Note: Descriptions are shown in the official language in which they were submitted.
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BACKGROUND OF-TH~ INVENTlON
Many workers in the prior art have attempted to gene-
rate l.ydr~gc-- and/or oxygen for use with an internal combustion
engine. United States Patents 1,379,007 (Blumenburg); 1,520,772
(Ricardo); 3,648,668 (Pacheco); and 3,653,364 (Bogan) are all
exemplary of efforts made in this direction. The United States
Patent to Boisen l,380,183 of May 31, 1921, is a teaching of
an early effort to generate oxygen and hydrogen and use both
gases to fuel an engine. Boisen also uses separate tanks in
which to create a back pressure to force the electrolyte away
from both the cathode and the anode to proceed for a stop and
start of the decomposing process automatically. Boisen is a
three-compartment unit utilizing the hydrogen and oxygen. Many
workers in the art, however, believe the presence of storage
tanks such as ll and 12 for the hydrogen and oxygen of Boisen
and the subsequent mixing of these fuels, presents a highly
dangerous environment. The United States patent to Jack H. Rupe
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No. 3,906,913 (1975) also teaches the mlxing of hydrogen, air and a liciuid
hydrocarbon fuel. m e patent is particu]arly useful in its descriptior: of
the prior art and its disclosure of the degree of work some worlcers in the
prior art did to secure proper levels o~ hydrogell. Another pater.t of interest
is the United States patent to Marc S. Newkirk, et al, 3,710,770, of June 16,
1973. Newkirk discloses a means of providing hydrogen from a cryogenic supply.
A principal objectiVe of this invention is to provide a rugged
producer of hydrogen gas for an interna] combustion machine having a pair
of compartments with anodes and cathode therein. The invention includes a
means for causing a back pressure against t:he ]evel of electrolyte in ~aid
cathode compartment to lower the lev~ trolyte therein and there~y
reduce the surface area available for the prodllction of hydrosen. In tl!is
manner, the necessity for separate storage tanks or vessels is eliminat(?d.
According to the invention, there is provided an internal
combustion engine having a carburetor, a gas generator cell adapted to
receive an electrolytic solution and manifold means between said car~ur~tor
and said gas generator, a separator dividing said cell into first and
second compartments and having an opening therethlouyl, providing communi-
cation between said compartments, at least one cathode plate supported in
said first compartment and shaped so that the in~ 1 amount of active
surface area exposed to the electrolyte by each successive incremental rise
in the electrolyte in said first compartment is larger than the incremental
amount of active surface area exposed to the electrolyte by the previous
~ nc '~ ~r~dl rise in the electrolyte in said first compartment, at least one
anode plate disposed in said second compartment, first means for applyirlg an
electric current to the circuit cr _ ~ed of said anode plate, said cathode
plate, and the electrolytic solution, to thereby produce hydrogen in said
first compartment, and second means to carry said hydrogen to said manifold
means, whereby when a back pressure is built in said manifold means and first
compartment due to a production of hydrogen, the level of electrolyte in said
first compartment i9 lowered and the surface area of said cathode plates exposed
to said electrolyte is reduced to thereby reduce the production of hydrogen.
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Another principal objective of this invention is to provide a
ruqged, uncomplex, two-compartment reactor for developing adjustable an~unts
of l.~lLvgen. m e reactor eliminates the necessity of storing any dangeLous
amounts of hydrogen in the system without a reguirement for complicated
valving and measuring systems. Except for the small amount of hydroger.
neC~R6~ry to build a back-pressure for adjustability, the hydrogen is uced
as it is produced.
An important object of the present invention is to provide a hydrogen
reactor for economically providing on demand the trace amounts of hydrogen
necessAry to operate an internal combustion engine with a mixture of sa~d
~ gen, air and a hydrocarbon-type fuel. Preferably the hydrogen gen~rator
has a triangular-shaped electrode so that the inu ~m~nt~l amount of active
surface area exposed or covered by each successive incremental rise or fall in
the electrolyte i~ larger or smaller, respectively, than the incremental
amount of active surface area exposed or covered by the previous incremental
rise or fall in accordance with the demands from the engine. The divider in
the separator is of a composition that substantially limits the flow of
electrolyte between chambers but which transmits electrons therebetween.
Another important objective of this invention is to provide an
internal combustion engine which, because of superior burning caused by the
hydrogen, permits the ignition timing to be advanced from that in conventional
ignition systems.
Another pr;ncir~l objective of the invention is to improve the
quality of the atmosphere, especially in areas where large numbers of vehicles
are used by releasing substantial amounts of oxygen into the atmosphere.
