Note: Descriptions are shown in the official language in which they were submitted.
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Title: Combustion-enhancing-gas Delivery System and Flow Control
FIELD OF THE INVENTION
This invention relates to the general field of combustion engines, and
more particularly to the use of combustion-enhancing gases with internal
combustion engines.
BACKGROUND OF THE INVENTION
Because the internal combustion engine is dependent upon the
burning of non-renewable fossil fuels, there have been various attempts to
create engines that do not run on non-renewable fuels. Attempts have also
been made to create engines which run partially on fossil-fuels, but which
are supplemented with other fuels whose long-term supply is understood to
be more assured. One example of such technology is the class of devices
which generate hydrogen and oxygen by means of the electrolysis of water.
Typically, with these devices, the hydrogen from the electrolysis, or
alternatively, the hydrogen/oxygen mix, is fed into the internal combustion
engine. In some cases, it is intended that the hydrogen/oxygen mix will
serve as the sole fuel for the engine. In other cases, the hydrogen/oxygen
mix is fed into the internal combustion engine as a supplement to diesel fuel
or gasoline, in order to improve the efficiency of the combustion process and
to reduce the use fossil fuels. An example of such a device is found in U.S.
Patent no. 6,896,789 ("Ross").
These devices for generating combustion-enhancing gases, and
feeding them to an internal combustion engine, are equipped with a variety
of different mechanisms for feeding the gases into the engine. In Ross, an
electrolysis device is disclosed, which includes a water reservoir, an
electrolysis cell containing electrodes for generating the combustion-
enhancing gases, and a conduit leading from the electrolysis cell to the
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engine. The conduit includes a flow regulator in the form of a check valve,
which regulates the flow of combustion-enhancing gases to the engine. The
flow regulator is typically set at a pressure that is towards an upper end of
the range of pressures at the engine intake. An example of a commonly
acceptable check valve value is 20 psi.
Thus, when the Ross device is activated, the internal pressure of the
electrolysis cell builds behind the check valve until it reaches a pressure 20
psi greater than the pressure at the engine intake. Then, the check valve
opens, and combustion-enhancing gases begin to flow to the engine.
In this configuration, if the pressure at the engine intake rises, gas
flow will be blocked by the check valve until the system returns to a state in
which the internal electrolysis cell pressure exceeds the intake pressure by
psi. The system could return to this state by the intake pressure going
down, or by the internal electrolysis cell pressure continuing to build, or a
15 combination of both. In any event, it will be appreciated that in the Ross
device, gas flow is usually blocked each time the engine intake pressure
rises, and is not restored until the system reaches a state in which the
internal electrolysis cell pressure exceeds the intake pressure by twenty
pounds.
20 It will further be appreciated that, it is during periods of rapidly
increasing intake pressure that the combustion-enhancing gases are most
needed, as such periods typically coincide with increasing RPM, increasing
load conditions (e.g. going up a hill), or increasing throttle positions. In
the
Ross system, it is at these times that gas flow will be temporarily blocked.
Also, in a typical electrolysis cell for generating combustion-enhancing
gases, the electrodes generate an electric current within a mixture of an
electrolyte (e.g. KOH) and water. The water is electrolyzed to produce
hydrogen and oxygen, and a substantial amount of heat is also generated.
The result of this process is that the hydrogen/oxygen mixture often carries
with it electrolyte vapour and water vapour. This can be problematic,
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because water vapour being fed to the engine can interfere with combustion,
and electrolyte vapour may damage the engine.
SUMMARY OF THE INVENTION
Therefore, what is desired or a system wherein water vapour and
electrolyte vapour are adequately scrubbed from the combustion-enhancing
gases, or a system wherein combustion-enhancing gases are more likely to
be available to the engine at times of increased engine load. Therefore,
according to one aspect of the invention, there is provided a system for
delivering combustion-enhancing gases to an engine, the system
comprising:
an electrolysis cell for generating combustion-enhancing gases, and a
conduit configured and positioned to carry the gases to the engine;
a flow regulator, the flow regulator comprising (1 ) a valve configured
and positioned to control the flow of the gases from the cell to the engine,
and (2) a controller operatively connected to the valve and configured to
control the flow rate of gases through the valve by selective opening and
closing thereof;
a pressure sensor, operatively connected to the controller, the sensor
being configured to sense the pressure level in the cell, the controller being
configured to read the sensor;
wherein the valve is configured to be openable independent of the
pressure differential across the valve.
Optionally, the engine has, associated therewith, a maximum
operating pressure at an intake, and the controller is configured to control
the flow rate so as to maintain a cell pressure at a predetermined pressure
range in normal operation, and at least a portion of the range includes a
pressure value less than 20 pounds per square inch more than the maximum
operation pressure at the intake.
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Optionally, at least a portion of the range includes a pressure value
less than 10 pounds per square inch more than the maximum operation
pressure at the intake. Optionally, at least a portion of the range includes a
pressure value less than 5 pounds per square inch more than the maximum
operating pressure at the intake. Optionally, the flow rate is controlled by
pulse width modulation. Optionally, the valve comprises a solenoid valve.
Optionally, the valve comprises an injector-type valve. Optionally, the
predetermined pressure range comprises a range of 10 pounds per square
inch. Optionally, the system further comprises a second sensor, operatively
connected to the controller, configured and positioned to sense the pressure
at the intake. Optionally, the controller is operatively connected to the
engine to receive engine load information. Optionally, the controller is
configured to increase, in response to sharp engine load increases, the flow
of gases to the engine such that the cell pressure falls below the
predetermined pressure range, but not below the pressure at the intake.
Optionally, the system further includes a variable power supply for supplying
power to the cell, the controller being programmed to cause the variable
power supply to increase, in response to sharp engine load increases, the
power being supplied to the cell, whereby a production rate of combustion-
enhancing gases is increased. Optionally, the system further includes an
ignition sensor operatively connected to the cell and to the engine, the cell
being configured to remain in an off state unless ignition is sensed.
Optionally, the ignition sensor includes a ripple sensor for sensing
alternator
noise on the engine power line. Optionally, the ignition sensor includes a
vibration sensor for sensing vibration associated with engine ignition.
