Note: Descriptions are shown in the official language in which they were submitted.
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INTERNAL COMBUSTION APPARATUS AND METHOD UTILIZING
ELECTROLYSIS CELL
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This patent application claims the benefit of U.S. Provisional Patent
Application
Nos. 60/726,049, filed October 12, 2005, 60/819,293, filed July 7, 2006, and
60/844,997,
filed September 15, 2006, each of which is incorporated herein in their
entirety by reference
thereto.
BACKGROUND OF THE INVENTION
[0002] The present disclosure relates generally to the production of hydrogen
and oxygen
within an electrolysis cell such that these can be used in combination with a
fuel source in a
combustion engine system. The present disclosure can be best understood and
appreciated by
undertaking a brief review of the problems facing the world with respect to
the operation of
the millions of automobiles, trucks, buses, and other internal combustion
engines utilizing
hydrocarbon or fossil fuel as its energy source.
[0003] One of the major problems facing the world is the atmospheric pollution
caused
by the noxious gases that are produced as combustion by-products from internal
combustion
engines. Some of these pollutants include carbon monoxide (CO), nitrous oxide
(NO),
unburned hydrocarbons and sulfur dioxide (SO2). During at least the past 35
years,
substantial resources have been expended by both the federal government and
private
industry to develop and commercialize engine and fuel technologies that result
in the
emission of less toxic pollutants.
[0004] Another major problem facing the world is the increasing shortage of
fossil fuels
on which vehicles and other engines operate. Yet over about 97% of the United
States'
transportation energy is from fossil fuel. The limited supply of fossil fuel
is decreasing while
the world-wide demand continues to increase at an unprecedented rate, thereby
creating an
economic burden on consumers and the national economies. To illustrate, from
2004-2006,
average gasoline prices have tended to increase more than two-fold, from $1.30
per gallon to
$3.00 per gallon. The shortage of the availability of fossil fuels has been a
prolonged
problem going back at least over 30 years to shortages in the 1970s. In that
the United States
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and many other countries are highly dependent upon foreign fossil fuels, the
pressing need
for affordable, safe technologies that assist in the better use of fossil fuel
or alternative fuel
types have existed for many years.
[00051 As an alternative to hydrocarbon or fossil f-uels, hydrogen gas has
been explored
as a power source. Hydrogen gas has been generally proposed as a potential
burning fuel or
in other fuel cells. When hydrogen gas is burned, substantially more energy
(approximately
three times) may be released as compared to some fossil fuels. In such
systems, the hydrogen
may be combusted in the presence of oxygen to release energy. Moreover, under
the right
conditions, hydrogen gas reacts with oxygen very cleanly, basically producing
pure water as
the by-product.
[0006] Despite these benefits, neither hydrogen gas nor oxygen gas are being
rapidly
deployed as an alternative fuel source for several reasons including of
significant technical
and economic difficulties. For instance, according to some U.S. governmental
reports,
hydrogen gas storage systems for vehicles are inadequate to meet consumer
driving range
expectations without intrusion into vehicle cargo or passenger space. They can
be very
dangerous and environmentally unsafe when stored in bulk due to the explosive
volatility of
collected hydrogen gas. Also, hydrogen gas is currently three to four times as
expensive as
gasoline and diesel fuels. The fuel cells are about five times more expensive
than internal
combustion engines and do not maintain performance over the full useful life
of the vehicle.
In addition, the investment risk of developing a hydrogen gas delivery
infrastructure is
understood to be too great given technology status.
[0007] Introducing hydrogen gas, stored on board a vehicle, into engine also
burning
fossil fuels has been considered. However, on-board storage of hydrogen gas in
a large tank
presents tremendous and most likely insurmountable safety challenges as these
systems are
subject to the same difficulties as engines or fuel cells operating only on
hydrogen. Thus,
such systems are similarly subject to the same deficiencies as other hydrogen
gas cells and
engines.
[0008] U.S. Patent 5,231,954 to Gene Stowe attempted to avoid the storage
problem
associated with such hydrogen systems by offering an alternative. The patent
was entitled
"Hydrogen/Oxygen fuel cell" and was stated as relating generally to the
production of
hydrogen and oxygen in a closed electrolytic chamber, filled with an aqueous
electrolyte
solution, and working with electrodes connected to a source of electrical
potential. Others
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developed disclosures in the field such as U.S. Patent 5,105,773 to Cunningham
et al. entitled
"Method and apparatus for enhancing combustion in an internal combustion
engine through
electrolysis." The Cutulingham et al. patent disclosed a system which was said
to include an
electrolyzer device designed for use in automobiles or other vehicles that
produces the
requisite amounts of hydrogen and oxygen through the variation of surface area
and
orientation of the electrolytic anodes and cathodes. U.S. Patent 6,896,789 to
Ross related to
an electrolysis cell and internal combustion engine kit comprising the same.
U.S. Patent
5,452,688 to Rose was said to disclose a method and apparatus for enhancing
combustion in
internal combustion engines. These prior disclosures are incorporated herein
by reference in
their entirety as background to this disclosure.
[0009] Despite the disclosures and efforts of others in the field, these
disclosures and the
art as a whole have failed to provide a device like the one disclosed herein
which has
overcome the problems in the art. The prior art systems were not sufficiently
environmentally safe and stable. The chemicals used in the devices were often
toxic or
otherwise unsafe due to the dangerous accumulation or pressurization of the
explosively
volatile gases 'of hydrogen and oxygen. The disclosures, with the
interdependency of the
various operating parameters, were unstable leading to dependence on various
additional
machinery that cause further unreliability and instability. The prior art
failed to solve the
problem of overheating that occurred in such electrolysis chambers. The prior
art has
similarly failed to solve the problems associated with the prolonged supply of
hydrogen and
oxygen to the combustion chamber of the internal combustion engine. The prior
art also
focused on using hydrogen and oxygen as a combustible material. Many of the
prior art
disclosures involved pressurized hydrogen gas and oxygen gas, which led to a
much more
unstable and potentially dangerous system. The prior art devices were prone to
fluctuations
and lack of control over the production and accumulation of explosive gases in
chambers
within the devices. Some devices were subject to explosion due to uncontrolled
heating,
failure to dissipate gas, failure to control the pressure of the combustible
gases, and other
instabilities in the system.
[0010] Still further, the prior art failed to provide a device that had the
ability to provide
stable reliable efficiencies in the operation of the combustion engine. The
prior devices
failed to offer designs that compactly provided controlled benefits of
hydrogen and oxygen
gases. There was no efficient design for the electrolytic chamber where non-
toxic substances
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could be eznployed without causing heightened safety risks. The art often had
coinplicated
constructions wherein the chambers were constructed with the anodes and
cathodes in such a
manner that the thermal dyna.mics of the systems were not adequately
controlled. Similarly,
such systems failed to recognize and address such para.ineters while also
controlling the
proper production of hydrogen. The orientation of the prior art chambers was
subject to
electrical field deficiencies, failure to provide optimuin electrolysis,
failure to provide
control, as well as failure to provide proper aqueous and conductor thermal
dynamics wliile
maintaining compact size and simple construction. Such prior art systems were
also unable
to provide a system that was stable enough to be useful to normal consumers
which are often
called upon to monitor parameters of an engine (e.g., coolant, oil, etc.), but
will not conduct
such maintenance on a impermissibly sllort interval.
[0011] The failure to adequately control these dynamic conditions and provide
for a non-
toxic, easy to employ system has made prior devices impractical from the stand
point of cost,
complexity, usability, safety and the like. For instance, if heat is not
properly controlled on
the cell, the resistivity and conductivity of the electrolyte solution may
change and thereby
deteriorate or adversely affect such parameters as tlzermal dynamics, liquid
dispersion of heat,
production of gases, stability of component parts and the like. If the
parameters cannot be
controlled, the operating parameters of the device may be required to be toxic
or dangerous.