A still further objective of the invention is to provide a fuel
generator and mixture system which is readily adapted for use with all engines
and of particular usefulness with burners of gas turbine engines and pre-
~ _~assion chambers or two-stroke motors.
A process for operating an internal combustion engine with a mixture
of l~yl-~y~ air and a hydrocarbon fuel, comprises the step of producing and
inL.odueing trace amounts of hydrogen into a carburetor together with said
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hydrocarbon fuel and air in adjustable amountC ~ren~nt on the hy~ el.
,-~ requirements of the engine.
It is well known in the art to mix l.y~og~n with a mixture o
ga~oline vapor and air produced in the ca~ a~ols
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of internal combustion engines to enhance the efficiency of such
engines. It is also known that a better and more complete
oxidation of the fuel in the combustion chamber of the internal
combustion engine can be obtained, when said engine is operated
with a lean air-fuel mixture. This has, however, the drawback
that for conventional hydrocarbon type fuels the combustion
of weak mixtures, i.e., of mixtures having a proportion of
air significantly larger than that corresponding to the stoichic- I
metric fuel/air ratio, may lead to misfire, uncontrolled com-
bustion and possibly breakdown of the engine. On the other
hand, a very weak mixture of hydrogen and of air is easily
ignited. Excellent inflammability is characteristic for a
t-y~,oca~bon-fuel/trace amounts of hydrogen/air mixture.
When such a mixture is ignited by means of the spark plug, the
hydrogen which distributes itself throughout the mixture
burns first and contributes to an optimum combination of the
-ining vaporized fuel.
By using the aforementioned principles, it is
possible to enlarge the ignition range of the engine and to burn
mixtures having a high proportion of air. The ten~perature of
the combustion is lower due to the additional air. Heat losses
are accordingly reduced. Such a nearly perfect combustion in
combination with high compression ratios improves the economy
of the engine, reduces the production of harmful exhaust gases and
delays the ac lation of soot in the combustion chamber of
the engine. Taking advantage of these known principles has been
difficult because no ~ v~liate device has been available for
producing and for carrying hydrogen for mobile internal combustion
engines. Taking along heavy pressure bottles for hydrogen gas is
not convenient, because such bottles must be filled up or exchanged
quite frequently. In addition, such pressure bottles
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present the danger of explosion. Another possibility, the
stocking of liquefied hytrogen at low t .eratu.es is trouble-
some, expensive and dangerous, especially for mobile use.
In the process for operating an internal combustion
enginc, according to the present invention, hydrogen is produced
by electrolytic decomposition of water in a hydrogen reactor,
electric current is supplied to said hydrogen generator by means
of an alternator, and the hydrogen generator reactor auto-
matically adjusts its hydrogen production to the requirements
of the engine. According to the present invention, the auto-
matic adjustment of the hydrogen production rate of said hydro-
gen generator to the needs of the internal combustion engine
is accomplished by causing hydLogen collected between the
carb~retor and the reactor to exert a pressure on the level of
the electrolyte in such a manner that the electrolyte level is
lifted or lowered in accordance with the hydrogen pressure of
the hydrogen reactor, whereby the surface area of the cathode
plates in the electrolyte is adjusted. In this manner, the
level of the electrolyte is caused to drop in the cathode com-
partment when the hydrogen pressure in the hydrogen generator
reaches a predetermined magnitude. The electric current of the
hydrogen generator is thus automatically lowered and the pro-
duction of hydrogen in the hydrogen generator is reduced. The
hydrogen reactor and its plates are triangularly shaped to
incre~se the sensitivity of the reactor to fuel demands.
The present invention comprises a self-controlling
hydrogen reactor operating according to an electrolytic type
process, and a DC generator for supplying current to said hydro-
gen generator. The current generator for supplying current
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to said hydrogen generator is driven by the engine of the
mobile unit.
These and other objects of the invention will
become more apparent to those skilled in the art by reference to
the following detailed description when viewed in light of
the accompanying drawings wherein:
Figure 1 is a schematic view of a drive plant
for mounting in a vehicle; and
Figure 2 is a sectional view taken along section
line II-II of Figure 1, of the hydrogen generator of said
apparatus of Figure l;
Referring now to the drawings wherein like elements
are referred to by like numerals, the numeral 10 indicates the
drive shaft of an automobile engine (not shown) of a type
which this invention is uniquely adapted to render more
efficient. As is conventional in vehicles of this type, the
rotation of a drive shaft 10 energizes a generator 12.
