turbine inlet temperature (TIT) and the temperature just before the injection. Part of the heat released during fuel combustion is used to increase the temperature of the unburned (inert) portion of the compressed air from the three-stage compressor 10 for the TIT. A 10 The remaining heat of combustion is used to convert the water injected into steam. Table 1 establishes several series of operating conditions for a system using a diesel fuel No. 2. For example, referring to Example 30, where they indicated a pressure ratio of 30/1, a turbine inlet temperature of 2050 ° F (1 121 ° C), a turbine exit pressure of 0.5 atmospheres and a water inlet temperature of 598 ° F (314 ° C). The results anticipated by a computer simulation that models the projects of the system, show the efficiency of the compressor and the work motor that use just a published standard turbine efficiency of 92%. This resulted in a net power of 70 (567 KW), an SFC of 0.31 and an efficiency of 0.431. The examples calculated in Table 1 of a simulated process and listed in the Data Table show the result of the variation of the pressure ratio, the water inlet temperature and the turbine inlet temperature (TIT), which were kept constant. In a similar way, other operating conditions may be varied. For example, the water temperature can be increased, the maximum temperature being no higher than the desired TIT. Preferably, the temperature of the water is not increased to a temperature greater than about 50 ° F (10 ° C), below the desired TIT. However, for practical reasons, since the working fluid exiting the turbine is used to heat the fed water, the water inlet is generally maintained at a temperature no greater than about 50 ° F (10 ° C) below the turbine outlet temperature. If a warmer water temperature is used, the amount of water needed to reduce the combustion temperature to the TIT will be greater, resulting in a larger mass of gases flowing into the turbine and into a larger power output. . In a similar way, the TIT can be elevated or decreased. Examples 1 through 7 in the Data Table were calculated with a TIT = 1800 ° F (982 ° C). This is the maximum temperature generally accepted for turbines that do not use high temperature alloys, or hollow fin coolers, either with air or with steam. However, the use of high temperature and / or corrosion resistant alloys, high temperature composites, ceramics and other materials designed for high temperature operation, such as those used in turbine engines of jet propulsion aircraft , will allow operation at 2300 ° F (1200 ° C) or greater. Examples from 8 to 1 3, from 15 to 31 and 14, illustrate the operation at higher temperatures, ie 2000 ° F, 2050 ° F and 2175 ° F (1093 ° C, 1 121 ° C and 1 191 ° C), respectively. • 5 Examples from 1 to 5 of Table 1 show the effect on power, efficiency and SFC, increasing the proportion of compression air. The effect of reducing the outlet pressure, calculated on turbine efficiency and 85% compressor efficiency, is illustrated in Examples 2, 6 and 7. Examples 8 to 13 illustrate the effect of the air compression ratio in a system with a TIT of 2000 ° F (1093 ° C), a turbine exit pressure of 0.5 atmospheres and an inlet temperature of H20 of approximately 595 ° F (300 ° C) up to approximately 700 ° F (371 ° C), when calculated at an assumed efficiency of the 90% turbine. It should be noted that the efficiency of a 93% turbine is recovered by the currently available axial compression air turbines, and the turbine power expander train. Examples of 15 to 24 and 25 to 35 demonstrate further the effect of increasing the air pressure at two different efficiencies of the turbine. In Examples 1 through 31, the fuel is diesel No. 2 and the ratio of fuel to air is 0.066, which is the stoichiometric ratio for diesel fuel No. 2. With other fuels are required, a different fuel / air ratio to maintain stoichiometric conditions. Example 32 uses methane and a fuel / air ratio = 0.058. Because methane burns more efficiently than diesel fuel, less fuel is used per pound of air and, • As a result, less water is added. • • • • ro ro or Ül n TABLE 1 VAST CYCLE Fuel / Air = 0.660 • • ro ro Cn or cn cn • • ro cn or cn cn ro ro cn or cn cn TABLE 2 BRAYTON CYCLE Fuel / Air = 0.02020 Air / Seg # 1 Conversions from English System to Metric System for Tables 1 and 2 Turbin Turbin Cycle Cycle Cycle Cycle Ej- aHP aKW Open Open Closed Closed 13 1158 1552.3 826 1107.2 716 959.8 14 1242 1664.9 914 1225.2 805 1079.1 15 730 978.6 601 805.6 439 588.5 16 918 1230.6 715 958.4 587 788.9 17 1026 1375.3 771 1033.5 663 888.7 18 1081 1449.1 788 1053.6 665 891.4 19 1123 1505.4 795 1065.7 674 903.5 20 1154 1546.9 797 1068.4 675 904.8 21 1180 1581.8 797 1068.4 676 906.2 22 1202 1611.3 797 1068.4 676 906.2 23 1222 1638.1 796 1067.0 675 904.8 24 1239 1660.9 794 1064.3 672 900.8 25 785 1052.3 667 894.1 529 709.1 26 984 1319.0 798 1069.7 695 931.6 27 1078 1445.0 845 1132.7 737 987.9 Example 32 is also calculated at a turbine efficiency of 93%, and an inlet temperature at the turbine of 2175 ° F (1 191 ° C), both being claimed as the operating parameters of the turbines that are available on the market (the • which do not use the present invention). The effect of the change in the proportion of the compression air in the operation of the closed cycle of the systems mentioned in Examples from 8 to 13, from 1 5 to 20 and from 25 to 30, are indicated in the Figures of the 7 to 10. 10 In particular, Figure 6 illustrates the thermal efficiency, the Figure 7 illustrates the SFC, Figure 8 shows the power of the turbine and Figure 9 shows the net power. The combustion chamber of the present invention differs from prior art apparatuses in a fundamental aspect, since the The mass of the working fluid can be increased, either in constant pressure, constant temperature or both. The constant temperature is maintained by means of the combustion controller 100 through the controlled injection of water by means of the water injection control 40, in response to the temperature monitors. (thermostats) found in the combustion chamber 25. Between the combustion chamber 25, the typical combustion temperatures for liquid hydrocarbon fuels reach approximately 3000 ° F to 3800 ° F (1 199 ° C to 2093 ° C). ), when a stoichiometric amount or a small amount of air The tablet is supplied by the compressor 10. Large amounts of excess air reduce the inlet temperature in the resulting turbine, but would significantly affect the actual temperature of the burn or the ignition temperature. The practical limit of the discharge temperature of the camera • 5 combustion 25 at the same time is governed by the material resistance of the containment walls in the discharge temperature, the tolerance to the high temperature of the walls of the combustion chamber, the building materials of the power turbine, and if the fins of the turbine are cooled separately, either externally or internally. This discharge temperature is controlled • between the appropriate limits by varying a high-pressure water injection which then becomes vapor, the heat of vaporization and superheat are matched to the heat of combustion of the fuel that is being burned. (The The temperature of the fuel that is being burned is reduced to the desired TIT mainly, if it is not obtained entirely by the heat of vaporization and the superheat as the water vaporizes, and • then it gets hotter until the temperature TIT). The amount of water injected, therefore, is determined by the temperature of desired operation, being lower for high superheats, but actually maintaining a fixed operating temperature. The working pressure is kept constant by means of the compressor 10 as required by any desired speeds (rpm) of the engine.