The instability of the prior systems led some to disclose purported systems
that dynamically
changed the system. However, such systems were similarly inherently unstable,
impractical,
unsafe and toxic. For example, some devices in prior systems utilized
solutions that were of
high pH causing them to be toxic to users in order to be able to provide the
necessary
hydrogen gas and oxygen gas. Indeed, the failure to adequately provide for
stable and
controlled systems can lead to deterioration of the cell and leaking or other
disastrous
conditions.
[0012] What has been absent until the present disclosure, and what the
industry long has
sought, is a device which can avoid such problems providing for a reliable and
streamlined
system which is not toxic, is more reliable, requires less direct and indirect
maintenance, has
increased life expectancy, has safer operations, requires less space, has
environmentally
friendlier operations, has higher mileage efficiency when operated, allows use
of poorer
quality fuels in combustion engines, and has improved economics for consumer
performance
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use such as eighteen wheel trucks and Sports Utility Vehicles, among other
beneficial
parameters that are apparent from the disclosure of the preferred embodiments
herein.
[0013] It is, therefore, an object of the present disclosure to provide
through the preferred
embodiments an iinproved internal combustion system utilizing a
llydrogen/oxygen fuel cell
and apparatus and method involving same that can require less maintenance.
[0014] It is a fiirther object of the present disclosure to provide through
the preferred
embodiments an improved internal combustion system utilizing a hydrogen/oxygen
fuel cell
and apparatus and method involving saine that can have a longer life.
[0015] It is a further object of the present disclosure to provide through the
preferred
embodiments an improved internal combustion system utilizing a hydrogen/oxygen
fuel cell
and apparatus and method involving same that can operate more safely.
[0016] It is a further object of the present disclosure to provide through the
preferred
embodiments an improved internal combustion system utilizing a hydrogen/oxygen
fuel cell
and apparatus and method involving same that can be environmentally
friendlier, including
providing higher mileage efficiency as well as'allowing use of poorer quality
fuels from
diverse sources.
[0017] It is a further object of the present disclosure to provide through the
preferred
embodiments an improved internal combustion system utilizing a hydrogen/oxygen
fuel cell
and apparatus and method involving same that is not toxic.
[0018] It is further object of the present disclosure to provide through the
preferred
embodiments an improved internal combustion system utilizing a hydrogen/oxygen
fuel cell
and apparatus and method involving same that is cost-effective and affordable,
readily
installed and maintained, and that includes simple mechanisms for eliminating
the hazard for
explosion.
[0019] It is another object of the present disclosure to provide through the
preferred
embodiments an improved internal combustion system for various types of
performance
vehicles that provides better mileage efficiency and achieves improved results
even with
lower effective rate motor octane gasoline or diesel fuels, which in some
instances can
include alternative components like oxygenates or ethanol or MTBE or other non-
fossil fuels
like biofuels, or even blends such as Flex Fuels (having low RONC hydrocarbons
along with
oxygenates), including E85 fuel.
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[0020] It will become apparent to one skilled in the art that the claimed
subject matter as
a whole, including the structure of the system, and the cooperation of the
elements of the
system, combine to result in the unexpected advantages and utilities of the
present disclosure.
The advantages and objects of the present disclosure and features of such-
iinproved
hydrogen/oxygen f-uel cell with the combustion engine system will become
apparent to those
skilled in the art when read in conjunction with the accompanying description,
drawing
figures, and appended claims. The disclosure hereiri is not lilnited to the
particular words or
phrases used as such words and phrases are used to describe the preferred
embodiments
which are examples of the inventions disclosed herein. This disclosure does
not place special
limitations on words unless the disclosure specifically states that it
"defines" a word to mean
something specific, especially as this disclosure is written for those skilled
in the art.
BRIEF SUMMARY OF THE INVENTION
[0021] The present disclosure comprises an improved internal combustion system
utilizing a hydrogen/oxygen fuel cell and apparatus and methods involving
same. The
disclosure provides for different aspects and modifications of the system that
is highly
advantageous over the prior disclosures. The disclosure is not limited to any
particular
embodiment or the best mode which is disclosed, but encompasses the
contribution to the
science that the disclosure provides.
[0022] Among the various aspects of the disclosure, there are systems, methods
and
technology disclosed which relate accomplishing such objects as less
maintenance, longer
life, more safety, greater environmentally friendliness of a system, non-
toxicity, among otller
aspects. The disclosure includes aspects relating to the production and
implementation of an
internal combustion system utilizing hydrogen and oxygen gases where the
system operates
substantially at ambient or slightly above ambient pressure or not under
significant pressure
relative to the generation of the hydrogen and oxygen gases. There is
disclosure relating to
the configuration and placement of the anode and the cathode as part of the
electrolytic
chamber, including novel and advantageous size ratios. There is disclosure of
apparatus and
methods to control thermal dynamic stability. There are configurations
disclosed which
provide for controlled release of hydrogen and oxygen gases over time. There
is disclosure of
increased performance with poorer quality fu.els for better overall consumer
economics.
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[0023] In addition, there are disclosures of systems, methods and tecluiology
providing a
robust system which is capable of controlling the energy provided to the
production of
hydrogen and oxygen gases. There are disclosures relating to maximizing the
efficiency of
providing the gases generated through electrolysis. There are also disclosures
providing a
stable system that is reliable and of low maintenance providing significant
improvements to
the internal combustion engine and exhaust systems, as well as related direct
and indirect
components. There are disclosures of feedback systems, control systems, safety
systems and
the like. There are configurations disclosed that provide increased
performance (both
improved power and decreased engine wear and/or knocking), increased mileage,
and/or a
combination thereof from lower rated fuels that optionally include ethanol
and/or lower
motor octane or equivalent cetane ratings in various applications, including
non-fossil fuels
or fuels with non-fossil content above about 10%.
BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE D.RAWING(S)
[0024] Preferred embodiments may take physical form in certain parts and
arrangement
of parts. For a more complete understanding of embodiments, a.nd the
advantages thereof,
reference is now made to the following descriptions taken in conjunction with
the
accompanying drawings, in which:
[0025] FIGURE 1 illustrates a schematic with parts of a combustion engine
cylinder
along with piston, associated fuel, crankshaft and other connections,
including an electrolysis
cell supplying hydrogen and oxygen;
[0026] FIGURE 2 illustrates a cross sectional view of a preferred electrolysis
cell with
component parts;
[0027] FIGURE 2a illustrates an anode;
[0028] FIGURE 3 illustrates a cut-away sectional view of a preferred anode
used in an
electrolysis cell;
[0029] FIGURE 4 illustrates a schematic view of a preferred electrolysis cell
liquid level
arrangement and associated piping to the engine and atmosphere;
[0030] FIGURE 5 illustrates an enlarged view of a preferred electrolysis cell
as shown in
FIGURE 4;
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[0031] FIGURE 6 illustrates an even more enlarged view of a preferred
electrolysis cell
liquid level as shown in FIGURE 4 and contains dimensioning for the liquid
level and the gas
production dimensions;
[0032] FIGURE 7 illustrates a preferred predominant or significant water flow
patterns
through the liquid shown in FIGURE 6;
[0033] FIGURE 8 illustrates a scliematic view of a preferred predominant or
significant
water flow patterns through an anode;
[0034] FIGURE 9 illustrates a location of water addition to a preferred
electrolysis cell as
shown in FIGURE 5;
[0035] ,, FIGURE 10 illustrates an electrical schematic representing a power
controller of
an electrolysis cell;
[0036] FIGURE 11 illustrates a circuit design for a controller as shown in
FIGURE 10;
and
[0037] FIGURE 12 illustrates a preferred injector used to deliver hydrogen gas
from an
electrolysis cell to a combustion engine.