Optionally, the cell is configured to remain in an off state unless both the
ripple sensor and vibration sensor indicate ignition. Optionally, the
controller
is operatively connected to the cell and programmed to control the operation
of the cell. Optionally, the controller is an electronic controller.
Optionally,
the controller is a microprocessor-based controller.
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According to another aspect of the invention, there is provided a
combustion-enhancing gas delivery kit for use in association with an intake
conduit carrying air to an internal combustion engine, the kit comprising a
tap having an input and an output and being configured to be installed on the
conduit with the input positioned to receive combustion-enhancing gases
from a source thereof and with the output positioned within the conduit and
spaced substantially within the walls of the conduit, whereby the gases are
released into the conduit at a point of relatively high turbulence of the air
to
facilitate mixing of the gases and the air. Optionally, the output is
positioned
at or near the centre of the conduit. Optionally, the kit further comprises at
least one turbulence-increasing fin, configured to be installed within the
conduit downstream the output, for facilitating the mixing of the gases with
the air.
According to another aspect of the invention, there is provided a
system for delivering combustion-enhancing gases to an engine, the system
comprising:
an electrolysis cell for generating combustion-enhancing gases;
a reservoir, operatively connected to the cell, for holding water to
replenish the electrolysis cell;
a gas flow path configured and positioned to receive gases generated
by the cell and deliver the gases to water in the reservoir;
a gas delivery path configured and positioned to receive gases
delivered by the gas flow path and deliver the gases to the engine.
Optionally, the system includes a fill flow path for carrying water from
the reservoir to the cell, an injector for controlling the flow of the gases
through the gas delivery path to the engine, and a selectively openable first
purge flow path for purging the gases in the cell to the atmosphere; and, the
cell, reservoir and fill flow path are configured so that when the injector is
closed and first purge flow path opened, a pressure differential between the
reservoir and cell is created to drive water from the reservoir through the
fill
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flow path into the cell. Optionally, the fill flow path includes a check
valve.
Optionally, the check valve has a value of approximately 8 psi. Optionally,
the injector is configured to restrict flow of gases to build pressure in the
reservoir to a predetermined fill pressure prior to said injector being closed
and first purge flow path opened. Optionally, the system includes a fill flow
path for carrying water from the reservoir to the cell, an injector for
controlling
the flow of the gases through the gas delivery path to the engine, and a
selectively openable first purge flow path for purging the gases in the cell
to
the atmosphere; and, the cell, reservoir and fill flow path are configured so
that when the first purge flow path is opened, a pressure differential between
the reservoir and cell is created to drive water from the reservoir through
the
fill flow path into the cell. Optionally, the cell includes a sensor,
operatively
connected to the injector and first purge flow path, for sensing that the cell
is
full. Optionally, the injector is programmed to open, and wherein the first
purge flow path is configured to close, when the cell is full. Optionally, the
system includes a bypass gas delivery path configured to deliver gases to
the engine while bypassing the water in the reservoir, the system further
including a fill flow path for carrying water from the reservoir to the cell,
the
cell, reservoir and bypass gas delivery path being configured so that, when
the flow of gases through the gas delivery path is prevented, and the bypass
gas delivery path opened, a pressure differential is created between the cell
and the reservoir to drive water from the reservoir to the cell through the
fill
flow path. Optionally, the fill flow path overlaps with the gas flow path.
Optionally, the system includes an injector configured to control the flow of
gases along the bypass gas delivery path. Optionally, the injector is
configured to adjust the flow of gases through the bypass gas delivery path
to adjust the pressure differential, whereby the pressure differential can be
increased by greater flow of gases through the bypass gas delivery system.
Optionally, the system further includes a sensor for sensing an electrolyte
level within the cell, and a controller, operatively connected to the sensor,
for
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causing the flow of gases through the gas delivery path to be prevented, and
for opening the bypass gas delivery path. Optionally, the system further
includes one or more valves operatively connected to the controller, and
wherein the controller is configured to cause the flow of gases through the
gas delivery path to be prevented, and to open the bypass delivery path, by
changing a state of the one or more valves. Optionally, the controller is
configured to halt filling of the cell when a full condition is present.
BRIEF DESCRIPTION OF THE DRAWINGS
Reference will now be made, by way of example only, to preferred
embodiments of the invention as illustrated in the attached figures.
Figure 1 is a schematic diagram of a system for delivering combustion
enhancing gases;
Figure 2 is a schematic diagram of an assembled combustion-enhancing
gas delivery kit;
Figures 3A-C are schematic diagrams showing a flow control for a
system for delivering combustion-enhancing gases; and
Figures 4A-C are schematic diagrams showing an alternative flow
control for a system for delivering combustion-enhancing gases.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
Referring to Figure 1, the device 10 includes an electrolysis cell 12 for
generating combustion-enhancing gases, which cell 12 comprises an
electrolysis zone 16 and a gas collection zone 26. Preferably, the combustion-
enhancing gases comprise hydrogen and oxygen generated by subject water
to electrolysis within the cell 12. Within the zone 16 are positioned
electrodes
18, at least partly immersed in electrolyte 20. When the electrodes 18 are
energized, water within the electrolyte 20 is electrolyzed to produce hydrogen
and oxygen shown as the mixture of combustion-enhancing gases 22. A
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conduit 24 is operatively connected to the gas collection zone 26, within
which
the combustion-enhancing gases 22 are located after they are generated and
they emerge from the electrolyte 20. The conduit 24 is configured and
positioned to carry the gases to the engine. The device 10 also includes a
water reservoir for re-filling the cell 12 with water.
Mounted on the conduit 24 is a valve 28 configured and positioned to
control the flow of combustion-enhancing gases from the cell 12 to the engine.
The controller 30 is operatively connected to the valve 28 and configured to
control the flow rate of gases through the valve 28. The controller 30
preferably
controls the flow rate by controlling the opening and closing of the valve 28.
Together, the controller 30 and valve 28 comprise a flow regulator 32 for
regulating the flow of gases from the cell 12 to the engine. The conduit 24
continues from the valve 28 to the engine intake 34. Thus, the gases flow from
the device 10 from the engine intake 34, and are fed to the engine to enhance
combustion.
