ENERGY EXTRACTION SYSTEMS
Get to Know More About Energy Extraction Systems
The name we have chosen for this Research and Development firm is Energy Extraction Systems because that’s what we do. Today’s uncertain energy environment provides fertile ground for those who are willing to commit time, energy, and imagination to address and devise solutions to extend dwindling petroleum resources cleanly and more efficiently. We are also working with other renewable energy ideas where achieving higher operational and net efficiencies are the goals. Incorporated in 2009, EE Systems conducts research and development to improve efficient use of our natural and man made resources. Two of our current marketable prototypes demonstrate the maximization of internal chemical energy and thermal energy conversion in our currently available spark ignition internal and external combustion engines. Our ACVC (Alternating Combustion Variable Compression) turbine provides a higher chemical and thermal conversion to work in a more efficiently designed and versatile power plant. Our engineering designs consider the cost and challenges of production, adaptability and manufacturing of such devices, end user costs and benefits. Our strong point is that we can build our prototypes for far less cost than most due to our years of prototype development experience and access to equipment, as well as our knowledge of materials and of what works.
The internal combustion engine (ICE) is the primary power source for transportation and other uses such as stationary and portable power generation, construction power, heat generation, among others. In the form of spark ignition engines (SIE) and diesel engines, Internal Combustion Engines are ubiquitous and their use will continue far into the future where solar, wind, nuclear, geothermal, and tidal energy extraction systems make much-needed advances in providing a greater portion of total energy needs.
Automobile corporations, engine corporations, automotive research firms, engineering firms, oil corporations, and individuals have made great advances in engine efficiency. Some of the more recent developments (remember, the Internal Combustion Engine is almost a one-hundred fifty year-old technology) include variable valve timing, compressed air operated valves, ceramics, advances in lean burn, electronic and distributor-less ignition, computerized fuel injection, and emissions controls.
Although not a new technology, supercharging is used to add power to an Internal Combustion Engine and is results-oriented, without regard to the energy required to drive the supercharger.
Turbocharging is another well -known method we use in our systems for providing higher volumetric efficiencies and utilizing exhausting heat energy, which adds to the power output of the Spark Ignition Engine and Diesel engine. In our systems, a much smaller amount of energy is required and is used exclusively in conjunction with specific methods and processes in our quest to improve engine efficiency (both the typical Internal Combustion Engine and our own engineered combustion engine system).
The Induction System
Our idea is to change the environment prior to and in the combustion chamber. (More information related to this is proprietary.) With this system more heat energy conversion can take place than what is presently possible. Less combustion deposits are found under the conditions presented by our induction system. We utilize information and mathematical modeling developed from different universities to help in our testing methodologies and practical applications. At this time, methods, processes, and equipment developed are proprietary, confidential, and in the process of being patented. Please contact me to learn more.
Our developments allow the use of various fuels in the particular Spark Ignition Engine from natural gas and propane through the various grades of gasoline (including diesel). The implication of changes in the various fuels within the system, on the in-cylinder flame speed, and in the knock propensities are studied. The laminar flame propagation speed of the varying fuel grades are modeled for determined stoichiometeric variables as well as lean combustion and load conditions.
All tested fuels burn in the engine without loss of predetermined performance or difficulty of start up or warm-up. The engine runs within normal operating parameters for its given fuel source. The combustion process provides a cleaner exhaust emission with a goal of NOx reduction which is typical of Ultra Lean Burn engines.
In summary, the benefits of this induction system include:
* ultra-lean burn capabilities without the typical detonation characteristics
* multi-fuel capabilities not typically capable in the Spark Ignition Engine
* significant reduction in NOx for its lean burn capabilities
* overall reduction in all combustion emission gasses
* volumetric efficiency gains throughout the entire rpm range
* significant decrease in fuel consumption
* current ECU adaptability utilizing existing sensors
* increased adiabatic efficiency of the ICE
* increased chemical/heat-to-mechanical conversion
* no throttle valve is utilized generally or certain applications
* generally faster warm-up to ideal operating conditions
* complete electronic controls unique to this induction system
Research is documented and journaled with all observations, measurements, figures, calculations and results in book form, exceeding one hundred pages, excluding photographs and illustrations. All noted results are verifiable and repeatable.