[0038] FIGURE 13 illustrates an exploded perspective side view of a preferred
electrolysis cell, showing top separated from the main body, and indicating
the locations of
electrodes, gas delivery line, and the like.
[0039] FIGURE 14 illustrates a schematic combination view of an electrolysis
cell with
an internal combustion engine connected with a preferred nozzle.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0040] The following discussion is presented to enable a person skilled in the
art to make
and use the disclosure. The general principles described herein may be applied
to
embodiments and applications other than those detailed below without departing
from the
spirit and scope of the present disclosure as defined by the appended claims.
The present
disclosure is not intended to be limited to the embodiments shown, but is to
be accorded the
widest scope consistent with the principles and features disclosed herein.
[0041] An internal combustion engine is generally based on the release of
energy from
one or more com.bustion chambers. The engines operate as including within them
or in
association with them systems for providing fuel and oxygen gas. In most
instances the
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oxygen gas is provided through the inclusion of air which is rich in nitrogen.
The internal
combustion engine in a preferred embodiment includes the production of
hydrogen and
oxygen gases through electrolysis. The released hydrogen and oxygen gases are
typically
provided with the air as a mixture. However, it is possible to provide otlier
mixes of gases.
For example, it is possible to provide only hydrogen and oxygen gases and not
utilize
substantial air. In a preferred embodiment, the gases and the fuel are brought
together so that
they are present in the combustion chamber at the same time. The fuel may be
provided with
tlie hydrogen and/or oxygen gases as in a typical carburetor arrangement. The
fuels may also
be provided directly to the chamber as in fuel injection. Furtllermore, the
ignition of the
aggregate of the materials may occur as the result of the ignition of a spark
plug or through
other methods such as pressure ignition, etc.
[0042] The combustion results in the reaction of the fuel to produce by-
products. In
some instances, fuels have not been completely burned. In a preferred
embodiment and as a
result of the inclusion of the hydrogen and/or oxygen gases, supplied in
proper ainounts, the
production of noxious gases by the combustion is reduced. The fuel burns more
completely
fiu ther leading to less toxic substances leaving the vehicle. As such, a
preferred embodiment
provides that a catalytic converter may not be required to meet the standard
emissions
required for some combustion engines. A preferred embodiment also provides
that preferred
embodinients may be employed to further reduce toxins present in an engine
employing a
catalytic converter.
[0043] The liydrogen and oxygen gases of a preferred embodiment are provided
in an
electrolysis chamber which is substantially at ambient or slightly above
anzbierit pressure.
Such slightly above ambient conditions include those experienced both above
and below sea
level as well as a small amount increased thereof, which in preferred
embodiments is less
than three atmosphere equivalents above ambient, and in even more preferred
embodiments
is less than about one atmosphere equivalent above ambient and possibly about
3 psi above
ambient pressure. The hydrogen and oxygen gases may then be coimnunicated to
the
combustion chamber by any method. For example, the hydrogen and oxygen gases
may be
included into the air transfer passages that typically are used in present
combustion engines.
A nozzle may be utilized in a preferred embodiment that permits the hydrogen
and/or oxygen
gases to be more fully dispersed into the passage. A preferred nozzle includes
a larger
conduit with the supply of hydrogen and oxygen gasses and small orifice or
series of orifices
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for release of the hydrogen and oxygen gases into the passages leading to the
combustion
chamber as a preferred configuration. Such nozzle which may operate at
substantially
ambient or near ambient or slightly above anibient pressure under low pressure
differentials
converts the flow of hydrogen and/or oxygen gases into a dispersed mixture of
hydrogen
and/or oxygen molecules in the passage leading to the combustion chamber. A
preferred
embodiment provides that the dispersion of the hydrogen and/or oxygen provides
for
surprising benefits as to the performance and reduction of toxic substances.
[00441 While the preferred embodiment is utilized where the hydrogen and
oxygen gases
are provided together based on the production of the gases by the preferred
embodiment of
electrolysis, the gases could be separated into substantially only hydrogen
gas. A preferred
embodiment includes the control of the system based on the production and
introduction of
hydrogen gas. A preferred embodiment surprisingly found that the production of
the -
hydrogen gas should be controlled to better control the performance of
combustion. In such
instances, the production of the hydrogen gas may be controlled by the design
and energy
provided to the unit.
[0045] In a preferred embodiment, electrolysis is accomplished through the
powering of
an anode and a cathode in the presence of an electrolytic liqiiid. The
preferred electrolyte is
potassium hydroxide (KOH) provided in deionized, distilled or otherwise
similarly processed
water. The electrolyte could include equivalent forms and other chemicals
known in the
field, such as sodium hydroxide or other alkaline substances, mixtures with
other non-
alkaline substances, or the like. The pH of the liquid in the presence of the
KOH is preferred
to operate in the range of about 7 to 14 pH which is substantially non-toxic.
Other preferred
pH ranges are from substantially about 9 to about 14, and substantially about
10 to about 13.
The molar concentrations of the KOH are preferred to be in substantially the
range of about
0.001 to 0.2 on a molarity (or mol/L) basis, or more preferred in
substantially the range of
about 0.005 to about 0.1 on a molarity basis. Preferably, the electrolyte
comprises between
about 0.05 to about 3% of the total solution. In preferred embodiments, about
1 to about 25
grams of KOH is added per one gallon of water.
[0046] In a preferred embodiment, an electrolytic chamber is filled with water
in the
presence of a predetermined amount of KOH or other electrolyte. The chamber
includes an
anode which is conductive so as to energize the electrolytic liquid while
being constructed to
avoid decomposition and corrosion. The preferred anode is provided by CerAnode
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Technologies International (Dayton, Ohio). Preferred anodes may be formed of a
substrate
metal (or coinbination of metals) such as a noble metal, valve metal, precious
metal, metal
alloy and any of the like, coated by a protective conductor that is resistant
to corrosion and
decomposition as available in the art. Coatings may be comprised of precious
metals,
conductive metal oxides, mixed metal oxides, conductive polymers, cermet,
ceranics and any
of the-like as are available in the art. Such anodes may be made from any
known available
materials including such as, by way of example, disclosed in U.S. Patent Nos.
4,138,510;
4,297,421; 4,468,416; 4,486,288; 4,946,570; 5,055,169; and 6,217,729: each
patent of which
is expressly incorporated in its entirety herein by reference thereto. The
anode may be
passivated, stabilized and/or corrosion protected in any known manner.
Preferred anodes are
cliaracterized witll having no undesirable electrode dissolution, no
production of undesired
by-products, no need for frequent purging of the chamber, and no need for
frequent anode
replacement. Anodes made with full or semi-conductive coatings applied to
substrates, such
as valve metal substrates, typically provide durable, dimensionally stable,
compact anodes
having a sufficient service life of 10 years or longer based on accelerated
testing. A preferred
valve metal base material is titanium, but also may be tungsten, tantalum,
niobium,
aluminum, or zirconium or alloys of two or more of them, or a base material
may also include
in addition to the foregoing valve metal(s) another metal (or metals) having
low overvoltage
such as cobalt, nickel, palladium, vanadium, molybdenum or mixtures thereof .