It will be appreciated that the invention comprehends other forms of flow
regulator besides the preferred form described above. What is important is
that
the rate of flow of combustion-enhancing gases from the cell 12 to the engine
intake 34 be controlled.
The controller 30 is preferably operatively connected to a pressure
sensor 36 configured and positioned to sense the pressure level within the
electrolysis zone 16, and to another pressure sensor 36 configured and
positioned to measure the pressure at the engine intake 34. The controller 30
is preferably configured to read the sensors 36 at the intake 34 and the cell
12.
The controller 30 is operatively connected to the valve 28 in order to
control the flow of combustion-enhancing gases to the engine. Preferably, the
flow of gases through the valve 28 is controlled by pulse width modulation
(PWM). In PWM, the controller 30 controls the amount of time that the valve
28 is opened. This time is referred to as the pulse width. Typically, the
valve
28 will have, as part of its specification from the manufacturer, a maximum
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number of times per second that it should be opened to ensure proper
operation. For example, a typical solenoid valve that could be used in this
application would have a specified period of 333 milliseconds corresponding to
a maximum frequency of 3 cycles per second. What this means is that, for
proper performance, the solenoid should not be opened more than once every
333 milliseconds, or three times per second.
Using this type of solenoid 28 as an example, it can be seen that, for
each 333 millisecond space of time, the solenoid can be left open for some
percentage of that time, and can be closed for some percentage of that time.
Thus, within each 333 millisecond period, to allow more gas to flow, the
controller keeps the solenoid open for a greater proportion of the period, and
then closes the solenoid and keeps it closed for the remainder of the period.
To reduce the amount of gas that flows, the controller keeps the solenoid open
for a smaller proportion of the period, and then closes the solenoid and keeps
it closed for the remainder of the period. It will be appreciated that, to
allow
maximum gas flow, the solenoid can simply be held open through the entire
period. Similarly, if, in exceptional circumstances, it is desired to block
gas flow
entirely, the solenoid can be kept closed by the controller for the entire
period.
It will be appreciated that PWM can be used with other types of valves,
such as, for example, injector-type valves. Solenoid valves and injector-type
valves each have advantages in this application. For example, injector-type
valves typically operate by means of a mechanical seat and low-mass movable
closure, while solenoids typically employ a diaphragm that uses a rocking
action
to open and close the ports of the valve. It has been found that injector-type
valves typically have a shorter response time, and the flow of gases can
therefore be more precisely controlled, because the shorter response time
allows for the valve to be either fully open or fully closed for a greater
percentage of the operating time.
On the other hand, it has been found that solenoids are more gas-tight,
so that when the solenoid is in its closed position, less gas leaks through
the
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valve. Furthermore, the gases flowing through the valve 28 in this application
typically contain some KOH residue. It has been found that many solenoids
are, beneficially, resistant to clogging because of KOH residue.
Thus, it will be appreciated that the preferred form of the invention
comprehends various types of valves 28. W hat is important is that the valve
28
be configured to be openable independent of the pressure differential across
the valve 28. What this means is that the valve 28 should be openable by the
controller regardless of whether the pressure difference between the input of
the valve and the output is positive or negative. This is to be contrasted
with a
check valve. In a check valve, the pressure at the input must be higher than
the
pressure at the output for the valve to open (e.g. for a 20 p.s.i. check
valve, the
pressure must be 20 p.s.i. higher at the input for the valve to open). Thus,
with
a check valve, if the engine intake pressure rises suddenly, gas flow to the
engine will be immediately blocked because the pressure difference across the
valve would fall below the level needed to make the valve open. By contrast,
the valve 38 of the present invention is openable independent of the pressure
differential across the valve 28. This feature allows gases to be delivered to
the
engine at times when they are most needed, and makes it less likely that gas
flow will be blocked at these times.
Those skilled in the art will appreciate that the invention comprehends
various forms of flow regulators 32. What is important is that the flow
regulator
32 be configured so that it selectively allows and blocks (partially or
completely)
the flow of combustion enhancing gases to the engine.
It will also be appreciated that, besides the preferred PWM method
described above, the invention comprehends other modes of controlling gas
flow. For example, instead of PWM, gas flow can be controlled by using a valve
in which opening the valve to a greater extent causes more gas to flow, and
opening the valve to a lesser extent causes less gas to flow. This is in
contrast
with, for example, the preferred valve 28, which, in the PWM application, is
either fully open or fully closed. Other modes of gas flow control are also
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possible. What is important is that the invention include a gas delivery
apparatus which controls the flow of gases, preferably being configured so
that
gas flow is not blocked when the demand for the gases increases.
The controller 30 is preferably operatively connected to a pressure
sensor 36 within the zone 26 of the cell 12. This sensor 36 provides feedback
data as to the pressure within the cell 12 resulting from the build up of
combustion-enhancing gases within the cell 12. The controller 30 is also
preferably operatively connected to a sensor 36 at the intake 34. This sensor
36 provides feedback as to the pressure at the intake.
Preferably, the controller 30 controls gas flow as described above in
order to maintain the pressure in the zone 26 approximately at a predetermined
pressure. Preferably, this predetermined pressure is selected to be above the
maximum intake pressure. Thus, if the pressure within the zone 26 begins to
rise above the predetermined pressure, the controller will respond by causing
a higher rate of gas flow to the engine as described above. This will result
in
a lowering of the pressure in the zone 26. Similarly, if the pressure in the
zone
26 moves below the predetermined pressure, the controller responds by
restricting the flow of gases to the intake 34, thus causing an increase in
the
pressure in the zone 26 toward the predetermined pressure.
For any particular engine, the pressure at the intake 34 will vary within
a range. It will be appreciated that it is preferred for the predetermined
pressure to be selected at a point above the maximum engine intake pressure.