The mixture of the working fluid resulting from the combustion gases of the non-reacted components of the air (for example, M2, C2, and steam), is then passed into the work motor 50 (usually a turbine), as explained above), where the expansion of the vapor-gas mixture takes place. The output conditions at the output of the work motor 50 are calculated using the isotropic ratios and the efficiency of the turbine. The exhaust gases and steam from the work motor 50 are then passed through the exhaust control 60. The exhaust control 60 includes a condenser where the temperature is reduced to the saturation temperature corresponding to the partial vapor pressure in the escape. The steam in the exhaust of the turbine, therefore, is condensed and can be re-pumped into the combustion chamber 25 by means of the water control 40. The remaining combustion gases are subsequently passed through a secondary compressor where the pressure is again raised to atmospheric pressure if a vacuum was used at the outlet of the turbine so that it can be expelled into the atmosphere. Alternatively, the exhaust of the turbine which is a superheated steam jet can be used directly, as will be recognized by those skilled in the art. It will be appreciated that the present invention makes substantial use of the latent heat of water vaporization. When water is injected into the combustion chamber, and steam is created, several useful results are obtained: (1) steam assumes its own partial pressure; (2) the total pressure in the combustion chamber will be the pressure of the combustion chamber maintained by the air compressor; (3) the vapor pressure has no mechanical cost except a small amount to pump in the pressurized water; (4) vapor pressure at high levels is obtained without mechanical compression except water, with constant entropy and enthalpy of steam. The conversion of water to steam also cools the combustion gases, resulting in pollution control which will be described below.

B. Control of Pollution and Efficiency Any type of combustion tends to produce products which react in the air to form smog, either in engines or in industrial furnaces, although they are of different types.

The present invention reduces or eliminates the formation of pollution products in various ways which will be discussed below. First, internal combustion engines operated with walls and heads of the cooled cylinders, have a cooling of the limit of the layer of fuel / air mixtures sufficient to result in small percentages of unburnt hydrocarbons emitted during the passage of the exhaust . The present invention avoids cooling the walls of the combustion chamber in two different ways to maintain the fuel burn temperature at an adequate level, and both of them are illustrated in greater detail in US Patent No. 3,651,641. First, hot compressed air is caused to flow through the airflow control 27 around a wall • 5 inside the combustion chamber 25 so that combustion occurs only within the small space heated above the ignition temperatures. Second, the combustion flame is protected with an air not mixed with the fuel. Therefore, a hot wall combustion is used, preferably higher than 2000 ° F (1093 ° C), in an engine that operates in the present cycle. Then, the smog products are also inhibited by means of the operation of the combustion chamber 25 within a defined temperature range. For example, CO and other products of partial combustion are reduced by high burning temperature, preferably well above 2000 ° F (1093 ° C), and retaining said products for a considerable period of residence after the start of burning. However, if too high a temperature is used, more nitrous and nitric oxides (NOx) will be formed. Therefore, neither temperatures extremely high or extremely low are acceptable to reduce smog products. The combustion controller 100 of the present invention initiates the burning of the fuel and the air at a controlled low temperature by means of the stepped burn in the burner 214, increasing thereafter. progressively during a considerable period of permanence, and then it cools it (until the burn is finished), at a previously defined smog inhibiting temperature (TIT) by the use of water injection. Therefore, combustion is first performed in a rich mixture; then enough compressed air is added to • 5 allow the combustion of the fuel to end with a minimum of excessive oxygen, and to cool the gas to a temperature below 2500 ° F (1 371 ° C), for half the time spent in the combustion chamber 25. The injection of water is added directly to the burner, the combustion chamber, or upwards by the water injection control 40 to maintain an acceptable temperature preferably in a range of approximately 2500 ° F (1371 ° C) which ensures the complete burning of all hydrocarbons before cooling them to the desired TIT. 15 In typical engines, hydrocarbon fuels are often burned in a mixture with air, a small enrichment in the liquid (for example, less than the proportions • Stoichiometric in order to increase efficiency. However, this results in the excessive production of CO and more complex products of incomplete combustion. The present invention, however, because it provides the progressive supply of air through the air flow control 27, dilutes the combustion and further reduces said smog products. Nitrogen oxides also form more quickly higher temperatures, as explained above, but can also be reduced by controlled dilution of the combustion products with additional compressed air. The combustion cycle of the present invention is compatible with the burning of the complete and efficient fuel and eliminates the • 5 products of incomplete combustion and reduce other combustion products such as nitrogen oxides. The combustion controller 1 00 allows burning of the combustion products in a considerable initial dwell time, after which the products of combustion and excessive air are cooled to an acceptable working temperature of the motor, which can be in the range of 1000 ° F to 1800 ° F (538 ° C to 982 ° C) and even higher as 2300 ° F (1260 ° C), if the materials Suitable construction materials are used in the turbine, or can be as low as 700 ° F to 800 ° F (371 ° C to 427 ° C). An equilibrium condition can be created by making the combustion chamber 25 at least approximately 2 to 4 times the length of the combustion zone within the chamber of combustion. • combustion 25; however, any properly designed combustion chamber can be used. A combustion as described, provides a method of reducing the smog-forming elements, while at the same time providing a complete conversion of the fuel energy into fluid energy. The VAST cycle is a low combustion system pollution because the fuel / air ratio and the temperature of the flame are controlled independently. The control of the fuel / air ratio, particularly provides the opportunity to burn all the oxygen in the air ^ compressed (or dilute it with large amounts of compressed air, if 9 5 so desired), which inhibits the occurrence of unburned hydrocarbons and carbon monoxide resulting from incomplete combustion. The use of an inert diluent (water), instead of air, allows the control of the formation of nitrogen oxides and represses the formation of carbon monoxide formed by the dissociation of carbon dioxide at high temperature. The use of specific high heat diluents, such as water or steam, as explained above, reduce the amount of diluent required for temperature control. In the case of nitrogen oxides, it should be understood that the VAST cycle inhibits their formation in times, as with other systems, allow them to form and then try the difficult task of removing them. The net result of all these factors is that the cycle • VAST operates under a wide range of conditions with negligible levels of contamination, often below the limits detection of hydrocarbons and nitrogen oxides that use mass spectroscopy techniques. Others have tried to inject small amounts of water but have done so under conditions that are not conducive to, or incompatible with, the operation resulting in zero pollution. a reduction in efficiency.

