Turbine Truck Engines poised to revolutionize the engine market
The patented and tested Detonation Cycle Gas Turbine engine now in its
5th-generation is poised to revolutionize the
heavy-duty truck engine market, costing about the same or perhaps less
engines, while consuming around 30% less fuel and having much cleaner emissions.
5th generation, full-size prototype of the
Turbine Truck Engine, demonstrated in April, 2008.
Pure Energy Systems News
Copyright © 2009
I was privileged a week ago to interview
Mike Rouse, CEO, and Sandy Gregory of Turbine Truck Engines, Inc. (TTE), which owns an exclusive license for the manufacturing
and distribution of a highly innovative, environmentally-friendly 300 to 1,000 horsepower turbine-based truck engine.
This interview was their first foray as a company into the radio markets, and
marked the beginning of a corporate initiative to broadcast widely the engine
and its capabilities.
Invented by Robert L. Scragg, the Detonation Cycle Gas Turbine
(DCGT) engine, with its patented cyclical detonation technology, is poised to revolutionize the heavy-duty truck engine market.
The cylinders in the DCGT dont have pistons. Rather, the engine uses a near continuous spark to detonate the air/fuel mixture in
each cylinder and it directs the force of the explosion to the turbine which spins a shaft equivalent to a cars crankshaft.
The TTE DCGT engine utilizes a unique Electromagnetic Isothermal Combustion (EIC)
Process that produces complete combustion of fuel-oxidizer mixtures in cyclic
detonations which minimizes unwanted NOx and CO emissions.
The EIC Process enables the TTE DCGT engine to operate with blower air at low
static pressure, negating the necessity of compressing and preheating
fuel-oxidizer mixtures prior to combustion. By eliminating the compression of
fuel-oxidizer mixtures, the TTE DCGT achieves higher thermal efficiencies in a
simplified mechanical structure, and provides the following advantages over
current diesel, gasoline and gas turbine engines.
Some of the features and benefits of the engine are:
- Reduces fuel consumption by about 30%
- Significantly reduces "greenhouse" exhaust gas emissions
- Operates on all hydrocarbon fuels, hydrogen and synthetic fuels
- Flex-fuel and mixed fuels capability
- Fewer moving parts - less maintenance, no pistons, no valves
- High power-to-weight ratio
- Lightweight - less than 2 pounds per horsepower
- Air cooled
- No lube oil, filters or pumps
- Cold start capability
The flex fuel capability is especially noteworthy inasmuch as it helps pave
the way to cleaner fuels by enabling the engine to run on existing fuels, while
creating a demand for the cleaner fuels. If the cleaner fuels are not
available, you can run on the existing fuels that are readily
available. The engine can run on liquid fuels including gasoline, diesel,
methanol, ethanol, LNG; and it can run on gaseous fuels such as propane,
hydrogen, acetylene, butane, and methane (CNG); including in various
combinations or mixtures. A simple toggle of a switch on the dashboard can
rotate between the liquid and gaseous tanks. I would think that the
transition from gasoline/ethanol to diesel/biodiesel burning would require
separate tanks as well and adjustments in the engine through a separate switch.
I was able to travel in such a multi-fuel vehicle last winter with Tai Robinson,
who converted a Chevy Suburban to run on gasoline, ethanol, hydrogen, or natural
gas. His vehicle has two tanks: one for the gaseous fuels, and one for the
liquid fuels. We drove mostly on ethanol traveling from Salt Lake City to
Atlanta and back, though we were able to fill up on natural gas a few times,
covering maybe 1/4 of the trip on that cleaner fuel. (Ref.)
Unfortunately, governmental regulations are moving toward being unfavorable to
this approach, requiring that clean fuel vehicles be dedicated to just one fuel
type, which basically renders them nearly useless because the infrastructure for
such fuels does not yet exist.
In comparing the DCGT with other turbine systems such as the Brayton Cycle engine, which work on high pressure, TTEs DCGT works at low pressure at high volume of air/fuel. Also, the detonations are intermittent, i.e. pulse detonations versus continuous detonations, which saves fuel.
The engine is weighs less and has fewer moving parts, and the company expects that the engine will be competitively priced. In addition it offers the advantage of fuel economy and emissions reduction, as well as flex fuel capabilities.
In 2007, the DCGT was named the winner of the prestigious Frost & Sullivan Technology Innovation Award in the field of automotive turbine technologies. And the International Searching Authority (ISA), part of the Patent Cooperation Treaty (PCT), recently issued its opinion out of Korea that the DCGT is "truly unique" in its novelty, inventiveness and applicability.