For gases to flow from the zone 26 to the intake 34, the pressure at the
intake
34 must be lower than the pressure in the zone 26. If the pressure at the
intake
34 is higher than the pressure in the zone 26, the combustion-enhancing gases
will be blocked from flowing to the engine. It will be appreciated that, when
the
engine is idling, the pressure at the engine intake will typically be at
within a
lower portion of its range. By contrast, when the engine RPM increase, and
when the demand for engine power increases, the engine intake pressure will
be higher. It is desirable to ensure that gas flow to the intake 34 is not
blocked,
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particularly when engine power demands have increased. Thus, the
predetermined pressure is selected to be above the maximum operating
pressure of the intake, so that gas will never be blocked. Furthermore, it is
preferable that the predetermined pressure be high enough above the
maximum operating pressure of the intake 34, so that, even when the intake is
at that maximum operating pressure, there is still significant gas flow from
the
cell to the intake 34, the flow being driven by a substantial pressure
difference
therebetween.
On the other hand, it is desirable that the predetermined pressure not be
too high above the maximum engine intake pressure. There are two reasons
for this. First, it is desirable that the predetermined pressure be reached as
soon as is practicable after the cell begins operating. The higher the
predetermined pressure, the longer it will take for the cell to reach the
predetermined pressure. Furthermore, it will be appreciated that the higher
the
predetermined pressure, the greater the stress on the components within the
cell.
Furthermore, it will be appreciated that the predetermined pressure
preferably constitutes a range of pressures. The reason for this is that
maintaining a specific nominal pressure would require very precise, and thus
very expensive, control hardware and software. It has been found that using
a pressure range as the predetermined pressure is effective.
Most preferably, the range of the predetermined pressure is selected so
that at least a portion of the range is less than 5 p.s.i. above the maximum
operating pressure at the intake 34. It has also been found that the system
will
function effectively if a portion of the range is less than 10 p.s.i. above
the
maximum intake pressure, or even less than 20 p.s.i. above the the maximum
intake pressure. It has also been found that the system functions effectively
when that predermined pressure comprises a range of 10 p.s.i. (e.g. the
predetermined pressure is the range of 50-60 p.s.i.). It has been found that
at
this predetermined pressure, combustion-enhancing gases flow freely to the
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engine. However, the cell components are not unduly stressed, nor does it take
unduly long for the predetermined pressure to be reached. Nevertheless, it
will
be appreciated that the predetermined pressure may take a form different than
the preferred form described above.
In another aspect of the invention, the controller 30 also receives
pressure feedback data from the sensor 36 at the intake 34, thus providing a
connection between the controller 30 and the engine to allow the controller 30
to receive information about the engine load. It will be appreciated that the
pressure at the intake 34 typically rises as engine RPM rises. In turn, engine
RPM usually rises in response to the driver's depressing the accelerator in
order to increase engine power output. As stated above, in such
circumstances, it is desirable to ensure that the flow of combustion-enhancing
gases is not blocked. Furthermore, it is also desirable to actually increase
the
flow of combustion-enhancing gases to help meet the increased demand for
engine power output.
Thus, preferably, the power supply 17 is a variable power supply and is
operatively connected to the controller 30. As explained above, the controller
30 is preferably configured to receive intake pressure data from the sensor 36
at the intake 34. When that data show a rise in pressure that is sharp and
long
enough to indicate that a substantial and sustained demand for additional
engine power exists, the controller 30 is configured to cause the variable
power
supply 17 to deliver additional power to the cell 12, thus increasing the rate
of
combustion-enhancing gas production. As a result, in response to a greater
demand for engine power output, combustion-enhancing gases are produced
at a greater rate to satisfy that demand.
In the event that the demand for engine power is subsequently reduced
(indicated by a reduction in engine RPM and a reduction in the pressure at the
intake 34), the controller is preferably configured to reduce the rate of gas
production accordingly by adjusting the variable power supply.
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In one alternative configuration, the controller30 is programmed to allow,
in specific, pre-determined situations, a rate of gas flow high enough to
reduce
the pressure in the cell 12 below its predetermined pressure. These situations
include sharp engine load increases. Thus, for example, when the RPM of the
engine rise sharply (thus raising the pressure at the intake 34 sharply), this
indicates a sharply increased demand forengine power(i.e. a sharply increased
engine load). In this alternative embodiment, the controller 30 is configured
to
increase gas flow to the intake 34 in response to a sharp increase in engine
power demand, even if the increase in gas flow causes the cell pressure to
fall
below the predetermined pressure. This feature may be implemented where
it is desirable to provide additional gas promptly to the intake 34 in
response to
increased engine power demands. It will be appreciated by those skilled in the
art that increased power demands are sometimes temporary, but that it is
desirable to meet those demands promptly. For example, a truck driver may
need additional power to climb a small hill. In such a scenario, the only
useful
way to deliver additional engine power is to provide increased flow of
combustion-enhancing gases immediately. If the increased flow of gases is
delayed, the truck will have finished climbing the hill (and the increased
demand
will have disappeared), by the time the gas flow is increased.
Thus, the controller 30 can increase gas flow, even if the cell pressure
will fall below the pre-determined pressure. This is because it is likely, in
such
a scenario, that the demand for engine power will recede before the cell
pressure falls so low that gas flow to the intake 34 is blocked.
Furthermore, it will be appreciated that, in the preferred device 10, the
controller 30 receives data regarding both the cell pressure and the intake
pressure. Thus, once the cell pressure has fallen below the predetermined
pressure, the controller 30 can be programmed to keep track of the difference
between the cell pressure and the intake pressure. As the two values approach
one another (i.e. as the cell pressure drops due to increased gas flow), the
rate
of gas flow can again be slowed to slow or reverse the pressure drop within
the
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cell 12, and preferably, the controller 30 can prevent the pressure in the
cell 12
from falling below the intake pressure.
It will also be appreciated that the need to temporarily allow cell pressure
to fall below the predetermined pressure will almost never result in gas flow
to
the intake 34 being blocked (i.e. the cell pressure falling below the engine
intake pressure). This is because, in the preferred form of the invention, the
controller 30 also activates the variable power supply 17 to increase gas
production in response to an increase in engine power demand, particularly
when that increase in demand is likely to be substantial. This increase in gas
production will tend to raise the pressure within the cell 12. Thus, even if
the
pressure in the cell 12 has been allowed to temporarily fall below the
predetermined pressure, the increased gas production will tend to raise the
pressure back up toward the predetermined pressure.