A typical
ceramic coating is a multi phase rutile mixture of iridium oxide, tantalum
oxide, and titanium
oxide, and while the exact coating can vary, it will generally comprise a
mixed metal oxide
film incorporating Ta305 and IrO2, with or without-doping. When the coating is
doped,
typically a metal oxide with a valence of less than+4 is used to increase the
catalytic activity
for oxygen evolution without adversely affecting coating mechanical
properties. The doping
metal oxide may be present from about 0.1 to about 5 wt%, preferably about 1.5
to about 3.0
wt% of the coating. Suitable doping metal oxides include, but are not limited
to, alkaline
earth metals such as calcium, magnesium, barium, and members of Groups VIII,
VI B, and
VII B of the periodic table such as cobalt, iron, nickel, chromium,
molybdenum, manganese,
etc. Typically a metal coating is deposited on a substrate by aly suitable
process such as
plating, cladding, or extruding; typically a mixed metal oxide coating or a
cermet coating is
deposited on a substrate by any suitable process such as plasma spray or
themial
decomposition. In a preferred embodiment, the anode comprises an
electroconductive base
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of titanium with a conductive coating over at least a portion of its outer
surface, the coating
comprising at least one material selected from the group consisting of
precious metals,
precious metal oxides, valve metal oxides, and combinations thereof.
Preferably, the
conductive coating comprises at least one oxide selected form iridium oxide,
tantalum oxide,
titanium oxide, or coinbinations thereof. Preferably, the electroconductive
base comprises at
least one valve metal, and more preferably comprises an alloy of at least one
valve inetal with
at least one of the platinum group metals, and even more preferably comprises
an alloy of
titanium containing up to 0.2 wt% of palladium.
[0047] In a preferred embodiment, the container 1lolding the water and
electrolyte is itself
the cathode. Such preferred cathode and container is constructed of stainless
steel. In a
preferred embodiment, the cathode acts as a heat sink to transfer thermal
energy to the
atmosphere outside of the electrolysis cell. Thermal energy is generated
within the
electrolysis cell. In a preferred embodiment, such thermal energy is first
distributed to the
electrolytic liquid and to the entirety of the cell. The electrolytic liquid
is circulated
throughout the volume to disperse heat from the areas of heat production. The
thermal
energy may be substantially removed through the cathode or wall of the cell
container. The
cathodic container may include heat sinks, fans or other structures to
facilitate the transfer of
thermal energy to the surrounding atmosphere or other system such as a fan may
be provided.
In a preferred embodiment, the anode is closely placed to the cathode and
there is significant
volume of liquid so that the system may efficiently transfer and dissipate
thermal energy.
[0048] In a preferred embodiment, the conipartment where the electrolysis
occurs
includes substantial water that is not needed to maintain electrolytic liquid
between the anode
and cathode. The electrolytic liquid, by virtue of the release of the hydrogen
and oxygen gas,
provides for circulation of the electrolytic liquid. In a preferred
embodiment, the circulation
tempers the generation of temperature gradients and hot spots as the
temperature is more
equally distributed throughout the electrolytic liquid. The anode is
constructed with openings
therein so that the electrolytic liquid may circulate through the anode and
transfer thermal
energy generated in the region of the anode and cathode interface to other
parts of the
electrolytic liquid. In an embodiment, such region includes the region where
the anode and
cathode are separated substantially by a distance d over the length of the
anode. The
circulation of the electrolytic liquid and the thermal energy is controlled
and moved by the
release of the hydrogen or oxygen gases. Such gas release causes tliermal
cooling electrolytic
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liquid to pass through openings in the anode to provide for a temperature
gradient that it
substantially uniform and does not include significant hot spots where the
liquid could boil or
otherwise degrade or malfunction. In a preferred embodiment, predominant,
salient or
significant flow patterns of electrolytic solution flow radially inwardly in-a
plane
substantially perpendicular to the axis of the rotor and/or the cathode. Such
flow may also
include vector currents in directions which are not substantially
perpendicular to the axis of
the rotor and/or the cathode. As such, in a preferred embodiment, the vectors
of fluid flow
along the surface of the anode include a substantial vector flowing inwardly
along the radial
line. Such flow patterns are advantageously and surprisingly utilized to
permit the placement
of the anode so that it may substantially close to the cathode while
permitting for efficient
thermal transfer of energy to the larger electrolytic system.
[0049] When the chamber is full of electrolytic liquid, the anode is
completely
submerged and there is significant liquid above the anode, especially where
the anode is
closest to the cathode. As the hydrogen and oxygen gases are released, the
electrolytic liquid
level or volume becomes less. As the level or volume becomes less, the
concentration of
KOH and the pH of the remaining electrolytic liquid increases. In a preferred
embodiment,
the current applied to the cathode and the anode is maintained substantially
constant. It was
surprisingly found that the production of hydrogen and/or oxygen gases could
be controlled
to be substantially constant by the substantially constant current even though
the nature of the
electrolytic liquid changed. In a preferred embodiment, the level or volume of
the
electrolytic liquid does not have to be maintained constant. The level or
volume of the
electrolytic liquid is permitted to be reduced as hydrogen and oxygen gases
are released while
maintaining a substantially uniform production of hydrogen and oxygen gases.
As the level
or volume of the electrolytic liquid is reduced, the effective resistivity of
the electrolytic
liquid changes which is reflected in a related signal to a control unit. Such
signals may be
monitored as change in the effective voltage across the anode and cathode. In
a preferred
embodiment, the effective voltage is utilized to provide control signals to
other parts of the
vehicle and to the user. Among the various signals, the user may be informed
when it is
necessary to add water to the electrolytic chamber. In addition, in a
preferred embodiment,
the potential difference across the anode and cathode under substantially
constant current is
utilized to determine a cut-off threshold where the power to the anode and
cathode is
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discontinued. The voltage drop can be measured effectively through otller
parameters such as
resistivity, wattage, conductivity, capacitance, or other electrical
phenomenon.
[0050] In an embodiment, the hydrogen and oxygen gases are used to combine
witli non-
fossil fuels such as bio-fuels, ethanol, and others including mixtures of
fuels where the
mixture of non-fossil fuels to fossil fuels is increased. For instance, in an
embodiment, the
hydrogen and oxygen gases are combined in the burning of fuel where the
ethanol content is
above 10%. It was surprisingly found that higher content of non-fossil fuels
could be made
to burn more efficiently and thereby provide further alteniatives to higher
grades of fossil
fuels. Thus, in some embodiments, alternative fuel sources may be utilized
such as fuels with
a non-fossil fuel content above 10% as is the standard, for some ethanol
containing fuels
presently on the market. Other oxygenates may be advantageously used,
including branched
ethers and other alcohols. In another embodiment, bio fuels or blends (like
Flex Fuels or
other types of mixes with components selected from the group consisting of bio-
materials,
hydrocarbons, oxygenates and mixtures thereof) may be utilized with the
addition of the
hydrogen and /or oxygen gases provided by the electrolysis cell.
[0051] Various embodiments will now be described in more detail with reference
to the
drawings. FIGURE 1 illustrates a schematic showing main parts of a combustion
engine
including an electrolysis cell 1, an engine cylinder block 2 (also
representing an engine itself
in some embodiments), a piston 3, a connecting rod 4, and a crankshaft 5. The
schematic
also shows a power source 6. In a preferred embodiment, the power source 6
provides a
substantially constant current wliere the current is maintained at about 30
amps. Accordingly,
hydrogen and oxygen gases that are produced upon application of an electric
current to a cell
1 travel to a block 2 via a conduit or passage 7 that may also allow entrance
of other gases
such as air via passage 12. The aforesaid gases enter engine cylinder block 2
via an intake
port 8 where they combine with fuel supplied by fuel port 9. Upon combustion
of the fuel
mixture, the piston is driven in the well known means to operating combustion
engines by
those skilled in the art. Products of the combustion exit via exhaust port 10.