Generator 12 has a positive output line 14 and a negative
output line 16. Connected in parallel across the input and
output lines 14 and 16, respectively, are lines 18 and 20 which
are respectively connected to the negative and positive termi-
nals of a battery 22. The generator 12 is of a type that
produces Direct Current.
Electrical conduits 14 and 16 are respectively
connected to anodes 24 and cathodes 26 of 8 hydrogen-oxygen
generator cell or reactor 30. In Figure 1, the cell 30 is shown
in lateral cross-section and is shown in horizontal cross-
section in Pigure 2. The reactor 30 is comprised of a
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casing 32 having a hydrogen conduit 34 communicating with a
cathode chamber A. An oxygen release conduit 38 is in com-
munication with the anode chamber B. The conduit 38 exhausts
~2 to the atmosphere where it is conducive to a high quality
air.
An air filter intake mechanism is generally indi-
cated by the numeral 42. The air filtered by unit 42 exhausts
through a venturi section 44, to which the hydrogen conduit
34 is communicated. Disposed between the venturi section 44 and
the chamber A, along conduit 34, is a valve or adjustable
orifice 46 and a filter 47.
The principal liquid fuel for the vehicle, normally
a hydrocarbon, is stored in a fuel or gasoline tank 50. Fuel
is caused to flow from the tank 50 to the calbu-~tor assembly
by way of a fuel pump 52 disposed along a fuel conduit 54. A
fuel~return line 56 communicates the output side of fuel pump 52
back to tank 50 through a pressure reducing valve 53. An output
conduit from fuel pump 52 is indicated by the numeral 55 and
leads to a float assembly 58 through a valve 57. The float
assembly 58 is of a conventional type having a housing in which
I a float 60 carries a valve member 62 which closes input line 55
from the fuel pump when an a~,pro~riate level of fuel is in
housing 58.
A hollow stem or pick-up tube 68 communicates the
lower portion of float member 58 to the venturi section.
Tube 68 has an end disposed within the venturi section 44. A
- throttle butterfly valve 66 is mounted across the lower part of
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the venturi section 44 in conventional fashion. As air is
dra~n through the air intake 42 by virtue of the vacuum caused
during piston intake strokes, the moving sir in the venturi
causes a selectet amount of hydrocarbon fuel to be drawn
through the tube 68 and a selected amount of hydrogen to be
drawn from line 34.
An a~u~riate mixture of air, gasoline and hydrogen
flows to inta~e manifold 70.' One of the cylinders 72 of the
engine receives a reciprocating piston 74 and is equipped with
a spark plug 76 and poppet valves 78 and 80 which function in
the standard fashion.
Within the piston firing chamber 82 the gasified
hydrogen, liquid fuel, and air are ignited. ~ven though only
traces of hydrogen on the order of .4% to 2% are present,
complete burning of the fuel takes place. Because of the
complete burning, the products of combustion, substantially
non-polluting, are exhausted via the pipe 84.
As can be seen from the system of Figure 1, precise
amounts of hydrogen are delivered to the system under the
control of valve 46. This valve can be adjusted by either
manual control from the vehicle operator or automatically by way of
I a monitoring device (not shown) which analyses the products of
- combustion in exhaust pipe 84.
It is one of the principal objectives of this invention
to produce and deliver only that amount of hydrogen necessary
to obtain the objectives of full combustion. Because of the
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danger of stored hydrogen, the reactor must be sensitive and
only produce sufficient amounts of hydrogen to maximize com-
bustion at the speed and load under which the engine is
laboring. In Figure 2 there is sho~Yn a cross-section of the
hydrogen and oxygen reactor which meets these needs.
The hydrogen generator 30 functions according to
the conventional electrolytic water decomposition process
according to the formula 2~20 _ ~ ~2 ' 2H2, the direct current
for the electrolysis being supplied by the generator 12. The
car battery 22 is provided to provide current in the starting
phase of the vehicle engine and is otherwise not necessary for
the hydrogen production process. Oxygen produced in the course
of the electrolysis is exhausted through the exhaust opening 38
to the atmosphere. Alternatively, oxygen produced in the course
of the electrolysis can be collected and, under prevention of
explosion risks, separately fed to the engine. The hydrogen
generator 30, is illustrated in Figures 1 and 2. The generator
is a'closed design and is comprised of a metal electrolytic
cell casing 90 having an isolating layer 92 on the outside thereof.
2Q A separator 94 divides the cell 30 into two compart-
ments A and B. The separator is carried by a r~ ~o~k 95.