Preferably, the system includes an ignition sensor 38 operatively
connected to the cell 12 and the engine. The cell 12 is preferably configured
to remain in an off state unless ignition is sensed. Most preferably, the
operative connected between the cell 12 and the sensor 38 is achieved via the
operative connection between the controller 30 and the engine ignition sensor
38. It will be appreciated that it is desirable that the device 10 begin
operating
immediately upon the engine starting to run. However, it is also very
desirable
that the device 10 not operate unless the engine is running, because of safety
concerns, and because operating when the engine is off is wasteful of
combustion-enhancing gases.
Thus, preferably, the ignition sensor 38 includes two different types of
sensing capability. First, the sensor 38 preferably includes a ripple sensor
40
operatively connected to the engine's 12-volt power line and configured to
sense electrical engine ripple on that power line that results from alternator
noise. Second, the sensor 38 preferably includes a vibration sensor 42 for
sensing the vibration that is generated by the ignition of the engine. The
controller 30, which controls the operation of the device 10, is preferably
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configured to switch the device 10 on only if both sensors 40, 42 in the
ignition
sensing means 38 indicate that the engine is on. This substantially reduces
the
likelihood of the device 10 being operated when the engine is not running. In
addition, it will be appreciated that this method of sensing ignition is not
intrusive, in the sense that complex and intrusive connections to the engine
are
not required. Rather, the sensing is done passively and non-intrusively.
It will be appreciated that other types of ignition sensors are also
comprehended by the invention. What is preferred is that the device 10 only
operate if at least two different sensors indicate that the engine is on.
Preferably, the controller 30 will be programmable. Most preferably, the
controller 30 is a microprocessor-based electronic controller that is, inter
alia,
operatively connected to the cell 12, sensors 36, valve 28 and power supply 17
to control their operation. This allows the predetermined pressure to be
changed between uses of the device 10 if desired. For example, the device 10
may be transferred from one engine to another, in which case it may be desired
to change the predetermined pressure to reflect the new operating conditions
of the device 10. Also, adjusting the predetermined pressure might be required
to improve the performance of the device 10.
Similarly, the specific response of the controller 30 to various situations
(e.g. the increase or decrease of gas production, and the increase or decrease
of gas flow at the solenoid 28) are also programable. Thus, the rates of
change
of gas flow or gas production can be varied by changing the programming of the
controller 30.
Preferably, the controller 30 will include a memory that allows it to store
data regarding the operation of the engine in association with which the
device
10 operates. In other words, the controller 30 is configured to "learn" the
operation profile of the engine. This allows the controller 30 to determine
whether certain events, particularly in relation to engine pressure, tend to
happen in repetitive sequences. Having this information, the controller 30 can
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react appropriately to certain events, including changes of pressure,
associated
with the engine.
Also, preferably, the controller 30 will have associated therewith a data
log which records certain useful data. For example, the data may include
average cell running pressure, so that maintenance personnel can determine
if the cell is running properly. Similarly, the log may include data on how
long
it takes the cell to reach the predetermined pressure, and how steep the
increase in pressure is. Such data is useful in determining whether there are
gas leaks in the system. Another possible type of data is the number of pulses
that the injector has received (i.e. how many times the solenoid or injector-
type
valve has opened and closed). This allows the user to keep track of the mean
time between failures (MTBF). Also, the log can record the voltage and current
provided by the power supply, with such data being useful for diagnosing
various problems.
In the preferred embodiment of the invention, two valves 28 are
redundantly provided in the device 10. Preferably, they are connected in
series
along the conduit 24. One of the valves is held open while the other is opened
and closed by the controller 30. It will be appreciated that valves can
malfunction from time to time. By having two valves 28 on the conduit 24, it
is
possible to continue using the device 10 even when one of the valves is
malfunctioning.
Referring now to Figure 2, an engine inlet pipe 44 is shown. It will be
appreciated that the gases from the device 10 are fed into the engine via the
conduit 24. It is desirable that the combustion-enhancing gases be well mixed
into the air that is used as a combustion input to the engine, because more
complete mixing leads to more even, more consistent combustion. To ensure
that the gases are well mixed with the air, a kit is preferably provided for
installation on the engine. The kit comprises a tap 46 having an input and an
output, and being installed in the intake conduit 44 which receives the gases
from the conduit 24. The input of tap 46 is positioned to receive the gases
from
CA 02517098 2005-08-25
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the source thereof (preferably, the cell 12 via the conduit 24). Preferably,
the
output of tap 46 is positioned within the conduit 44 and spaced substantially
from the walls thereof so that the gases are released into the conduit 44 at a
point of relatively high turbulence of the air to facilitate mixing of the
gases and
the air. Most preferably, the output of the tap 46 is positioned at or near
the
centre of the conduit 44. It will be appreciated by those skilled in the art
that the
speed and turbulence of air flow is greater at or near the center of the
conduit
44 than at the walls thereof. Thus, delivering the gases into the conduit 44
close to the center thereof, and/or spaced substantially from the walls
thereof,
will ensure that the gases are more effectively mixed into the air in the
conduit
44. In addition, one or more turbulence-increasing fins 48, configured to be
installed within the conduit downstream the output, create additional
turbulence
in the air of the pipe 44, thus facilitating the mixing of the combustion-
enhancing
gases from the device 10 into the air of the engine intake conduit 44.
Figures 3A-C disclose a schematic diagram of a cell flow control system
for the device 10 described herein. The device as shown in Figures 3A-C
includes an electrolysis cell 60, for generating combustion-enhancing gases
and
a reservoir 62, operatively connected to the cell 60, for holding water to
replenish the cell 60. The apparatus further includes a gas output hose 64
having check valve C1 thereon, with the outlet of the gas output hose 64 being
positioned within the water of the refill tank 62. The input of the hose 64 is
positioned to receive the combustion-enhancing gases generated bythe cell 60.
The apparatus further includes a refill hose 66, having a check valve C2
mounted thereon within the water of the tank 62. The refill hose 66 extends
from the bottom of the refill tank 62 to the bottom of the electrolysis cell
60,
which electrolysis cell 60 is filled with an electrolyte such as KOH. The
conduit
66 with check valve C2 thereon functions as a fill flow path for carrying
water
from the reservoir 62 to the cell. It will be appreciated, however, that the
invention comprehends other forms of fill flow path. What is important is that
the fill flow path function to carry water from the reservoir 62 to the cell.