US Patent No. 4,733,527 issued to Kidd relates to the injection of relatively small amounts of water into the combustion chamber at the same time as the fuel, and apparently into the flame itself, reducing • 5 in this way the air temperature in an attempt to reduce NOx formation. However, Kidd as well as other experts in the art, have not been able to obtain significant reduction of, or avoid the formation of, NOx. The best levels of NOx that have been demonstrated by others in a camera combustion, without catalytic converters is approximately 25 • at 30 ppm. Kidd demonstrates the best known of the prior art with the control and reduction of NOx levels to levels no lower than 30 ppm by adding water in quantities equal to, or less than, the fuel quantities, for example WFR = 1.0. In contrast, the applicants of the present invention have actually demonstrated NOx levels as low as 4 ppm with a WFR of 5.57, when the inlet temperature of compressed air • was approximately 400 ° F (204 ° C). This is established in a more complete way later. If the air temperature would have been 964 ° F (518 ° C) which is the standard exhaust temperature of a two stage compressor in a ratio of 30: 1 the WFR would have been 8.27. The ability to produce such large amounts of water is a result of the operation of a single combustion chamber, under conditions which any person in the past would have said that it was inoperable, and in which those skilled in the art have said that unacceptably low temperatures would be created, the combustion flame would be extinguished, and operating efficiency would make the equipment no longer usable as a power source for a work motor. • 5 Contrary to previous art, which operated to lower the temperature of the flame in a system that already used large amounts of air to control temperatures, the applicant generates a flame with controlled heat with a stoichiometric amount of air, and then cooled quickly the products of combustion to produce the desired composition of the exhaust. • Substantially all the cooling of the working fluid and / or the combustion temperature and the exit temperature (the exit of the combustion chamber or the inlet temperature of the turbine), is provided by the latent heat of the vaporization of the liquid injected, said liquid being water. The result is that the fuel / air mixture can be selected so that the most efficient flame can be selected from the point of view • of combustion, the products of combustion and heat generation and an operation that is not restricted by the need to produce considerable excessive air to cool the products of combustion as was the case with the prior art. In addition, the devices of the previous art controlled the pollutants by limiting the temperature of the flame. In contrast to them, the present invention allows a stoichiometric (or close to stoichiometric) of air and fuel to be used in the production of a stepped heat flare with a complete combustion to remove residual CO, followed by control of the cooling and mixing of the combustion products to the desired TIT ^, avoiding said combination the formation of NOx. In addition, a person skilled in the art knows that the amount of power produced by a power turbine depends on the temperature and mass of the working fluid entering the turbine and the pressure difference in the turbine. When an efficient, hot flame is produced by providing a stoichiometric mixture of A fuel and air (generally above 2300 ° F (1200 ° C), and substantially all the cooling is provided by the latent heat of the vaporization of the liquid water injected into it. of the combustion chamber, the injected liquid being used to reduce the exit temperature of the working fluid, to the TIT maximum for a gas turbine conduction art (1850 ° F to approximately 2100 ° F) (1010 ° C to approximately 1 149 ° C), the amount of water is approximately 5 to • approximately 8 times the weight of the fuel used, depending on the temperature of the flame and the air temperature compressed and the water that enters the combustion chamber. For a specific flame, water and air intake temperature, the amount of water supplied can be determined precisely for the desired TIT. While a gas turbine will operate in a highly efficient manner when the TIT of the working fluid is in a range of 1850 ° F to 2100 ° F (1010 ° C to 1 149 ° C), the efficiency can be improved by using a higher TIT. The current limit factor is the construction materials of the current turbines. The increase in the mass of the working fluid that enters the turbine while decreasing its temperature by injecting large volumes of water to produce the preferred TIT, significantly increases the efficiency of electric power production by the turbine. This is released using the invention of the present applicants in cases where excessive air is substantially eliminated resulting in a hot flame. Rapid cooling to the preferred TIT by means of water injection results in improved efficiency for the production of useful energy, while at the same time preventing the formation of undesirable contaminants such as NO and NO2 due to the almost complete elimination of excess O2 available for nitrogen oxidation. Table 1 of the specification lists the selected operating conditions, the results generated by 32 different operating conditions. In all cases the efficiency is greater than, and the specific fuel consumption is lower than that of the prior art engines, operating with the same amount of fuel. In Table 2, examples 33 through 40 illustrate the simulation results of the Brayton cycle motors, operating with the same amount of air at an air / fuel ratio = 0.02020. Computer simulation has shown that the engine of the present invention will operate 10% more efficiently, and fuel consumption will be 10% less than that of engines operating without the claimed invention. The actual operation of a combustion chamber under the conditions, produced a working fluid with NOx and CO lower than 1 • 5 ppm, and unburned fuel (HC). A combustion efficiency of 99 to 100% was obtained. The combustion chamber operated in a stable manner (without evidence of flame instability or temperature fluctuation), with water / fuel ratios used for the effects set forth in Table 3. A 10 Table 3 presents the data obtained for a VAST combustion chamber manufactured and operated in the manner described in the present description using diesel No. 2 as fuel and under the conditions set forth in examples 3, 1 3, 20 and 30, with the exception that the outlet pressure was 1 .0 atmospheres. ro ro cn or cn cn TABLE 3 The exhaust gas was analyzed using an Enerac 2000 marketed by Energy Efficient Systems, calibrated for O2, NOx and CO and fuels (unburned fuel) by the supplier. The Enerac 2000 was connected by a copper tube to a • 5 test port located in the TIT position in the combustion chamber. Table 3 shows a list of various operating parameters and gas composition readings. The values that are They have given fuel, air and water are in pounds for j ^ 10 seconds. The TIT corresponds to the entry temperature of the turbine. Calculations of the air / fuel ratio and the water / fuel ratio are also included.