[0052] FIGURE 2 illustrates an embodiment of an electrolysis cell 1 along with
related
component parts, including the following components:(a) an electrolysis
chamber 101 that is
connected to a tubing 102 (such as thermally stable nylon tubing); (b) a
control unit (CU)
118; (c) a portion of a wiring harness that connects (i) the chamber 101 to
the control unit
118, (ii) the control unit 118 to the electrical system separator 507 to the
electrical potential
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source (e.g. a typical vehicle battery or vehicle electrical system (not
shown)), and (iii) the
control unit 118 to a display unit, if applicable (e.g. a light emitting diode
or LED 529); (d) a
water trap/spark arrestor 106 located on the tubing 102; and/or (e) such other
device so
located to diffuse sparking from combustion engine backfire should it occur
and also to
prevent any electrolyte solution from accidentally getting into the 1'uze and
into the engine in
the event of an accident where the cell 1 is turned the wrong way. Some or all
of the
components can be contained within a box 108, which can help-facilitate the
installation and
insulation of the embodiment. A typical control unit may be supplied from
Neuron
Technology.
[0053] The box 108 can be constructed from aluminum and can comprise a front
wall
(not shown) that can be opened, an adjustable draft vent 109 that may be
located on a rear
wall (not shown) of the box 108, a fan 111 mounted on the interior or exterior
side of the
chamber 101) and a heater 113 mounted on the interior side of a bottom wall
114. The heater
113 typically is generally encased in a stainless steel housing from whicli an
electrical wire
and plug are extended and may have a setting control and a temperature sensor.
It will be
understood by one skilled in the art, however, that although the illustrated
einbodiment
depicts the box 108 having a rectangularish shape, the box 108 may be
constructed in any
geometrical shape, as is true for other geometries disclosed herein. It will
also be understood
by one skilled in the art, that the box 108 may be constructed of other
materials besides
aluminum, including plastics and metals, without departing from the scope and
spirit of the
present disclosure. It will also be understood by one skilled in the art that
the components
within the box 108 may be installed on a vehicle or other equipment using an
internal
combustion engine 508 without the box 108, without departing from the scope
and spirit of
the present disclosure. (For the purposes of illustration of an embodiment of
the present
disclosure, this embodiment has been described showing the box 108. The scope
of the
disclosure of this Application is not intended to be limited by such
description or any other
preferred embodiment). The box 108 or other various components can be mounted
to a
vehicle's frame (not shown), inside the vehicle, or mounted near the
combustion engine
system to which the disclosure is to be utilized (also not shown).
[0054] The box 108 can comprise a front wall (not shown) that is solidly
hinged across
the bottom, a lock loop 115 at a distal end and a latch 116 (such as a
butterfly snap latch) on
each side. It will be understood by one skilled in the art, however, that
although this
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embodiment uses suc11 an opening and locking system, any opening and locking
systein may
be used, without departing from the scope and spirit of the present
disclosure. The draft vent
109 generally comprises at least one opening allowing air flow to enter and
cool the
electrolysis chainber 101 to provide for assisted air flow for transferring
thermal energy from
the electrolysis charnber 101 to the air flow through the box 108. A heater
113, such as a
typical coiled heater or another any type, may also be included for heating
the chamber 101
without departing from the scope and spirit of the present disclosure. The
heater 113
typically is generally encased in a stainless steel housing from which an
electrical wire and
plug are extended and may have a setting control and a temperature sensor(not
shown). A
portion of the electrolysis cell 1 is shown in cut-away sectional view in
FIGURE 2 to reveal
an anode 204. The electrolysis chamber 101 comprises a cathode 201 defining a
volume
(which is generally equivalent to the cylindrical volume of the wall of
chamber 101 in
preferred embodiments); a power connection 199 is also illustrated, a
temperature sensor 202
attached to the cathode 201 or the chamber for the cooling fan control unit, a
refill orifice 203
that can be screwed or clamped to the top of the cathode 201, the tubing 102
(such as nylon
tubing) securely attached to the lid 120, an anode 204 located within the
volume but not in
contact with the cathode 201, and an electrolyte solution 13 (also shown in,
e.g., FIGURE 4)
located within the volume and in contact with the cathode 201 and the anode
204.
Additionally, an o-ring (not shown) can be installed between the lid 120 and
the top of the
cathode 201, thereby creating a seal to prevent the escape of gases and
electrolyte solution.
The size of the electrolysis cell 1 may vary according to the size of the
combustion engine 2
to which it is attached or incorporated.
[0055] As seen in FIGURE 2, the cathode 201 can have a cylindrical shape. The
lid of
the cathode 201 may be typically constructed with a lipped threaded orifice
with a screw on
lid, which allows for refilling the cathode cylinder with deionized or
distilled water as
applicable. The cathode 201 also has an orifice from which the tip of the
anode 204 can
protrude (e.g. as illustrated at the bottom of chamber 101 in FIGURE 2), and a
smaller lipped
orifice (e.g. as illustrated at the top of chamber 101 in FIGURE 2) into which
the tubing 102
is inserted that transports the hydrogen and oxygen gases to the combustion
engine
compartment. In preferred embodiments, the cathode 201 is typically
constructed from
stainless steel. It will be understood by one skilled in the art, however,
that although the
shown embodiment depicts the cathode 201 having a cylindrical shape, the
cathode 201 may
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be constructed in any geometrical shape, including, but not limited to,
spherical shapes,
rectangular shapes, hexagonal shapes, triangular shapes or custom fitted
depending upon
spatial requirements, without departing from the scope and spirit of the
present disclosure. It
will also be understood by one skilled in the art, that although this
embodiment describes the
cathode 201 being constructed from stainless steel, any material capable of
being used as a
cathode 201 for the production of hydrogen may be used, witllout departing
from the scope
and spirit of the present disclosure, including by way of example the material
used in
connection with the anode.
[0056] The electrolysis cell 1 further comprises a temperature sensor 202, as
shown in
FIGURE 2, which can be placed on the outer wall of the cathode 201 and can be
in
communication with the control unit 118, the cooling fan 111 and/or the heater
113, and in
preferred embodiments is connected directly with the cooling fan 111 as shown
in FIGURE
2. In an embodiment, the teinperature sensor 202 can be digital. In preferred
embodiments,
the sensor 202 signals the fan 111 to become operational when the temperature
on bottom of
the cathode reaches 130 F.
[0057] Also shown in FIGURES 2, 2a and 3, the anode 204 is secured within the
electrolysis cell 101 in the volume defined by the cathode 201, such that the
anode 204 and
the cathode 201 are not in contact. In a preferred embodiment, disks 119 are
utilized as
securing spacers to keep the anode and the cathode optimally spaced, such
disks comprising
polytetrafloroethylene. FIGURE 2 illustrates a cross-sectional view of a
portion of an
embodiment of the disclosure to show features of the anode 204. The anode 204
is
constructed such that it permits easy contact with electrolyte solution 13,
typically by
constructing it with amesh-like pattern, as reflected in FIGURES 2 and 2a,
thereby exposing
more free spaces around the anode 204 to the electrolyte solution 13 as well
as promoting the
ability of electrolyte solution 13 to more freely circulate there through as
shown in FIGURE
7. The surface of anode 204 is generally coated with a protective material
that will increase
the life expectancy of the anode and that will decrease possible corrosion
that could be
caused by the electrolyte solution during the normal operation of the
electrolysis cell. It will
be understood by one skilled in the art, that although this embodiment shows
the anode 204
being an anode manufactured by CerAnode Teclmologies International, any
material and
coating being used as an anode 204 for the production of hydrogen and oxygen
that are non-
corrosive during alkaline electrolysis may be used, without departing from the
scope and
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spirit of the present disclosure. It will also be understood by one skilled in
the art, however,
that although FIGURES 1-2 depict the anode 204 having a cylindrical shape, the
anode 204
may be constructed in any geometrical shape, including, but not limited to,
spherical shapes,
rectangular shapes, hexagonal shapes, triangular shapes or custom shapes,
witllout departing
from the scope and spirit of the present disclosure.