CA 02517098 2005-08-25
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The device further includes a purge conduit 68, having a two-port valve
V1A thereon. Thus, when the valve V1A is open, flow through the conduit 68
is permitted. When the valve V1A is closed, flow through the conduit 68 is
blocked. The purge conduit 68 connects the gas space above the electrolyte
in the cell 60 with the atmosphere. Thus, the purge conduit 68, including
valve
V1A, functions as a selectively openable first purge flow path for purging the
gases in the cell 60 to atmosphere. It will be appreciated, however, that
other
forms of selectively openable first purge flow paths are comprehended by the
invention.
The apparatus further includes a second purge conduit 70, having two-
port valve V2A thereon. When valve V2A is open, flow through the conduit 70
is permitted, and when it is closed, flow through the conduit 70 is blocked.
The
conduit 70 connects the gas space in the cell 60 with the atmosphere.
The apparatus further includes an injector hose 72 which connects the
gas space above the water in reservoir 62 to the injector 74. Combustion
enhancing gases are carried away to the engine from the injector 74 (which
injector preferably includes value 28, operated by controller 30) by an engine
conduit 76.
It will be appreciated that the conduit 64 described above acts as a gas
flow path, configured and positioned to receive gases generated by the cell
and
deliver the gases to the water in the reservoir 62. Those skilled in the art
will
appreciate that the other forms of gas flow path are comprehended by the
invention, including, without limitation, gas flow paths consisting of more
than
one conduit. What is important is that the gas flow conduit be configured and
positioned to receive gases generated by the cell and deliver the gases to the
water in the reservoir 62.
It will also be appreciated that conduits 72 and 76, and the injector 74,
function as a gas delivery path configured and positioned to receive gases
delivered by the gas flow path and deliver the gases to the engine. The
injector
74, in the preferred embodiment, controls the flow of gases through the gas
CA 02517098 2005-08-25
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delivery path. Those skilled in the art will appreciate that other forms of
gas
delivery path are comprehended by the invention, including, without
limitation,
gas delivery paths comprising multiple conduits and valves.
As explained above, in normal operation, the device preferably operates
at a predetermined pressure. In the preferred embodiment, the predetermined
pressure is a pressure range within which lies a nominal pressure. So, for
example, if the nominal pressure is 55 psi, the predetermined pressure may be,
say, 50-60 psi. Thus, the predetermined pressure is maintained by the
system's increasing the pressure if it falls to 50 psi, and decreasing the
pressure if it rises to 60 psi. Using hysteresis, the approximate nominal
pressure of 55 pounds is maintained.
Typically, when the engine is turned on, the cell 60 begins producing
combustion-enhancing gases. At this point, the injector 74 is preferably
closed,
to allow the production of gases to build pressure within the system. It will
be
appreciated that it is preferable for the injector 74 to begin delivering gas
to the
engine prior to the predetermined pressure being reached, if possible. This is
preferred because engine performance will be enhanced sooner if combustion-
enhancing gases are delivered sooner. Thus, for example, a minimum injection
pressure may be programmed into the controller 30, so that the injector 74
begins delivering gas to the engine before the predetermined pressure is
reached. In the present example, this minimum injection pressure could be,
say, 30 psi. In this way, the operator of the vehicle only has to wait until
the 30
psi pressure is reached before combustion-enhancing gases are delivered to
the engine. It will be appreciated, however, that until the predetermined
pressure is reached, the flow of combustion-enhancing gas being delivered to
the engine will be restricted (but not blocked), in order to ensure that the
pressure continues to build to the predetermined pressure.
In normal operation (see Figure 3B), combustion-enhancing gases
produced in the cell 60 travel through the hose 64, which functions as the gas
flow path. C1 is preferably a 1 psi check valve which is overcome when the
CA 02517098 2005-08-25
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pressure on the input side of C1 exceeds the pressure on the output side of C1
by one psi. The combustion-enhancing gases are then bubbled through the
water in the reservoir 62, and are carried via the conduit 72 to the injector
74.
The gases that were bubbled through the water are thus carried by the gas
delivery path to the engine.
It will be appreciated that combustion-enhancing gases produced in the
cell 60 typically have mixed into it some water vapour and KOH vapour.
Bubbling the combustion-enhancing gases produced in the cell 60 through the
water of the reservoir 62 is beneficial, because residual KOH, as well as
excess
moisture that was being carried in the gases, are removed by, and left in, the
water of the reservoir 62. It will be appreciated that H20 and KOH vapour in
the
combustion-enhancing gases can interfere with combustion and create safety
concerns. Since the reservoir 62 will be used to refill the cell 60, this
system of
scrubbing the gases in the water of the reservoir 62 is efficient, as the
wasting
of KOH and water is substantially reduced. Furthermore, the water and KOH
that are scrubbed from the combustion-enhancing gases need not be manually
delivered to the reservoir 62, but are automatically delivered thereto.
In Figure 3A, the power-off state of the device is shown. In this state, the
injector 74 is closed, and no combustion-enhancing gases are delivered to the
engine, as the engine is not on. Valves V1A and V2A are both open. Thus,
gases that have bubbled up through the water in the tank 62 do not move along
the conduit 72, because that conduit is blocked by the injector 74. Rather,
those gases are carried back to the cell 60 via the conduit 70 and the valve
V2A. The valve V1A is also open, so that any gases in the cell 60 (including
such gases that have flowed through the conduit 70) are carried, via the valve
V1A and the conduit 68, to the atmosphere. This permits a safe purging of the
combustion-enhancing gases.
Preferably, the controller is programmed so that if residual pressure is
sensed in the cell after V1A and V2A are opened, the injector can be opened
for a period of time to vent gases from the system. It will be appreciated
that
CA 02517098 2005-08-25
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if V1A and V2A are open, and a residual pressure continues to exist in the
system, it is probably the result of V1A having failed, or the conduit 68
being
blocked in some other way.
Figure 3B shows the system in normal operation. In normal operation,
V1A and V2A are both closed. Gases are produced in the cell 60, and travel
through the conduit 64 to the check valve C1. When the check valve C1 is
overcome, the gases are released into the water of the tank 62, and bubble up
to the surface. Because conduit 70 is blocked by V2A, the gases continue
along conduit 72, into the injector 74, from which they are delivered to the
engine by a conduit 76.