The seven lines of the bottom half of Table 3 reflect the values measured by Enerac 2000 (fuels, NOx, CO, O2) and 15 the values calculated for the efficiency of burning, CO2 and excessive air. The manufacturer of the Enerac 2000 has indicated that the burning efficiency is artificially low because the particular unit # used is an older unit which does not have a correction in Depending on the operating conditions in each test, the NOx was less than 9 ppm, and the CO was not detected with the recorded levels of NOx as low as 4 ppm and the readings observed on the digital display of the test unit for the • 5 other data points were as low as 3 ppm. Although the water / fuel ratio for the test illustrated was from 4.75 to 6.88, water / fuel ratios as high as 9.36 were recorded without a stable operation in the combustion chamber. In addition, the air intake was ^ 10 of approximately 400 to 500 ° F (204 ° C to 260 ° C). When the inlet temperature is higher than 900 ° F (482 ° C), which is the normal temperature for a two-stage compressor with an outlet pressure of 30 atmospheres, at least an additional 2 pounds of water per pound of water was required. fuel to maintain the temperature of the flame in the desired range. The exhaust gases leaving the conductor, when operated under the conditions set forth in Table 3 of the present description with the indication of 0 ppm of CO, when visibly observed were completely clear and transparent without smoke vapor or observable particulate material . In addition to the visual distortion due to the heat of the exhaust jet, there was no visible indication that diesel fuel number 2 was being burned at all. The combustion chamber 25 represents a mechanism for using heat and water to create a high temperature working fluid without the inefficiencies that result when, in order to generate steam, the heat is transmitted through a heat exchanger to a heat exchanger. instant vaporizer or a boiler. The addition of water instead of only heated gas to the products of combustion • 5 represents a means to use a liquid source to produce the gas, the instantaneous transformation of water into steam that provides a very efficient source of mass and pressure, and at the same time provides tremendous flexibility in terms of temperature, volume and the others factors which can be independently controlled. further, the water injected when it is added directly into the combustion chamber to extinguish the combustion process, significantly reduces the pollution resulting from most combustion processes. 15 In addition, the amount of available NOx nitrogen is reduced significantly. Only 30% of all nitrogen is found in the combustion gases burned in the combustion chamber 25 compared to an open cycle of normal air dilution in a Brayton engine of any shape and model because it is used water instead of excessive air to cool and the amount of air fed into the system is therefore significantly reduced. In particular, about a third of the air is fed into the combustion chamber. As will be explained below, this significantly reduces the energy expended in compressing the air fed.

In addition, the injected water expands rapidly as it becomes steam, the volume increases to 30 atmospheres, being greater than 50/1. • 5 Water Injection. The water injection control 40 controls the pressure and volume of the water 41 injected through the nozzles 201, arranged to spray a fine mist of water into the chamber. The water can be injected into the combustion chamber in one or more areas, including: atomization at the air inlet before the compressor 10, being sprayed into the compressed air jet generated by the compressor 10, sprayed around or into the fuel nozzle or a multiplicity of fuel nozzles, sprayed inside the combustion flame in the chamber of combustion 25, or within the combustion gases at any desired location, or downstream of the combustion gases before their passage to the work motor 50. Other injection areas may be readily envisioned by those skilled in the art. As described above, the amount of water injected is based on the temperature of the combustion product and the desired maximum temperature and the temperature profile in the equilibrium zone 258 monitored by the temperature sensors 260 in the combustion chamber 25. The amount of water injected also depends on the system to use the VAST cycle. For example, if the water is recycled as for use in a motor vehicle, the water is cooled as much as possible to obtain a usable balance between the total water used and the power output, for example, if the inlet temperature of the water is lower and the TIT higher, you can use a • Smaller volume of water to reduce the combustion temperature to the TIT. On the other hand, if producing potable water from saltwater or contaminated water is the main purpose of the system, as will be explained below, while generating electrical energy, the water inlet temperature would be increased as as high as possible while the TIT would be decreased. • Increased Available Power. Using the VAST system with water injection, a stoichiometric amount of air, or a slight excess of air, was fed. The The amount of air fed is significantly reduced, when compared to a system that burns the same amount of fuel and operates in accordance with the Brayton cycle (without • injection of water, producing cooling through excess air). The VAST system therefore requires a much compressor smaller than the Brayton cycle combustion chamber and, consequently, that portion of the energy generated by the turbine which is used to drive the compressor is significantly reduced. For example, if an amount approximately one third of that used in the Brayton cycle is used, it can be use a smaller compressor with approximately one third of the power requirements. The energy which would have gone to power the largest compressor is now available as an energy to supply to the customer, or operate additional equipment. • Examples from 36 to 40 list the calculated values for a power system that operates according to the Brayton cycle. This data can be compared with the Examples from 25 to 31 in the operation (1 # / second air) (0.454 Kg / s) under the same conditions according to the VAST system. The significant difference in the turbine's available power is of particular importance, with a significant additional amount of the system operating without the VAST combustion chamber being available. More specifically, using the requirements of fuel of the NACA tables for diesel fuel number 2, the Brayton cycle requires 0.0202 Ibs / sec < - > for each pound of air. However, the stoichiometric requirement (without excess air, and • all fuel and oxygen consumed) is 0.066 pounds (29.94 g) of diesel per pound of air. In other words, when they are burned 0.0202 pounds (9.16 g) of diesel, oxygen consumes only oxygen of 0.306 pounds (138.8 g) of air. For equal amounts of fuel, ie 0.066 pounds (29.94 g) of diesel, the VAST system consumes one pound (0.453 Kg) of air while a Brayton cycle system uses 3.27 pounds (1.48 Kg) of air. However, the VAST combustion chamber requires 0.5463 pounds (0.248 Kg) of water when operating at a TIT of 2050 ° F (1 121 ° C) for a total mass flow to the turbine of 1.6123 pounds (731. 3 g) compared to 3,336 pounds (1513 kg) for the cycle ^ _ Brayton. Because the power output of the turbine depends on W 5 the mass fed in the turbine, in order that the turbine generates the same amount of energy, the combustion chamber VAST requires that the total mass is approximately doubled (2.07 times) by increasing all the power components proportionally and the amount of air at 2.07 pounds (0.939 Kg). * 10 Comparing this, with 3.27 pounds (1.48 Kg) < (4.16 g / s per gram of air) > required with the Brayton, 1 .2 pounds (0.544 Kg) less air is required, and a compressor of 63.3% of the size of the Brayton cycle is used and the energy needed to operate the compressor to supply the required air is reduced by 36.7%.