Further funding and other appropriate laboratory facilities and resources are currently sought to gather empirical data such as pressures, temperatures, flow rates, flame propagation observations, expansion and contraction measurements, chemical analysis, and any measurable parameter that will further confirm and reinforce the conclusions of our research.
1971 Dodge Duster
This vehicle contains a 318 cubic inch V-8 utilizing stock internal assembly. A hybrid turbocharger comprised of Schwitzer/ Holset and other patentable components to eliminate lag is utilized. Currently no longer used in the testing platform, however was very instrumental bringing the developments where they are now.
1982 Yamaha 550 SECA
The 550 cubic centimeter air-cooled engine is rebuilt to stock specifications, with the only modification being the piston tops polished for more deflection. The bike is now being fitted with Electronic Control Unit and injection system adapted to our software, providing more accurate electronic control. This and other modifications help provide boost gains and further efficiency. A turbocharger is installed with a custom-designed turbine modification and waste-gate to decrease the lag and limit boost to 15 psig. Twelve type F and type J thermal sensors are installed for real-time data collection aiding computerized injection driver control. This vehicle will run well using liquid fuels ranging from gasoline to diesel. See Video Of Proto-bike here: with the more recent here: https://vimeo.com/107545154 http://vimeo.com/26947432
2001 Suzuki SV650
Engine size is irrelevant. The motorcycle is obtained for the use of its chasis and other components to install the Electric Plug-In Turbine Engine Hybrid we are developing.
Alternating Combustion, Variable Compression Turbine Hybrid This is a more efficient Internal Combustion Engine-electric motor design than what currently exists. We intend to reduce the friction and drag, parasitic losses normally encountered by the conventional design of the internal combustion engine, by mechanically coupling the External Combustion Engine and electric motor together. Our SV prototype will initially run solely on the Turbine. Our engine incorporates external combustion chambers feeding to our uniquely designed turbine wheel utilizing our patent-pending induction system through passive valves. An exhaust-driven turbine provides the motive power for additional electrical generation incorporated with two additional patent-pending electrical generation devices. The externally generated power, providing no additional parasitic loss to the turbine engine, is stored to high efficiency batteries. Details, components and methods are proprietary. A 2nd prototype engine will be completed in July 2015.
To summarize the benefits of the Turbine engine:
* potentially utilizes 40% less fuel than current engine technologies (conservatively calculated)
* significantly reduces nitrogen oxide (NO, NO2, N2O2) and carbon monoxide (CO) emissions
* operates on all fuels: hydrocarbon liquids, hydrogen, lpg and others
* flex-fuel and mixed fuels capability
* few moving parts, requiring less maintenance, low parasitic losses
* high power-to-weight ratio
* cold-start capability
* higher thermal / adiabatic efficiency
* higher heat-to-mechanical energy conversion
* higher chemical-to-mechanical energy conversion
As a plug-in hybrid:
* higher regeneration of electrical energy to batteries
* plug-in regeneration capabilities
* variable load expenditures between turbine and electric motor for further distance per charge and per mileage of fuel
* less operational drag characteristics within the overall mechanical unit
* lower electrical heat generation capabilities on electric motor
* complete electronic controls related to this system
Other Patents and Prototypes under R&D
(the following are all used in the systems or devices noted above and are utilized in our priority marketing plan)
A. Turbo Turbine Exhaust Reconfiguring Device. (increases low end boost in turbos with
significant lag due to: oversize turbine housings, irregularly matched turbine wheel
configurations for application, poor exhausting design to turbine housing. Used in non-split
turbine housings only)
Status: one utilized prototype.
B. Ultra lean burn multi-fuel induction system for typical SICE, utilized in motorcycle
application or automobile. Complete with appropriate one off devices and complete
electronic control system.
Status: To be filed under a Utility Design Patent. Primarily utilizing a state diagram, p/v flow charts
and mathematical modeling. Have had working prototype for 4 years and currently (4th generation)
working on 550cc motorcycle. Prototype currently getting electronic controls and upgraded
C. Electronic Control System for Ultra Lean Burn Multi-Fuel Induction that also
controls and is utilized in the Turbine Electric Hybrid.