Figure 3C shows the apparatus in fill mode. As will be described more
particularly below, the cell 60, reservoir 62 and fill flow path are
configured so
that when the injector 74 is closed and the first purge flow path is opened, a
pressure differential between the reservoir and cell is created to drive water
from the reservoir through the fill flow path into the cell 60. In the system,
there
will typically be a sensor, operatively connected to the injector 74 and first
purge
flow path (preferably via controller 30), that senses whether the KOH level in
the
cell 60 is at its optimal level. Once the KOH falls below its optimal level,
the
system is programmed to switch to fill mode.
In fill mode, the system is programmed to operate as follows. First, the
injector 74 is configured to restrict (but, preferably, not to fully block)
the flow of
combustion-enhancing gases so as to build the pressure in the reservoir 62 to
a predetermined fill pressure, preferably greater than the predetermined
pressure. In the illustrative embodiment described here, an appropriate fill
pressure would be 65 psi. Once the fill pressure is reached, V1A, having
previously been closed, is opened to vent the space above the electrolyte in
the
cell 60 to atmosphere, thus reducing its pressure to zero. Valve V2A remains
closed. At this point, the injector 74 may be closed completely, though
filling
can be performed with the injector permitting a flow of gases, as it did while
the
pressure was building to the predetermined fill pressure. This creates a
CA 02517098 2005-08-25
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pressure differential, equivalent to the fill pressure, between the reservoir
62
and the cell 60. The result is that water in the reservoir 62 is driven
through the
conduit 66 and into the cell 60 to replenish the cell 60.
Typically, the check valve C2 on the conduit 66 is set at approximately
8 psi, and must be overcome for the water to travel from the tank 62 to the
cell
60. The check valve C2 is useful in case there are any minor pressure
differences between the tank 62 and cell 60. Because the check valve C2 is set
at 8 pounds, no water will flow from the tank 62 to the cell 60 through
conduit
66 unless there is at least 8 psi of difference between the pressure in the
tank
62 and the pressure in the cell 60.
To return the device to normal operation, V1A is closed again, and the
injector 74 opens and/or increases the flow rate of combustion-enhancing
gases to reduce the pressure from the fill pressure to the predetermined
pressure. It will be appreciated that, preferably, the valves of the device
are
operated, programmably and automatically, by the controller 30.
It will be appreciated that, as filling progresses, and the water moves
from the tank 62 to the cell 60, the pressure in the tank 62 will
progressively
decrease. Preferably, the system is programmed so that the system will move
from fill mode to normal operation when any one of the following conditions is
met: (1 ) the pressure in the tank 62 reaches the lower end of the
predetermined
pressure; (2) the level sensor in the cell 60 indicates that the electrolyte
is at the
optimal fill level; (3) the level sensor in the cell 60 indicates that the
cell 60 is in
an undesired state (e.g. overflow, sensor failure); or (4) none of the above
conditions is met within a predetermined time period (typically two seconds).
It will be appreciated that the fourth condition is used because a component,
such as a valve or port, may fail or be stuck. Also, it will be appreciated
that the
system may or may not be equipped with a level sensor for the tank 62. In the
absence of such a level sensor, the failure to achieve one of the first three
conditions within the specified time period may be the result of the water
tank
being empty. Thus, preferably, the fill process is repeated a predetermined
CA 02517098 2005-08-25
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number of times (N times), or until the optimal electrolyte fill level is
achieved.
If no abnormal conditions are sensed within the system, and N filling cycles
have been completed, the system will assume that the tank 62 is empty, and
alert the operator of the vehicle to the low water level condition.
Figures 4A-C show a second, preferred, embodiment of the cell flow
control system. In the flow control configuration shown in Figures 4A-C, there
are included three valves shown as V1 B, V2B, and V3B. Each of these valves
is a 3-way valve. V1 B has two possible states. Either port A is connected to
port B, with port C being blocked, or port A is connected to port C, with port
B
being blocked. Similarly, V2B has two possible states: either port D is
connected to port E, with port F being blocked, or port D is connected to port
F, with port E being blocked. Finally, in V3B, there are two possible states:
either ports G and H are connected, with port I being blocked, or ports G and
I are connected, with port H being blocked.
In the system as shown in Figures 4A-C, a gas collection conduit 80 runs
from the gas collection area above the electrolyte in the cell 60 to port A of
V1 B.
An atmosphere conduit 82 connects port B of V1 B to the atmosphere. Thus,
conduits 80 and 82 and valve V1 B function as a fi. Running from port C of V1
B
to a position within the water of the tank 62 is a scrubbing conduit 84. The
conduit 84 has a perforated end section 86, which includes multiple
perforations
for bubbling combustion-enhancing gases from the cell 60 through the water of
the tank 62. This delivery of the combustion-enhancing gases through the
water of the tank 62 is done for the reasons given above regarding the system
shown in Figures 3A-C.
A multi-purpose conduit 88 extends from the gas collection area of the
cell 60 and is connected to both port E of V2B and port I of V3B. An injector
conduit 90 connects the injector 74 with port G of V3B, and an engine conduit
76 connects the injector 74 with the engine. A scrubbed gas conduit 92
receives gases scrubbed through the water of the tank 62 and carries them to
port D of V2B. Connector conduit 94 connects port F of V2B and port H of V3B.
CA 02517098 2005-08-25
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In the power-off state (Figure 4A), V1 B is configured so that ports A and
B are connected. V2B is configured so that ports D and E are connected. V3B
is configured so that ports G and H are connected. The injector 74 is closed.
In this configuration, gas in the cell 60 above the electrolyte travels
through
conduits 80 and 82 to atmosphere. Meanwhile, gas above the water in the tank
62 travels through conduits 92, 88, 80, and 82 to atmosphere. Just as with the
cell flow control of Figures 3A-C, if V1 B is unexpectedly blocked, as a last
resort, the injector 74 can be opened to purge the combustion-enhancing gases
from the system.