Diesel number 2 releases 1936 BTU / lb (1 .25 KWH / Kg) when fully burned. Then it can be calculated that 0.066 pounds (29.94 g) of diesel number 2 when burned generates 1808 burned horsepower (1349 KW). Example 30, operating at an efficiency of 43.1%, generates 776 horsepower (571.4 KW) while the Brayton system operates at a lower efficiency assuming that it operates at the same efficiency, the rest of the burned power is required to operate the compressor. Therefore, the compressor to produce 3.27 pounds (1.48 Kg) of water requires 1042 horsepower or 318.65 horsepower < - > per pound of air. Therefore for the same amount of fuel it can be calculated that approximately 723 horsepower (539.3 KW) is available in the form of additional energy available for the shaft. Another way to compare systems, if operated • a turbine with a current single-axis compressor, and the VAST combustion chamber was used to replace the combustion chamber that operates under the Brayton cycle, enough mass would be generated to drive the turbine in the same way as in the past. However, because you must burn additional fuel to consume all the oxygen produced and the additional water • added to control the temperature of said additional burned fuel, sufficient excess mass was generated in the desired TIT to drive a second turbine of a size at least 50% of the first, or a significant amount of additional higher temperature, high pressure steam are available for other power applications.

Other Modalities of the Present Invention. 1) Power plant that includes water purification. 20 In the case of electric power generation using water, brackish water, or contaminated groundwater, or well water as a cooler, the cycle can be opened as for electrical power, and water used as illustrated in Figures 4 and 5. The water supply 41 moved by a pump 42, is heated as it passes through the condenser 62 and the countercurrent heat exchanger 63 for the hot working fluid that exits and is vaporized instantaneously in the combustion chamber 25 or 200 as described above. Increasing the diameter of the combustion chamber, it is also possible to reduce the speed 5 of the working fluid and therefore allow the easier removal of the materials or sediments transported by the water. The general operating temperature of the combustion chamber is 1,500 ° F (816 ° C) at 2300 ° F (1260 ° C). Salt water or brackish water is the power source of this temperature and M 10 is above the melting point but significantly below the boiling point of seawater salts (85% of sea salt is NaCl, a An additional 14% is composed of MgCl2, MgSO4, CaCl2 and KCl). When the water turns into vapor, the dissolved inorganic pollutants rain in the form of a liquid, and the organic pollutants are burned. For example, NaCl melts at a temperature of 1473 ° F (801 ° C) and boils at a temperature of 2575 ° F (1413 ° C), the other salts have lower melting points and higher boiling points. As a result the dissolved salts are easily collected along the wall from the bottom of the combustion chamber, and the liquid salts can be removed by means of a screw assembly at the bottom of the combustion chamber, fed through an extruder and die, where they can be formed into sticks or pills , and sprayed through the nozzles, using the pressure of the combustion chamber as the driving force, inside a cooling chamber where the waste material can be deposited in a waste collection container 80 in the form of flakes, powder, or pellets of any size or shape desired by means of the selection of the dimensions and configuration of the • 5 appropriate spray nozzle. Because salt water is exposed to extremely high temperatures in the combustion chamber, the recovered salt is sterile and free of organic matter. Water in the order of 6 to 12 times the fuel by weight is atomized inside the combustion flame and vaporized in At 10 milliseconds. The salt and the impurities included in the vapor are separated from the steam and then crystallized, precipitated and / or filtered leaving behind a clean steam. The mechanism of collection of salt or waste and removal 80 can be achieved by any of a number of well known means from the combustion chamber 25, such as by a longitudinal rotary auger. This bit is sealed so as not to divert much of the pressurized working gases as it rotates and removes the precipitated salt. As mentioned above, an alternative is to spray the wasted or moist salt through the spray nozzles inside the collection tower or extrude the salt 81 in threads or bars which can then be cut into the desired sizes. Still a further alternative is to drain the melted salt directly into molds to form blocks of salt 81 which are then easily transported and used in chemical processing, reprocessed for recovery or discarded in some other way. The resulting working fluid, which now includes a clean water vapor can be fed into one or more turbines • 5 steam or gas. After production of the work by means of the steam gas expansive mixture, a condenser 62 condenses the steam 61 resulting in a drinking water source 65 which can be used. Using this open cycle and in pressure ratios from 10: 1 to 50: 1 or greater, electrical A 10 energy can be generated with good efficiencies and a specific fuel consumption. Figure 6 illustrates a second mode in the unit using the VAST cycle. In this mode, the efficiency of the system is further increased by capturing the additional heat of waste of the combustion chamber 25. The combustion chamber 25 is enclosed in a double-deck heat exchanger 90. In the version shown, the hot compressed air 1 1 leaving the compressor 10 passes through the cover 92 which immediately surrounds the combustion chamber 25 before enters the combustion chamber 25. The cold water 41 is fed to the second cover 94 which surrounds the first cover 92. In this way the air 1 1 absorbs the additional heat normally lost from the combustion chamber 25 and the water incoming 41 absorbs some heat from the compressed air 1 1. An additional benefit, since the air 1 1 is at a high pressure is that the pressure differential across the entire wall of the combustion chamber 25 for example the difference between the interior of the combustion chamber and the ambient conditions as illustrated in Figure 5 , or the difference between the inside of the combustion chamber, and the air • 5 compressed 1 1 is significantly reduced, thus reducing the stress on the wall of the combustion chamber from the combination of high temperature and high pressure. The water 41, after passing through the outer cover of the combustion chamber 94 then follows through the condenser 62 and the heat exchanger 73 to acquire the desired injection temperature. Care is taken