[0058] The rod 207 of the anode 204 can exit the cathode 201 canister tlirough
an orifice
in the bottom of the chamber 101. The anode rod 207 can be separated from tlie
cathode 201
by a Teflon bushing that is flat on both sides. The anode rod 207 can be held
in place by
hardware securing the anode 204 to the bottom of the cathode 201. The tip of
the anode 204
may be connected to an electrical wire.
[0059] The electrolyte solution 13 as shown in FIGURE 4 is filled in the
electrolysis cell
101 to an electrolyte solution level, wherein the electrolyte solution fills a
majority of the
electrolysis chamber 101 (and coordinately the cathode 201). It will be
understood by one
skilled in the art that the electrolyte solution level may be higher or lower
without departing
from the scope and spirit of the present disclosure. In the shown embodiment,
the electrolyte
solution used is a potassium llydroxide solution, of a strength which is
environmentally
friendly. It will be understood by one skilled in the art, that although this
embodiment shows
the electrolyte solution being a potassium hydroxide solution, any electrolyte
solution capable
of producing hydrogen may be used, without departing from the scope and spirit
of the
present disclosure.
[0060] The electrolyte solution can commu.nicate electrically between the
catllode 201
and the anode 204. 'When current is applied and passes through the anode 204
to the
electrolyte solution, the water in the electrolyte solution can decompose, in
that the anode 204
forms oxygen while the cathode 201 forms hydrogen, both of which gases rise
into a gas
accumulation zone (such as a de miyzimus gas accumulation zone), located
between the
electrolyte solution level and the top of the cap of the cathode 201 or
electrolysis chamber
101. The hydrogen and oxygen are instantly drawn from the gas accumulation
zone via the
tubing 102.
[0061] The electrolyte solution 13 utilized in the enibodiment shown in FIGURE
4
comprises a small amount of electrolyte generally in de-ionized water or
distilled water. In
this embodiment, an electrolyte solution typically can be used wherein the
ainount of
potassium hydroxide ranges between about 1.5 grams to about 12, to about 25
grams per
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gallon of water, and in preferred embodiments the amount of potassium
hydroxide is
typically about 37.5 grams to one and one half gallon of water or
substantially similar
molarity sufficient to stay within an acceptable range as discussed in greater
detail above.
[0062] FIGURE.4 illustrates a schematic view of electrol-yte solution level 13
in between
cathode 201 and anode 204, along with a water trap/spark arrestor 106
(discussed in more
detail below) and with an injector 117 (also discussed in more detail below),
altogether to
deliver the hydrogen and oxygen gases to the combustion engine 2. Thus
arranged, at
ambient or slightly above ambient conditions a pH range of about 7 to about 14
and above
can easily be tolerated, as well as a range of electrolyte concentration and
liquid levels such
that a constant current applied electrolytically results in surprisingly
constant hydrogen and
oxygen gas evolution. Also, FIGURE 5 illustrates an enlarged view of the
electrolyte
solution 13, cathode 201, and anode 204 to show how bubbles of gas are
continuously formed
above the anode 204. Furthermore, FIGURE 6 illustrates an even more enlarged
view of the
electrolyte solution 13, wherein the dimensional spacing can be clearly marked
and
understood, such that even as the resistance changes as liquid level D drops
with
consumption of water through electrolysis and concentration of electrolyte
increases, the
spacing d between cathode 201 and anode 204 permits generally constant gas
evolution based
on the preferred relationship constituting generally high ratios of large D to
small d. Such a
ratio of D:d is generally at least about 10:1 and preferably is even greater
such as to be at
least about 50:1, and is most preferably designed so that the anode 204
remains fully
submerged in electrolyte solution throughout use in order to obtain constant
hydrogen
evolution. In addition, the ratio of the diameter (Dia.) to the spacing d is
quite large at about
50 to 1 and may also preferably be anywhere in the range of about 500 to 1 to
about 1 to 1.
In a preferred embodiment, the ratio of diameter (Dia.) to d is about 100 to 1
to about 20 to 1.
The volume of electrolytic liquid indicated by level D is substantially more
in a preferred
embodiment, than the volume indicated by h which generally reflects the height
of the anode
204 along the area where such anode is in close proximity to the cathode 201.
The volunie
demarked generally by the parameters d and h around the circumference of the
anode related
generally to the area where principle production of thermal energy is
generated. Such ratio of
Dia. to d permits for efficient thermal transfer and dissipation according to
a preferred
embodiment. In addition, the ratio of diameter (Dia.) to the height of
electrolytic solution (D)
is such that it forms a varying ratio of about 3:1 to about 1:1. Since the
height of the anode is
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preferred to be about half of the diameter (Dia.) in an embodiment, as the
volume of the
electrolyte solution decreases, the anode is not exposed and a constant
substantially
electrically effective surface area or Gaussian area is maintained. In such a
preferred
einbodiment, the Gaussian area of the electrolysis is maintained substantially
constant while
the effective concentration of the electrolyte is varied. Such configuration
permits the
resistivity across the distance d to be substantially lessened relative to the
volume of
electrolytic solution relatively indicated by the level D of the electrolyte
liquid available in
the volume including the dimension of the diameter.
[0063] FIGURE 7 illustrates an embodiment showing the flow of electrolyte
solution 13
between the cathode 201 and the anode 204 and into the volume of the
electrolyte solution
13. FIGURES 5, 6, and 9 depict the progression as the cell 1(shown, e.g. in
FIGURE 1)
produces hydrogen and oxygen gases which are generally depicted as bubbles. In
FIGURE 5,
the volume of electrolytic liquid 13, which may be generally reflected depth D
as shown in
FIGURE 6, is greater than the volume of electrolytic liquid 13 depicted in
FIGURE 9 and
substantially greater than the volume generally reflected by the height h of
the anode 204 in
the area where said anode and cathode 201 are in close proximity as indicated
by distance d.
The concentration of electrolyte in FIGURE 9 is greater than the
coricentration in FIGURE 5.
Through the lessening of the volume of electrolytic solution 13 as generally
reflected in a
decrease in depth D; the production of hydrogen and oxygen gases is maintained
relatively
constant. When the volume of electrolytic solution is reduced as in FIGURE 9
the user may
add water 15 to the cell. The cycle of addition of water relative to the
number of miles of
operation is over 10,000 miles. In a preferred embodiment, water 15 may be
added once
every approximately 20,000 miles: Thus, the performance cycle for the cell 1
relative to the
miles driven is preferably approximately 20,000 wherein the cell is closed and
water (in
combination with electrolyte) is maintained in a given volume, such volume
being
maintained at substantially ambient or slightly above ambient pressure. As
depicted in
FIGURE 9, a user may pour water 15 directly into an electrolysis chamber 101
(depicted as a
cathode 201), even while the chamber 101 is in operation. Such use of water 15
generally
permits operation of the cell 1 in an engine 2 for over 20,000 miles.