In normal operation (Figure 4B), V1 B is configured so that ports A and
C are connected; V2B is configured so that ports D and F are connected; and
V3B is configured so that ports H and G and connected. In this configuration,
gas is generated in the cell 60, and travels through the conduit 80 and
conduit
84 to perforated portion 86, wherefrom the combustion-enhancing gases bubble
through the water in the tank 62 and into the conduit 92. From there, the
combustion-enhancing gases travel through ports D and F, conduit 94, ports H
and G, conduit 90 and injector 74, to the engine conduit 76.
Thus, it will be appreciated that, in the embodiment shown in Figures 4A
C, conduit 80, valve V1 B and conduit 84 function as the gas flow path.
Conduit
92, valve V2B, conduit 94, valve V3B, injector 74 and conduit 76 function as
the
gas delivery path.
To fill the cell 60 with water from the tank 62 (i.e. fill mode; see Figure
4C), V3B is switched so that ports G and I are connected, and port H is
blocked. In this configuration, gas now travels from the cell 60 via conduit
88,
through ports I and G, and conduit 90, to the injector 74. Thus, in fill mode,
the
combustion-enhancing gases do not enter the injector 74 via the tank 62, but
rather, the tank 62 is bypassed. Thus, conduit 88, valve V3B, injector 74, and
conduit 76 function as a bypass gas delivery path configured to deliver gases
to the engine while bypassing reservoir 62. It will be appreciated that other
forms of bypass gas delivery path are comprehended by the invention. What
CA 02517098 2005-08-25
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is important is that the gas be delivered to the engine while bypassing the
water
of reservoir 62. As a result, the pressure remains stable in the tank 62, but
is
progressively reduced in the cell 60 as gases flow through conduit 88, to the
injector 74 and to the engine. Specifically, the injector 74 permits an amount
of gas flow that will progressively reduce the pressure in cell 60. As the
pressure drops in the cell 60 relative to the tank 62, water is forced through
the
perforated end 86, which is immersed in the water of the tank 62, through the
conduit 84, ports C and A, and conduit 80, into the cell 60. Thus, it will be
appreciated that conduit 84 acts to carry combustion-enhancing gases to the
engine during normal operation, but acts to deliver water from the tank 62 to
the
cell 60 when the system is in fill mode. Thus, conduit 84 is a two-way
conduit.
It will also be appreciated that conduit 84, valve V1 B and conduit 80
function as
a fill flow path for carrying water from the reservoir 62 to the cell 60.
Thus, it will be appreciated that the cell 60, reservoir 62 and bypass gas
delivery path are configured so that when the flow of gases through the gas
delivery path is prevented, and the bypass gas delivery path opened, a
pressure differential is created between the cell 60 and the reservoir 62 to
drive
water from the reservoir 62 to the cell 60 through the fill flow path.
It will be appreciated that, in the preferred embodiment shown in Figures
4A-C, there are two ways to control the rate of filling. The first is to
control the
rate at which gas flows through the injector 74 when the system is in fill
mode.
The slower the rate of flow through the injector 74, the more gradual the
filling
will be, as the pressure difference between the tank 62 and cell 60 will
increase
more gradually. Another approach is to toggle V3B from a configuration in
which ports G and H are connected, to a configuration in which ports G and I
are connected. Toggling V3B back and forth between these two connections
controls the fill rate, because filling will only take place when ports G and
I are
connected.
It will be appreciated that this cell flow control system has a number of
advantages over the prior art, and over the configuration disclosed above in
CA 02517098 2005-08-25
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Figures 3A-C. First, check valves are not required in the configuration of
Figure
4. This is advantageous because check valves have a tendency to fail often
enough so that their use can drive up the cost and frequency of maintenance.
Second, filling using the cell flow configuration of Figure 4 can be done more
gradually than the filling of the configuration shown in Figure 3. In the
system
of Figure 3, when fill mode commences, there is an instantaneous pressure
difference between the tank 62 and cell 60 of 5-15 psi. Thus, the water will
tend
to flow with substantial force from the tank 62 to the cell 60, thus stressing
the
relevant conduits. By contrast, the cell flow control of Figure 4 causes a
pressure difference to develop gradually, with the result that the water flow
between the tank 62 and cell 60 is less forceful and less stressful to the
relevant
components.
With respect to the cell flow control shown in Figure 4, the conditions for
ending the fill cycle are preferably the same as those described for the
system
of Figure 3. Similarly, the repetition of N filling cycles is preferably
performed
under the same conditions as described in respect of the system of Figure 3.
Regarding the system illustrated by example in Figures 1, 3 and 4, as
discussed above, the system preferably operates at the predetermined
pressure. In one embodiment, when the system is activated, the predetermined
pressure is reached by keeping the valve 28 (or injector 74) closed until the
pressure in the cell builds to the predetermined pressure. The result of this,
however, is that no combustion-enhancing gases are delivered to the engine
until the predetermined pressure is reached. Therefore, alternatively, gases
may begin to be delivered to the engine before the predetermined pressure is
reached. In the preferred form of this alternative embodiment, the controller
30
is configured to open the valve 28 at a predetermined injection pressure so
that
combustion-enhancing gases flow to the engine. Until the predetermined
pressure is reached, the flow rate of the gases after the injection pressure
is
reached is restricted, i.e. less gas is permitted by the controller 30 and
valve 28
to flow through the valve 28, than is produced by the electrolysis cell, so
that the
CA 02517098 2005-08-25
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pressure continues to build toward the predetermined pressure. Once the
predetermined pressure is reached, the flow rate of combustion enhancing
gases is controlled to maintain the predetermined pressure.
It will be appreciated that the injection pressure should be selected to
balance two competing factors. On the one hand, if the injection pressure is
selected to be high, then it will take too long for the engine to start
receiving any
combustion-enhancing gases. On the other hand, if the injection pressure is
too low, it will take the system longer to reach the predetermined pressure.
It
has been found that, in the embodiment in which the predetermined pressure
is 50-60 p.s.i., an injection pressure of 30 p.s.i. provides adequate
performance.
It will be appreciated by those skilled in the art that the foregoing
description was in respect of preferred embodiments and that various
alterations and modifications are possible within the broad scope of the
appended claims without departing from the spirit of the invention.