to keep the water under a pressure possibly as high as 4000 psi < - > so that, as the water is heated it becomes vapor before it is injected into the combustion chamber 25 which is a higher temperature, and in most cases, at a lower pressure than superheated water 41. The purification of contaminated waste products • or the treatment of solid, liquid or gaseous waste products from commercial processes resulting from the products that are used in the production of energy as a derivative are also potential applications of an engine that employs the VAST cycle. Waste water from dried solid waste products can be used in this invention, resulting in filtering the water used as a derivative. The fuel materials are additional fuel to burn in the combustion chamber 25, and dry inorganic waste products can then be used to create fertilizers. As will be appreciated, others • 5 chemicals can be extracted from solid and liquid products using the present invention. The treatment of sewage is also an application. Other applications include water softening, steam source in conjunction with well drilling operations in the field, and well production, irrigation water recovery and recycling along with fertilizers and minerals drained from the dirt , solid municipal waste, etc. 2) Aviation Engines. The VAST cycle just described, particularly when operated with recycled water, is particularly efficient and has a relatively low fuel consumption when used in commercial aviation which generally operates in a range of 30,000 to 40,000 feet (9 , 144 m to 12,200 m). In said elevations the ambient pressure is 0.1 to 0.25 atmospheres or lower and the ambient temperature is well below 0 ° F (-17.8 ° C). The data of the open cycle of Examples 5 to 7 illustrate the benefit of the decrease in turbine output pressure. To generate lower turbine output pressures than the atmosphere, such as when operating the system at sea level, a vacuum pump is required at the turbine outlet. This pump, which consumes the energy generated by the system, reduces the usable energy and efficiency of the system. Removal of the vacuum pump from the turbine outlet • Operating it in an environment with pressures below the atmosphere such as at elevations greater than approximately 30,000 feet (9140 m) increases the usable power output of the system, and therefore reduces fuel consumption. In addition, if the water in the system is going to be recycled, the air at room temperature can be used to condense and cool the outlet gas stream, and separate the water, for recycling by reducing the amount of energy used to recover the heat. 3) Steam generation and steam / energy congeneration. It is also contemplated that the combustion chamber and its control systems together with a suitable compressor can be used without the power turbine only for the generation of high temperature, high pressure steam, the generation of potable water, or the recovery of valuable inorganic materials dissolved in the water. Alternatively, one or more gas and / or steam turbines designed to produce a desired amount of electrical energy can be coupled to the combustion chamber to produce a high temperature, high temperature vapor mixture in the form of a jet. lateral directly from the camera combustion.

Claims (38)

1. CLAIMS. Having described the present invention, it is considered as a novelty and therefore the content of the following REIVINATIONS is claimed as property: • 1 . A power generating system which comprises two points. A compressor (10) for compressing ambient air in compressed air having a high temperature and pressure; 10 A combustion chamber 25 connected to the compressor (10); • A working motor (50) connected to the combustion chamber; A first injector mechanism (218) for injecting fuel into the combustion chamber (25); A second injector mechanism (201) for injecting controlled quantities of the non-flammable liquid into the combustion chamber (25); • Further characterized in that the combustion chamber (25) comprises: a first burner zone (250) located in the upper end of the combustion chamber (25) At least one original burner zone (252) located in the lower part of the first burner zone (250); and further characterized because it includes: An air feed mechanism (236) for admitting a portion of the total compressed air available within the first burner zone (250), and A second air feed mechanism (232) for admitting the remainder of the total available compressed air within of one or more of the lower areas of the burner.
2. 2. A power generating system as described in Claim 1, further characterized in that the first air feed mechanism (236) admits approximately 50% of the total compressed air available within the first burner zone (250) and the second air supply mechanism (232) admits the rest of the compressed air available within one or more of the lower zones of the burner.
3. 3. A power generating system as described in Claim 1, further characterized in that the combustion chamber further comprises: a third burner zone (254) below the second burner zone (252); and a fourth burner zone (256) below the third burner zone (254), and further characterized in that: the first air feed mechanism (236) produces approximately 50% of the total compressed air available to the first zone of the burner. burner (250) and the second air feed mechanism (232) provides 25% of the total compressed air available to the second burner zone (252), 12.5% of the total compressed air available to the third burner zone (254) ) and 12.5% of the total • of compressed air available to the fourth zone of the burner (254).
4. 4. A power generation system as described in Claim 3, further characterized in that said second injector mechanism (201) includes a plurality of 10 injectors to inject a non-flammable liquid in locations • multiple descenders of the fourth burner zone (256).
5. 5. A power generating system as described in Claim 4, further characterized in that the second The injector mechanism (201) includes at least one injector for supplying non-flammable liquid to the compressed air before it is introduced into the combustion chamber (25). •
6. 6. A power generator system, as described 20 in Claim 1, further characterized in that the second injector mechanism (201) includes a plurality of injectors for injecting a non-flammable liquid into the combustion chamber (25) at multiple locations below all burner zones (250, 252, 254, 256). 25
7. 7. A power generating system as described in Claim 1, further characterized in that the second injector mechanism (201) includes at least one injector to supply non-flammable liquid to the compressed air before its • introduction inside the combustion chamber (25).