[0064] FIGURE 8 illustrates the predominate vector of water and gaseous flow
in an
embodiment. As shown there is a significant and predominate vector of gaseous
hydrogen
and oxygen production that moves in the radially inwardly direction. The anode
204 (not
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21
depicted in FIGURE 8) is configured to be spaced from the cathode such that
the flow vectors
in the radially inward direction are provided. The close distance (d) as
explained in
caruiection with other drawings (e.g. FIGURE 6) facilitates such operation.
FIGURE 8 also
demonstrates that the configuration of the anode, including openings,
facilitates the flow from
the region of the insubstantial distance (d) into the larger volume within the
anode and above
the anode. As such the substantial flow vector in the radially inwardly
direction provides for
increased heat transfer and reduces sharp temperature gradients which might
otherwise lead
to degradation and volatility. Such substantial vector is readily observed by
lowering the
depth D of the electrolytic liquid to the height h of the anode so that the
top of the electrolytic
liquid 13 may be observed as the electrolysis is conducted.
[0065] The control unit 118 shown in FIGURE 10 and FIGURE 11 can also be
contained
within the box 108 (but like other components does not necessarily have to be
within an box
108). The control unit 118 can be remotely connected to a display unit via a
two-wire serial
network, wireless connection or a fiber optic connection. The control unit 118
may monitor
data and compile it before sending the information to the display unit; thus,
providing a user
with indication (which may be visual) that the system is operating either
properly or
improperly. The display unit may be LED 529, LCD or any other type of display
unit.
[0066] The control unit 118 illustrated in FIGURE 2 can control the on/off
operation of
the entire system and can ensure that the hydrogen and oxygen gases are
generated only when
the engine is running. The control unit 118 typically maintains a constant
current output of
about 30 amps, by allowing voltage to vary as the resistance of the
electrolyte solution
changes such that voltage can vary between 5.8 and 3.8 volts with a cutoff at
3.8 and other
signals to indicate refill conditions in a preferred embodiment. The control
unit 118 may also
adjust and/or determine input voltage range, output voltage, amperes, current
ripple, input
polarity protection, output short circuit protection, temperature control of
the electrolyte
solution, LED indicators for operating conditions, automatic on/off function
relative to
engine operation and a rocker switch to control on/off function manually.
[0067] Further referring to FIGURE 10 and FIGURE 2, on the output side of the
control
unit 118, the wire 508 is connected to the positive terminal block connection
of the cell 101
which is connected to the anode. The control unit 118 is connected with wire
515 to the
output side of battery or electrical system separator 507 which is in turn
connected to the
positive pole of the electrical potential power source 6 with wire 501. Wire
502 connected to
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the battery negative post 504 is connected to control unit 118 negative input
port 516. The
battery or electrical system separator is not shown in Figure 10. Wire 507 is
connected to the
negative output of control unit 118 and to ground post 119. Wire 520 is
connected to the
output side of the battery or electrical system separator 507 and to cooling
fan 111 and/or
cooling control unit 230. Temperature sensor 202 is connected to cooling fan
111 and/or
cooling control unit 230.
[0068] When the ignition switch is in the "on" or "auxiliary" position, and
when the
engine 2 is running, generally most vehicle batteries provide about 12 volts
running, but
about 13.5 volts are typically used to start the engine 2. The battery
separator contains the 12
volts until the engine 2 alternator (not shown) connected to the power source
and the engine
starter (also not shown) pulls about 13.5 volts from the power source to start
the engine. The
13.5 volts parameter is designed as a safety device to prevent the hydrogen
gas from forming
from the cell 1 unless and until the engine is operating.
[0069] The system's operation is straight-forward and operates on basic
principles.
Electrical current can be supplied to the electrolysis cell 1 by turning the
internal combustion
engine ignition switch to start the combustion engine 2 or by a separate
toggle switch located
in the vehicle cockpit or the toggle switch located on the control unit 118.
The vehicle
battery (not shown) then can provide the electrical current to the anode 204.
The cathode 201
is grounded to the negative pole of the battery or other area suitable for
grounding purposes.
When current is applied to the anode 204 and passes through to the electrolyte
solution, the
water in the electrolyte solution is decomposed in that the anode 204 forms
oxygen while the
cathode 201 forms hydrogen, which rises into the gas accumulation zone,
located between the
electrolyte solution level and the top cap. The hydrogen and oxygeri can be
instantly drawn
from the gas accumulation zone to the combustion engine intake via the tubing
102. The
combustion engine intake is where the fuel mixes with the hydrogen and oxygen
gases, and
undergoes combustion. Hydrogen and oxygen can be generated as long as the
combustion
engine 2 is running. When the key is turned to the off position, the motor
stops, and the
control unit 118 turns the system off. As the unit operates over time, the
electrolyte solution
becomes more concentrated with electrolytes because the de-ionized water or
the distilled
water has been dissipating and thus an increase in operating temperature
resulting in a drop in
compliance voltage triggering the display 529 to indicate that the water level
is low. The
connection between control unit 118 and display 529 may be serial or
otherwise. Further,
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23
control unit 118 may be integrated into the vehicle's central or auxiliary
processing units (not
shown).
[0070] The control unit 118 can fiuther control the operation of the
electrolysis cell 1 so
that the operation is safer and there is little maintenance involved. If the
temperature of the
outer wall of the cathode 201 reaches 42 F, a temperature sensor 202 activates
the heater 113,
which is connected to an electrical potential source (such as a vehicle
battery (not shown)) to
maintain that ambient temperature within the box 108 until the electrolysis
cell 1 is
operational and the temperature of the electrolyte solution increases.
[0071] Depending on operating conditions and criteria, including, for example,
the
system's power source, the hydrogen output desired, and/or spatial issues
(such as those that
would limit the size of the electrolysis cell 1 or box 108), the number of
electrolysis cells 1 to
be used in a system will vary.
[0072] FIGURE 11 further depicts an embodiment of the control unit 118. A
microprocessor 806 is provided with memory 803, a central processing unit"804
and an
input/output interface 805. This configuration may be implemented in any
number of
manners such as through PLCs, computers, etc. A typical PLC is commercially
available
from TriPLC. The memory provides storage of parameters for proper control of
the systems
from interval to interval. The memory may be in the form of RAM, ROM, EEROM,
etc.
The parameters stored therein may be used to provide other parameters and
control variables
for directing the operation of peripheral devices such as the Heat/cooling
units 800. The
parameters may also be einployed to set or calculate the operation of a power
source 801,
such as to control a.substantially constant current of 30A. The I/O interface
may
communicate with peripheral- devices in any known manner such as serially, in
parallel,
digitally or in analog. Thus a simple progranunable controller could be used
to limit the
electrolysis current and/or temperature to prevent electrolyte from becoming
undesirably too
hot and/or boiling away.
[0073] In a preferred embodiment, the electrical system 6 of the vehicle is
connected to
the battery or electrical system separator 507 (not shown in Figs. 10 and 11)
wliich is
connected to power source 801 which is connected further through the I/O 805,
which may be
a bus connection within a PLC logic unit. The microprocessor 806 sends control
signals to
the power source 801 such that the power source provides a substantially
constant current to
chamber 101 based on the power provided by electrical system 6. A voltage
sensor 802 is
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also provided which generates a signal that is- fed back to the I/O 805. As
explained,
depending on the volume of electrolytic solution and the concentration of the
electrolyte in
the liquid within the chamber 101, the apparent voltage drop across the
chamber 101 will
vary. A signal depicting such changes may be directed to the I/O interface 805
for fi.u-ther
processing and potential generation of other signals. For example, at a given
signal, the
current provided by power source 801 to the chamber 101 may be terminated. At
another
given signal, the user interface 50 could be sent a signal by the I/O
interface 805 to indicate
to the user the level of the electrolytic solution in the chamber 101 and that
water needed to
be added.
