HEC is a technology-rich company.  We have spent the last 10 plus years developing technology related to engines and fuels.  We currently have a minimum of 10 patents pending or granted, with more in the planning stage. We feel our patent portfolio has a great deal of value and will be the future life-blood of our company.  Our intent is to exploit this technology as soon possible by transitioning the company from more of a R & D phase to one of manufacturing, marketing and sales.

We have worked hard since our beginning in 2003 to distinguish ourselves.  Being a small company with limited resources, it is necessary to make achievements that allow us to standout among our competitors, giving us a special niche.  Our technology is one of the ways that this has been accomplished.

Some of Our current patent filings are listed and briefly described below:

  • Precision Hi-speed Generator Alignment Fixture – A patent has been issued covering a method and apparatus allowing for precise alignment between engines and hi-speed alternators. The device solves the issue of misalignment, the cause of most failures associated with using hi-speed engines with 2-pole 3000 or 3600 rpm alternators. The device’s precise alignment of +/-.004 between engine crankshaft and alternator rotor shaft greatly reduces vibration and significantly increases the system’s life span. The device also acts as a safety hub preventing the destruction of the alternator, should there be a catastrophic failure of the coupler.
  • Permanent Magnet Generator Cooling – A patent has been filed and is pending covering the method and apparatus for the more efficient transfer of heat away from the permanent magnet generator.  Permanent magnet generators represent a major step forward in the evolution of power generation. A stumbling block to the future widespread implementation of this technology is the increased heat associated with the design. Our method of reducing this heat represents a significant breakthrough in this area. These heat deflection capabilities will allow us to produce prime power alternators with one-third of the footprint of their air-cooled counterparts.
  • Dual Connecting Rod Piston – A patent has been filed and is pending covering a large displacement piston and connecting rod.  The piston comprises a large bore piston and a plurality of connecting rods.  A very large displacement engine is built using one piston with the plurality of connecting rods, wherein the one piston has the combined diameter of two pistons in a smaller bore engine.  The connecting rods are spaced to operatively connect with a standard crankshaft style, where each connecting rod of the two smaller, standard pistons would connect to the crankshaft.
  • Indexed Segmented Crankshaft – A patent has been filed and is pending relating to the manufacture and assembly of a crankshaft for an internal combustion or diesel engine.  The invention is comprised of a crankshaft that is made up of pieces or segments that are assembled together with the proper segment indexing to achieve a design that could not be achieved by casing or machining as a single component.  Crankshafts are generally made by molding and designing to fit a specific engine and specific stroke.  This design allows for changing the crankshaft design without having to make a new mold or undertake other associated steps.
  • Large Displacement Engine – A patent has been filed and is pending covering an engine block with a plurality of relatively large piston bores.  The engine block is adapted for use of relatively large bore pistons, and preferably dual connecting rod pistons.  Configured in this manner, the engine block has a relatively large displacement and is especially suited for use of low-btu fuels, more particularly hydrogen.
  • Laminated Internal Combustion Engine Design and Fabrication Technique – A patent has been filed and is pending covering an engine block for an internal combustion engine that is fabricated from laminated pieces of material instead of cast iron or cast aluminum.  The advantages of this design are several.  There is the flexibility of the design.  Each lamination piece can be designed to complex three dimensional structures and/or passages.  The lamination material itself can be changed to improve strength, thermal conductivity, reduce cost, or any other parameter that one might like to adjust.  We believe this engine will have a manufacturing cost of half, or less, than the cost of a traditional cost engine.
  • Sealing system for Laminated Internal Combustion Engine – A patent has been filed and is pending covering a method of sealing the laminations of a laminated engine block to prevent water and other contaminants from entering the piston cylinders.
  • Gaseous/Liquid and Ammonia Fueled Internal Combustion Engine –  Patent Reg. No. 3,548,806 has been granted to Hydrogen Engine Center covering a spark ignited internal combustion engine with a dual-fuel system and a special engine control system, including special software.  The engine control system starts the engine with either 100% of a gaseous or liquid fuel (such as natural gas, gasoline or ethanol and referred to as “standard fuel”) or a combination of standard fuel and NH3.  In the latter case, the percentage of standard fuel is adjusted to ensure proper starting.  Once the engine is running, the engine control system adjusts the percentage of standard fuel needed for proper operation.  The percentage of standard fuel can be from approximately 5% to 100%, while the percentage of ammonia can be from 0% to approximately 95%.  NH3 produces no CO2 emissions and is therefore the preferred fuel.  The preferred way to operate the engine is to start with a gaseous fuel rich mixture and slowly decrease the percentage of standard fuel until the minimum amount required for proper engine operation is achieved.  This minimum will be determined by several factors.  The most notable is the flame velocity.  At higher engine speeds (rpms) greater amounts of standard fuel will be required.
  • Opposed Piston Intake Manifold – Patent was filed in April of 2013.It is estimated that the new manifold can improve the amount of power produced by an internal combustion engine by as much as 8%, particularly when using a gaseous fuel such as hydrogen. The increased production of power can be expected in engines with an even number of cylinders, (engines with more than two cylinders).  The new device was developed to stop engines from backfiring when hydrogen was used as a fuel, in an attempt to create over 100 kW with a single genset.  The device reduces the number of injectors that are necessary and insures that cylinders are not competing for air.  Each cylinder receives the same amount of air and makes it possible for each cylinder to achieve equal amounts of power, applying equal amounts of torque to the crankshaft, allowing the engine to run more smoothly generating more power.

The company is currently combining all of these exciting features in the manufacturing of current and future product offerings.  HEC is excited about the future and is beginning the process of moving from an R & D phase in its life cycle, to a more profitable production phase.