8. 8. A power generation system as described in Claim 1, further characterized in that it includes: a heat exchanger (204, 208); and a coupler 240 located at the rising end of the Heat exchanger (204, 208) connected to the compressor (10); the downward end of the heat exchanger (204, 208), is communicated with the first and second air supply mechanisms (236, 232) to supply air to the chamber of 15 combustion (25) after it passes through the heat exchanger (204, 208).
9. 9. A power generating system as described in Claim 8, further characterized in that the second The ejector mechanism (201) includes at least one injector (201) for supplying non-flammable liquid to the downstream end (228) of the heat exchanger, but at locations above the location at which the compressed air is introduced. inside the combustion chamber (25). 25
10. 10. A power generating system as described in Claim 8, further characterized in that: the combustion chamber 25 comprises a first tube (202); the heat exchanger (204, 208) comprises a second concentric tube (206) spaced apart from and surrounding the first tube; the interior of the inner tube comprising the combustion chamber (25) and comprising the space (204) between the first and 10 second tubes a channel through which the compressed air passes • from the coupler to the first and second air supply mechanisms (236, 232). eleven .
11. A power generating system as described in Claim 8, further characterized in that: the combustion chamber (25) comprises a first tube (202); • the heat exchanger (204, 208) comprises: a second concentric tube (206) separated from and surrounding the first tube, the space (204) forming between the first and second tubes a first channel; and a third concentric tube (210) separated from and surrounding the first and second tubes (202, 206) by forming the space (208) between the second and third tubes (202, 210) a second channel; the upper end (230) of the second channel is connected to the coupler (240), the downstream end of the second channel being connected to the upward end of the first channel, and the downstream end of the first channel being connected to the first and # 5 second air feed mechanisms (236, 232) the interior of the first tube comprising the combustion chamber (25), and the first and second channels comprising the path through which the compressed air travels from the coupler (240 ) to the first and second feeding mechanisms (236, 232).
12. 12. A power generating system as described in Claim 11, further characterized in that the second injector mechanism (201) includes at least one injector (201) for supplying non-flammable liquid within the descending end. 15 of the first channel.
13. 1 3. A power generator system as described • in Claim 1, further characterized in that the non-flammable liquid is potable water, and further characterized further 20 because it includes a manifold (80) for inorganic materials which were dissolved in non-potable water, and which have been transported by the working fluid supplied to the work motor (50). *
14. 14. A power generating system as described in Claim 13, further characterized in that it includes a condenser (62) for collecting the potable water from the work fluid supplied to the work motor (50). •
15. 15. A method for the operation of a power generating system which includes an air compressor (10), a combustion chamber (25) connected to the compressor (10), a work motor (50) connected to the compressor (10), the combustion chamber (25), a first 4 & The ejector mechanism (218) for injecting fuel into the combustion chamber (25) and a second injector mechanism (201) for injecting a non-flammable liquid into the combustion chamber (25); said method comprising the steps of: compressing the ambient air within the compressed air having a high temperature and pressure; operating the first injector mechanism (208) to supply a controlled amount of fuel to an upper end of the • combustion chamber (25); further characterized by the steps of: supplying a first quantity of compressed air to a first burner zone (250) located at the upper end of the combustion chamber (25); supplying a second quantity of compressed air to at least one additional zone of the burner (252) located in the descending part 25 of the first burner zone (250); and operating the second injector mechanism (201) to supply a controlled amount of non-flammable liquid to the combustion chamber (25) thereby controlling the combustion temperature to burn the injected fuel and a substantial portion of the oxygen in the compressed air and to transform the liquid injected into steam, and to generate a working fluid consisting of a mixture of non-flammable components of the compressed air, combustion products of the fuel and steam from the combustion chamber (25) at the desired temperature of 10. combustion. •
16. 16. The method as described in Claim 15, further characterized in that the operation step of the second injector mechanism (201) includes the injection of quantities 15 controlled the non-flammable liquid inside the compressed air before mixing the air with the fuel.
17. 17. The method as described in Claim 15, further characterized by approximately 50% of the air The available tablet is mixed with the fuel in the first zone of the burner (250), thereby creating a fuel-rich flame in the first zone of the burner (250), and additionally characterized in that the remaining compressed air is mixed with the fuel in the first or more lower zones of the burner 25 (252).
18. 18. The method as described in Claim 15, further characterized in that approximately 50% of the compressed air is mixed with the fuel in the first burner zone (250), thereby creating a fuel-rich flame in the first zone of the burner, and further characterized in that 25% of the total available compressed air is added to the combustion chamber (25) in a second burner zone (252) located below the first burner zone, approximately 12.5% of the compressed air total available is added to the combustion chamber in a third zone of the burner (254) located below the second zone of the burner (252), and the rest of the compressed air is added to the combustion chamber (25) in a fourth zone of the burner (256) located below the third burner zone (254).
19. 19. The method as described in Claim 18, further characterized in that the operation step of the second injector mechanism (201) comprises the injection of controlled quantities of the non-flammable liquid into the combustion chamber (25) at multiple locations in the lower part of the fourth burner zone (256).
20. 20. The method as described in Claim 18, further characterized in that the operation step of the second injector mechanism (201) includes the injection of controlled quantities of non-flammable liquid into the compressed air before mixing the air with the fuel. 5
21. 21. The method as described in claim 17, further characterized in that before mixing the compressed air with the fuel, the compressed air is heated by passing it through a heat exchanger to expose it to the heat radiating from the combustion chamber ( 25) 10 •
22. 22. The method as described in Claim 15, further characterized in that before mixing the compressed air with the fuel, the compressed air is heated by passing it through a heat exchanger to expose it to the radiation of the compressed air. 15 heat from the combustion chamber (25).
23. 23. The method as described in Claim 15, • further characterized because the working fluid exiting the work motor (50) contains - of 3PPM NOx.
