Boron mining and Pentaborane (B5H9) synthesis

Pentaborane is an ideal fuel for hypersonic ramjet missiles, afterburning turbojets and conventional rocket engines with dioxygen diflouride as an oxidizer. Despite pentaborane’s outstanding energy density and impulse, turbopumps must be designed to cope with boron oxide formation. Pochari Technologies is actively researching special borane fueled rocket engine turbopumps. Pentaborane can be easily synthesized from diborane and hydrogen via pyrolysis. Typical conditions are 250 C° and a 1:5 diborane/hydrogen ratio. The cost of boron oxide is only $5/kg, reserves are estimated at 1 billion tons. Primary applications will be scramjets and ramjets for the coming hypersonic missile age.

“The fuel injectors were maintained relatively free from deposits by the atomizing air supplied to the orifice. When the air supply to an individual injector failed, deposits were formed as shown on the injector to the left of bottom center.
The deposits on the afterburner and diffuser walls, the totalpressure rake at the exhaust-nozzle inlet, and the exhaust nozzle are shown in figure 4(b). This photograph, taken immediately after the test, shows the deposits before hydrolysis from atmospheric moisture
occurred. The deposits on the afterburner and diffuser walls consisted
of a thin transparent coat of glass.
The relatively minor boron oxide deposits shown in figure 4 presented no particular obstacle to the use of pentaborane in the afterburner configuration investigated”

World's only Dual Chamber Two-Stroke stoichiometric diesel engine

Pochari Technologies has invented a revolutionary new type of diesel engine for use in current diesel propulsion applications with hugely improved power density and dramatically improvement emission control. The engine is a conventional piston engine where a single-cylinder serves as two separate combustion chambers. A single-piston reciprocates in a two-stroke cycle providing compression in the opposing chamber each power stroke in the opposite chamber. A single-cylinder, with the same stroke length as a conventional engine, can provide the equivalent amount of power as two cylinders. By eliminating one set of connecting rods, crankshaft, piston and cylinder we can reduce engine weight significantly.
The engine is free of a camshaft, valvetrain and crankshaft, radically improving reliability.
As a two-cycle cannot provide vacuum, air must be forced in at high pressure. Electrically driven high speed 4:1 pressure ratio turbochargers are used. In a two-stroke diesel engine, the “blower” or turbo helps in removing as much exhaust as possible at the end of each power stroke and provides the pressure necessary to fill the chamber with enough oxygen.
The injection system is a conventional common rail.
The engine block is 351 high-temperature Aluminum Alloy. This invention allows for increased volumetric power density, and most importantly, a gravimetric power density increase by a factor of 170%.
This technology will be most attractive for weight and volume sensitive applications, such as marine propulsion. As the engine is a “free piston”, rather than using a hydraulic piston, a permanent magnet motor linear generator is used to directly power electric motors which can be connected to each drive axle eliminating the transmission and providing instant torque at low speed.
The lubrication system is proprietary but provides greatly enhanced lubrication over conventional crankcase fed cylinder lubrication as oil is injected directly underneath the oil ring through multiple small orifices at a constant rate and pressure.
Targeted BSFC is below 0.35 lbs/hp/hr. Power density is estimated to be approximately 2 hp/lb.
CR is 17:1.
No EGR and SCR is needed thanks to the stoichiometric operation enabling conventional platinum monolith TWC technology to reduce by up to NOx 99.95% with the addition of a small amount of hydrogen gas as a reducing agent.
This engine will greatly exceed all modern diesel emission standards while providing efficient trouble-free service to operators. For those interested, Please contact Christophe Pochari.

Small scale highly compact microchannel ammonia crackers

Pochari Systems is designing, manufacturing and commercializing the world’s first highly compact ammonia cracker to produce hydrogen on demand from liquid ammonia for hydrogen internal combustion engine vehicles.

The cracker uses 4% wt Ruthenium and 20% wt Cesium promoted carbon nanotube supported catalysts in a microchannel configuration.

The cracker specifications are based on Engelbrecht and Chiuta 2018, Chiuta and Everson 2015 and 2016, Di Carlo and Vecchione 2014, and Hill and Murciano 2014.
The activation energy is as low as 49 kJ/mol of NH3 with high cesium promoter loadings on CNT support, which translates into only 5 KW of heat energy per kg of H2 reformed per hour, allowing for over 100% of the required energy for decomposition being provided by exhaust heat from the engine.
The amount of ruthenium and cesium needed is very minimal, only 1 gram 5 grams respectively is required to reform 1 kg of hydrogen per hour at the desired efficiency and power density.

Cesium is critical in the cracking process as it allowes high conversion of ammonia at lower exhaust temperatures, minimzing unburned ammonia emissions.

Cesium reserves are estimated to be 84,000 tons, with Ruthenium reserves 11,300 tons, since 5x more cesium is used than Ruthenium, the reserves allow for the production of billions of medium-sized car crackers.

Roughly half of the cost of the cracker is found in manufacturing, with the balance comprising raw materials.
Forming the microchannels from a solid metal block is performed by wire electrical discharge machining.

Washcoating and packing of the catalyst inside these tiny grooves completes the manufacturing process of a microreactor. Microreactor technology can be thought of as relatively simple compared to battery manufacturing as an example. The only complexities and difficulties arise from the very small dimensions
These small dimensions found in microreactors (as little as 0.15 mm x 0.25 mm) requires elaborate and costly machinery to fabricate, but nonetheless, the cost of the cracker will be approximately $1000-2000 per kg-hour of capacity at high production volumes, of which 50% represents material costs at current raw material market prices.
The ammonia cracker is located on the exhaust manifold for hydrogen combustion engines, utilizing engine exhaust heat supplying 100% of cracker energy needs, with hydrogen combustion providing the balance.
The volume of the ammonia cracker for 12 kg/hr, sufficient for the average fuel flow used by a class-8 semi-truck fully loaded at highway speed, takes up only 6 liters, and weighs less than 10 kg!
The cracker is configured in a modular fashion. The modules consist of a housing, each consisting of a stack of microchannel plates. The module is placed directly outside of each exhaust outlet on the cylinder head, allowing the very hot exhaust gas to pass directly into the microchannels before cooling down. This allows heating the catalyst bed to provide the necessary activation energy. Each module is connect to four rails, supplying both gaseous ammonia to the cracker, and passing reform gas to the purifier. The two smaller rails provide air and hydrogen to provide heat during startup.

Reactor type: Micro-channel

Catalyst: 4% Wt Ru, 20% Wt Cs promoted on CNT

Total catalyst mass per kg hour H2 reformed: 25 grams

Ru Catalyst required per Kg hour H2 reformed: 1 grams

Ce Catalyst promoter per Kg hour H2 reformed: 5 grams

Gravimetric density: 0.50 kg/kg H2-hr

Volumetric density: 0.5 L/kg H2-hr

Energy consumption: 5.5-6 kw/kg H2-hr

Percent of reforming energy from exhaust heat: 100%

Additional hydrogen consumed for dissociation: 0% of fuel flow

Ammonia hydrogen density: 103 kg/m3

Ammonia consumption: 6 kg liquid NH3/kg H2-hr

Startup time: 10 minutes

Cost per kg hr capacity: $2000

Ruthenium price: $8000/kg

Cesium price: $30,000/kg

Carbon nanotube price per kg: $10,000