Parallel cathode plates 26 are connected to the negative current
I conductor. The iron cathode plates 26 are located in compart-
ment A. Cell 30 is preferably made of noncorrosive steel. A
substantial portion of the current flow between the electrodes and
the anodes takes place directly through the separator 94 to thus
reduce the distance the current must travel which, in turn,
results in energy savings. Separators of asbestos and metal cast
in plastic have been used for this purpose. When asbestos is
used, the porosity of the asbestos causes a wetness therethrough
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sufficient to pass current. When the metallic powder is used,
a sufficient percentage thereof is used to efficiently pass
current through the separstor.
The electrolyte employed can be a 20 - 30% aqueous
solution of KO~I. To compensate decomposition, water, e.g.
distilled or salt-free water, can be added through opening 21
of cell 30. A window, which is not shown in the drawing, can
be provided on the outside of the cell 30 for allowing inspec-
tion of the electrolyte level in the cell 30. During tests,
the hydrogen generator 30 reached its maximum efficiency with
an electrolyte comprising 28~ KOH. Owing to the large capacity of the
cell 30, no drawbacks have been observed, when using tap water instead
of distilled water to refill the cell 30. It is even presumed that
simultaneously separate gaseous chlorine and fluorine improve the
combustion process.
_ - - The anode plates 24 are preferably of iron or of
nickel, the main parameters for determining the output of the
hydrogen generator 30 being the totality of the electrode sur-
faces of the cathode and the anode available for the current
flow and thc distance between the electrode plates.
The hydrogen separated at the cathodes 26 passes
through an opening 96 into a chamber 98 comprising an inclined
bottom 100 and subsequently through an opening 102 into a
collecting chamber 104, from where it passes via pipe 34 and valve
46 to the venturi section 44. As stated above, oxygen separated
at the anodes 24 is exhausted via conduit 38 to the atmosphere.
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In Figure 2 it can be seen that the reactor casing
in longitudinal cross-section is triangular. The cathodes 26
and the anodes 24 are also of triangular shape. The triangular
shape of the cathodes has an important relationship with respect
to the level of the electrolyte. Because of the rapidly in-
creasing surface area available for hydrogen production of the
cathodes as the electrolyte level is raised in chamber A and the
rapid decrease in surface area as the electrolytic level is lowered
in chamber A, the unit is extremely sensitive to engine demands.
In operation, the ,suction st,roke of the engine
creates a vacuum or negative pressure in the intake manifold
of the carburetor which causes hydrogen to flow via conduit 34
into the calbuIetor. Through suitable adjustment of the valve 46
and/or an ~plo~l;ate choice of the dimensions of the conduit 34
the flow of hydrogen to the engine is regulated to continuously
match the needs of the engine. A fine adjustment or regulation
of the hydrogen production rate occurs automatically in the
hydrogen generator 30. In case of overproduction of hydrogen
in the generator 30, a higher hydrogen pressure is created in
the gas-filled space 111 of chamber A. This positive pressure
lowers the level of the electrolyte in such a manner that the
electrolyte escapes through openings 112 of separator 94 and
through the openings 114 of the anode plates 24 into the free
space 116, exposed to the atmospheric pressure, which surrounds
the tops of anodes 24, whereby the wettet conductive surface portions of
the cathode plates 26 and consequently the hydrogen production
rate of the generator 30 are reduced in such a manner
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that the hydrogen production of the generator 30 and the
hydrogen consumption of the cngine balance each other out.
If the conduit 34 is clogged or the valve 46 is
closed, the level of the electrolyte sinks beneath the cathode
plates 26.
Chambers 98 and 104 form preliminary filters for
separating fluid droplets mixed to the gaseous hydrogen pro-
duced in cell 30. The separated fluid flows back again in the
cell along the inclined bottom 100 of the chamber 98. A
further filter 47 is preferably provided in the conduit 34
for preventing corrosive fluids from passing into the engine 1.
Since the alternator is coupled directly to the
engine, less current, and therefore less hydrogen, is produced
at relatively lower revolution rates of the engine, so as to
furnish a further automatic control of the hydrogen production.
It can be seen that the two-compartment cell 30 with
a conductive separator 94 provides a greatly reduced travel for
current flow between the anodes and cathodes which results in
energy savings in the system.
In a general manner, while there has been disclosed
, an effective and efficient embodiment of the invention, it
~ should be well understood that the invention is not limited to
such an embodiment, as there might be changes made in the arrange-
ment, disposition, and form of the parts without departing from
the principle cf the present invention as comprehended within
the scope of the accompanying claims.