TTE has contracted with ABM Engineering in Daytona Beach; a company that is led by Dr. Madgy
Attia who holds a Ph.D. in Mechanical Engineering from Texas A&M University. The topic of his dissertation is
"Performance of Axial Compressors and Turbines for Turbo machinery Applications."
He is charged with conducting tests on a more advanced prototype, and making improvements in efficiencies, which is his specialty. He is currently heads the Gas Turbine Research Laboratory at Embry-Riddle Aeronautical University and is an Associate Professor in the Department of Aerospace Engineering. Dr. Attia believes that the engine could have an efficiency rating as high as 40% when it is optimized with a few small changes. This compares favorably with Brayton Cycles engines whose efficiency rating is around 10%, and Otto Cycle and Diesel engines whose efficiency ratings are around 25 and 30% respectively.
Here's a video of their 5th generation full-size prototype
from April of 2008.
Where to from here?
The present prototype turns at 16,000 RPMs, and the company anticipates that this will continue to increase as additional efficiencies are built into the engine. TTE anticipates that they will have the final specs within the next six months and are in the process of establishing the joint ventures that the company will need to commercialize the engine. "We will be licensing the technology to companies that have the will and the financial means to maximize the value of the engine to the marketplaces they serve," said Gregory in the interview.
The engine is expected to have numerous applications, and because of ease of entry issues, TTE is looking into generator applications of the technology for their initial rollout of commercial units.
About Truck Turbine Engines, Inc.
Turbine Truck Engines, Inc. (TTE) is a publicly traded, Nevada (C) corporation that was initially incorporated in Delaware on November 27, 2000. The companys stock symbol is
The primary business of TTE is the commercialization of Alpha Engines Corporation's (Alpha) Detonation Cycle Gas Turbine (DCGT) engine.
TTE owns an exclusive License from Alpha Engines Corporation (Alpha) to
manufacture and market Heavy Duty Highway Truck Engines using Alpha's patented
Detonation Cycle Gas Turbine (DCGT) technology. (U.S. Patent #6,000,214)
TTEs licensing agreement with Alpha also provides TTE with all global licensing rights to partner, or re-license Alpha DCGT engine technology to third parties. TTE is now exploring joint venture agreements with multiple companies for the final development, manufacturing, and commercialization of the DCGT engine.
About Alpha Engines Corporation (Alpha)
Alpha is a Delaware (C) corporation, incorporated in 1984 that is based in Florida and operates as research and development company. Privately funded, Alpha continues to advance the innovative research and engineering efforts of scientist Robert L. Scragg, the inventor and developer of Detonation Cycle Gas Turbine (DCGT), a revolutionary new turbine engine technology for heavy-duty trucks.
Following the development of its first prototype engine in 1987, Alpha has
successfully designed and constructed four additional DCGT prototype engines,
(1987, 1989, 1993, 2006) the practicality of which has been proven. Alpha's
fifth (5th) prototype, a 540 HP engine, was successfully delivered to Turbine
Truck Engines, Inc., DeLand, Florida in March 2006.
About Mike and Sandy
Mike Rouse, TTEs President and CEO, is an entrepreneur who gained much of his background in building businesses as a commercial real estate developer. He founded Cox-Rouse Construction & Development Corporation, and spent seventeen years growing the company. During those years, the company received two prestigious awards. One was from Florida Power and Light where Cox-Rouse won
"Most Energy Efficient Home Built in Florida" in 1997. Mike is also a licensed commercial aircraft pilot and an Aircraft and Power Plant Maintenance Expert. His experience in each of these roles has given him the knowledge to interact with the developers of the DCGT and to communicate that knowledge to investors, transportation companies and truck operators in laymans terms.
Sandy Gregory serves the company as a consultant to the President. Over the last 20 years, Sandy has worked with executives from over 50 countries providing counsel on the acquisition and management of global alliances, partnerships, and coalitions. Sandy's expertise has benefited some of the worlds most prestigious companies including IBM, Intel, Microsoft, Schlumberger, Hughes Space and Communications, Boeing Aircraft, The HFS Group, and Dow Jones News Services.
# # #
TT Interview Audio
At the top of the show, Sterling identified TTE as an "LLC." It is, however, a "C" corporation.
The company Sandy identified from Overland Park, Kansas was "YRC," not "YTD."
Sandy also wishes to note that he improperly named the radiation produced by the
plasma arcs as "photovoltic" and "radiovoltic." It is properly called "photolytic" and
- Feel free to view or add your own comments to the publication of this
article at Examiner.com