24. 24. The method as described in Claim 23, further characterized in that the working fluid exiting the work motor (50) contains - of 3PPM CO.
25. 25. The method as described in Claim 15, further characterized in that the method of operation of the second injector mechanism (201) comprises the injection of controlled quantities of non-flammable liquid into the chamber of • 5 combustion (25) in multiple locations in the lower part of all burner zones.
26. 26. The method as described in Claim 1 5, further characterized in that the total amount of compressed air 10 supplied to the combustion chamber (25) is selected so that at least 90% of the oxygen in the available air is consumed when it is burned with the fuel.
27. 27. The method as described in Claim 15, 15 further characterized in that the total amount of compressed air fuel delivered to the combustion chamber (25) is selected to maintain a constant ratio of • fuel to air.
28. 28. A method of operation of a power generating system which includes, an air compressor, a combustion chamber (25) connected to the compressor (10), a work motor (50) connected to the combustion chamber (20). 25), a first injector mechanism (218) for injecting fuel into the 25 combustion chamber (25) and a second injector mechanism for injecting a non-flammable liquid into the combustion chamber (25); said method comprising the steps of: compressing ambient air into compressed air having a high pressure, high enough to ignite • 5 the fuel in the combustion chamber (25). operating the first injector mechanism (218) to supply a controlled amount of fuel to the combustion chamber (25); operating a second injector mechanism (201) to supply a controlled amount of liquid to the combustion chamber (25); • supplying a controlled amount of compressed air to at least one location in the combustion chamber (25); further characterized in that the quantity, pressure and temperature of the compressed air, the fuel and the non-flammable liquid injected into the combustion chamber (25) are independently controlled so that the fuel injected and a substantial portion of the oxygen in the compressed air • it is burned and the injected liquid is transformed into steam; as a working fluid at a predetermined combustion temperature, which comprises a mixture of the components of the unburned compressed air, the combustion products of the fuel and the steam and is substantially without COONOx, is generated in the chamber of combustion (25) during combustion. 25
29. 29. The method as described in Claim 18, further characterized in that the operation step of the second injector mechanism (201) includes the injection of controlled amounts of the non-flammable liquid into the compressed air before • to mix the air with the fuel.
30. 30. The method as described in claim 28, further characterized in that the passage of supply of compressed air to the combustion chamber (25) includes the supply of 10 approximately 50% of the compressed air available to a • first burner zone (250) in the combustion chamber (25) thereby creating a fuel-rich flame in the first burner zone (250) and supplying the rest of the available compressed air to one or more areas of the burner ( 252) in the 15 combustion chamber (25).
31. 31 The method as described in Claim 28, • further characterized in that the passage of supply of compressed air to the combustion chamber (25) includes the supply of 20 approximately 50% of the compressed air to the first burner zone (250) in the combustion chamber thus creating a fuel-rich flame in the first burner zone, supplying approximately 25% of the total available compressed air to the burner. combustion chamber (25) in a second zone of the 25 burner (252) located below the first burner zone (250), supplying approximately 12.5% of the total compressed air available to the combustion chamber (25) in a third burner zone (254) located below the burner (252). second zone of the burner (252), and the supply of the rest of the compressed air to the • combustion chamber (25) in a fourth zone (256) of the burner located below the third burner zone (254).
32. 32. The method as described in Claim 31, further characterized in that the operation step of the second injector mechanism (201) comprises the injection of quantities • controlled non-flammable liquid inside the combustion chamber (25) in multiple locations below the fourth burner zone (256).
33. 33. The method as described in Claim 31, further characterized in that the operation step of the second injector mechanism (201) includes the injection of amounts • controlled non-flammable liquid inside the compressed air before mixing the air with the fuel.
34. 34. The method as described in claim 30, further characterized in that before mixing the compressed air with the fuel, the compressed air is heated by passing it through a heat exchanger to expose it to the radiation of the compressed air. 25 heat from the combustion chamber (25).
35. 35. The method as described in claim 28, further characterized in that before mixing the compressed air with the fuel, the compressed air is heated by passing it to • through a heat exchanger (63) to expose it to the heat radiation from the combustion chamber (25).
36. 36. The method as described in Claim 28, further characterized in that the operation step of the second injector mechanism (201) comprises the injection of controlled amounts * W of non-flammable liquid into the combustion chamber (25) in locations multiple below the locations in which the compressed air is supplied.
37. 37. The method as described in Claim 28, further characterized in that the total amount of compressed air supplied to the combustion chamber (25) is selected from • So that at least 90% of the oxygen in the available air is consumed when it is burned with fuel.
38. 38. The method as described in claim 28, further characterized in that the total amount of the fuel of the compressed air supplied to the combustion chamber (25) is selected to maintain a constant proportion of 25 fuel to air. SUMMARY A power generation system is described, which operates at high pressure and uses a working fluid consisting of a mixture of non-flammable compressed air components, • fuel products for combustion and steam. The operating fluid exiting the power generation system is substantially free of NOx and CO. The operating fluid is provided at a constant pressure and temperature. The combustion air is supplied by one or 10 more compression stages. The fuel is injected, at a • pressure as necessary. Substantially all the oxygen in the compressed air is consumed when the fuel is burned. Inert liquid is injected at high pressure, to produce an inert mass of specific high heat diluting vapor, to 15 used for internal cooling of the combustion chamber. The use of non-flammable liquid injection inhibits the formation of contaminants, increases the efficiency and horsepower available from the system and reduces the specific fuel consumption. The control systems, 20 allow the independent control of the quantity, temperature and pressure of the air, fuel and non-flammable liquid, introduced in the combustion chamber, allowing the control of the maximum temperature and average temperature inside the combustion chamber, as well as the temperature of the escape 25 of the combustion chamber. Substantially all the temperature control of the system, is provided by the latent vaporization heat of the inert liquid, which is preferably water, the heat of latent vaporization counteracts the heat generated by the combustion of the fuel. If the water • Injected, contains inorganic or organic contaminants, are collected as a melted or solid waste, or if it is flammable, are ignited by the flame. • •