Status: Utility Design declaring additional inventors patent. Working prototype under construction.
D. Alternating Combustion, Variable Compression, Turbine Electric Plug In Hybrid.
Turbine engine of my design coupled with electric PMMotor and appropriate PMM controllers.
Direct coupling has many advantages. Web site contains noted advantages to the entire system.
Status: 2nd Partially built turbine. Completion of operational turbine prototype goal by July end 2015.
E. Fuel Extraction Device. Utilized primarily for cold start on heavier fuels and operating
smaller ICE’s and constant RPM engines as in carry generators, stationary engines on field generators, pumps, etc. This is a very low cost to produce item and currently we are investigation the many options for manufacturing and distribution. Further testing is currently being employed as well.
Status: To be filed under a Utility Design Patent.3rd generation working prototype.
(the two following are not part of the current priority marketing program)
F. Compressible Mass Flow Electrical Regeneration Device. Utilized as supplemental electrical
regeneration for mostly automotive or larger vehicles. A unique configuration with a higher force efficiency utilizing less area and Cd losses for an equitable cost effective output.
Status: Utility Design. Current 1st generation testing proved viable and currently a complete usable
prototype with versatile adaptability is being constructed for further testing.
G. Auto Tracking Solar Concentration System. A system providing and transferring more
work energy than typically utilized in similar systems. Its application is proven. A solar tracking
timing program and control multiplies the collecting of condensed solar radiation through an
optical optimization technique.
Status: Completion in 2015. Developmental.
I can be contacted through E-mail at: email@example.com
(if not highlighted in blue, cut and past to address bar) http://www.crossroadscycles.com/pr04.htm
Contributors and Advisory to Energy Extraction Systems:
1. Rusty Tidenberg Abq. - Machinist and friend who has helped from the beginning and has been a great help in teaching the trade of machining and has lent many a brain cell or two to the building and testing of some of these ideas.
2. Flash Automotive Abq. - Rear Wheel Dyno Testing for the auto projects, Courtney is also another good brain to kick a few thoughts around with. Many thanks.
3. Automotive Machine Services, Abq. - Turbo donations and good support also Doug's a very knowledgeable engine builder with gobs of experience.
4. Tad West, Southwest Abatement, Abq. - Helped immensely with the Bonneville trip and has helped with getting necessary equipment for our continued research.
5. Chuck Jackson - Jackson Equipment Abq. - Turbo donations and a die hard supporter of me and the racing industry. Many thanks on many levels.
6. Todd Budlong - Budlong Motors Abq. for the generous use of his Mill when needed and parts.
7. Ken Kiefer of McKinny Motors Abq. - For additional fabrication needs and help when I needed it.
8. Al Marshall, Physicist, Retired Sandia Labs - for helping me to stretch my mind in other areas and me actually enjoying it. For his candor and critical eye.
9. Darrell Bonn, Engineer Cedar Crest - Help with Physics problems, Electrical problems and fun to work with in general thoughts on all these matters.
10. Ed Baragiola, Cedar Crest - Bike donation and supporter of these ideas and help in keeping my business and general thoughts a little more organized.
11. Charlie Wright, business partner, Abq. - Many years in business helps to bounce the critical ideas and long term planing.
12. Tom Carlson, PC, MD- Abq. who has kept my computers up and running at the oddest times and has been a life saver many a time.
13. Byron Dean, retired Los Alamos Labs- Physicist, Engineer who's also helped me to generate new ideas from expanding learning through information theory and Quantum theory. Which has curiously been applicable to our developments in energy extraction systems.
14. Paul Davis, retired Sandia Labs now owns Enviro-Logic: For his help in business matters and in-site to scientific principles needed and applied.
15. Mike Veesart, retired Navy Nuclear - For help in Technical editing and editing in general and professional correspondence.
16. Ray Martinez Machinist, retired Los Alamos Labs - For his help in machining areas where I lack the skill level in, for helping me to learn more and his willingness to help with building the prototypes.