[0074] In a preferred embodiment, a temperature sensor 202 is provided to
sense the
temperature of the electrolytic liquid within the chamber 101. The temperature
sensor 202
may provide a signal to the T/O interface 805 reflecting the temperature of
the electrolytic
liquid where the microprocessor 806 may generate other control signals that
are provided
through the UO interface 805. Such provided signals can control the
heat/cooling units 800 to
provide either heat or cooling to the chamber 101. In another preferred
embodiment, as
shown in FIGURE 2, the temperature sensor 202 can be connected directly to the
heat/cooling units 800 as shown by connection to fan 111, which may be
operated
independently of the control unit 118. In an embodiment, sensor 202 is
connected to fan 111,
directly.
[0075] In a preferred embodiment, the water trap/spark arrestor 106, as shown
in
FIGURE 4, is located on the tubing'102, which supplies hydrogen and oxygen to
the
combustion engine intake via the injector 117. When a box 108 is used, the
water trap/spark
arrestor 106 can be located within or outside the box 108, without departing
from the scope
and spirit of the present disclosure. The water trap/spark arrestor 106 serves
a dual purpose.
First, the water trap/spark arrestor 106 prevents water from traveling from
the combustion
engine intake to the electrolysis cell 1. Second, the water trap/spark
arrestor 106 prevents
combustion engine backfire from reaching the electrolysis cell 1, which would
be an
explosion hazard.
[0076] The injector 117 is used to deliver the liydrogen gas to the internal
combustion
engine 2 in a constant, slightly diffused stream that is consistent and
uninterrupted. In the
embodiment of FIGURE 4 (and as isolated in FIGURE 12), the injector 117 can be
a single
unit milled from a solid block of aluminum that is 1 1/4 inches in length by
3/4 inches at its
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widest point and 1/4 inch in width at its narrowest point. The injector 117
does not have to be
of the same scale aiid further may be constructed of any material that can be
precision milled
and does not adversely react to the gas being injected. A 0.032 inch injecting
orifice can be
drilled in the top center of the distal end of the, injector 117 such that the
injecting orifice
continues through the entirety of the injector 117. The injecting orifice is
threaded so as to be
able to receive a slip-fitting locked onto the end of the plastic tubing. The
miniscule size of
the injecting orifice can be utilized to create a slight backpressure, which
causes the hydrogen
supply stream to be uninterrupted and consistent. In a preferred embodiment
the stream is
characterized as having laniinar flow. The injector 117 utilizes a venturi
effect to disperse the
gas from the inlet to the air intake passage to the combustion chamber. The
velocity of flow
of the gas increases as it passes through the injector 117 and there is a
pressure drop.
[0077] The top half of the injector 117 can be rectangular and larger than the
bottom half
so as to serve as a secure connector housing between the slip fitting of the
tubing 102 and the
injecting orifice, thereby eliminating the risk the low density gas may
escape. The bottom
half of the injector 117 can be a rounded cantilevered shape and can be
partially threaded on
its exterior so as to provide a secure fitting at the point where the injector
117 is attached to
the combustion engine intake or the turbine housing (not shown). The size of
the injector 117
and the injecting orifice may be adjusted to fit the size of the internal
combustion engine 2 for
which the present disclosure is used. The injector 117 may be used in
instances where the
hydrogen is delivered by a free-flow method or with the assistance of a
pumping mechanism.
[0078] The tubing 102 from the electrolysis cell 1 is generally snap-lock
fitted and can
connect to either the low pressure side of a combustion engine intake via the
injector 117 (if
the hydrogen and oxygen is to be delivered via the free-flow method) or the
high pressure
side of the combustion engine intake via the injector 117 (if the hydrogen and
oxygen is
delivered via the pump-flow method). The vehicle type along with other
determinates can
determine the flow method. For example, the pump-flow method can be used if
the
combustion engine 2 is operated in primarily sub-freezing temperatures during
winter months
or if the combustion engine 2 has been retrofitted with an exhaust gas
recirculation device
(not shown). The installation is typically simple and does not require
modifications to the
existing system. In preferred embodiments a positive crankcase ventilation
(PCV) system
(not shown) of the engine 2 typically acts with a vacuum or negative pressure
effect to assist
the flow of hydrogen and oxygen gases.
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26
[0079] An embodiment is illustrated in FIGURE 13, showing an electrolysis
canister 28
which is formed of stainless steel or other chemically compatible metal. As
shown in Figure
13, canister 28 has a bottom 29 and a canister head 31 with integral o-ring
sea132 and
threaded lock ring 33 which secures and seals the canister head 31 to the
canister cylinder 30,
but allows easy removal for servicing. The canister cylinder 30 of canister 28
also serves as
the cathode. Located within the canister 28 is anode 34 secured concentrically
by means of
connection rod 35 which is electrically connected to anode 34 at one end via
titanium bracket
(not shown) and the other end becomes an electrical terminal 36 for an
electrical wire. Rod
35 is insulated from contact with canister head 31 by means of centralizer 38A
and o-ring
seal 38B. Anode 34 is insulated from canister cylinder 30 with spacers at each
end of anode
34. Anode 34 is best configured as an open mesh or perforated solid (not
illustrated in Figure
13).
[0080] An embodiment is illustrated in FIGURE 14, which illustrates an
embodiment of
the electrolysis cell of the invention as used connected with a vehicle
combustion engine 508.
The battery is shown as 505, which acts a source of electric potential: Tubing
102 is
illustrated connecting the chamber 101 to the engine 508 via the injector 117.
If the
hydrogen and/or oxygen gas is to be delivered via a free flow method, then
typically the
connection may be to the low pressure side of the engine 505 air intake. If
the hydrogen
and/or oxygen gas is to be delivered via a pump flow method, then typically
the connection
may be to the high pressure side of the engine 505 air intake. Generally
vehicle type and use
will determine the best method for delivery. For example, the pump flow method
typically is
used if the engine 508 is operated primarily in sub-freezing temperatures
during winter
months or if the engine has been fitted with an exhaust gas recirculation
device (not shown).
Generally the method that is typically used is the simplest one that does not
require
modifications to the existing system.
[0081] Depending on operating conditions and criteria, including for example,
the
system's power source, the hydrogen output desired, and/or spatial issues such
as those that
might limit the size of the chamber 101, the number of chambers 101 to be used
in a system
typically may vary. -.
[0082] Some of the advantages of the present disclosure include its safety
aspects,
economic benefits and environmental benefits. For instance, burning the
conditioned mixture
of hydrogen and oxygen gases produces high temperature steam; accordingly, the
exhaust
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27
gases from the engine typically may be steain cleaned and may have
substantially lower
concentrations of combustible particles.
[0083] The elegance of the design decreases the necessity for maintenance
other than for
the occasional addition of deionized or distilled water to the cathode 201
container. The
environmentally friendly electrolyte solution is safe for the user and will
not cause haml in
the event of an accidental spill from the cathode 201 container. The
simplicity of the present
design allows for an economically viable product which can be used in
applications,
including all combustion engines used in automobiles,,trucks, agricultural
equipment,
construction equipment, trains, power generators, motorcycles, mining
equipment, and in
non-combustion engine fossil fuel burning applications including coal fired
power plants. The
present disclosure is designed so as to eliminate any moving parts which
results in higher
durability and longer life expectancy.
[0084] Some of the safety feature of the present disclosure include the use of
a water
trap/spark arrestor 106 in the tubing 102, the top cap being securely attached
to the cathode
201, the control unit 118 ensuring that the present disclosure is not
operational unless the
engine is running, a display unit to allow the user to determine that the
system is operating
properly, and the control unit 118 controlling the present disclosure's
operation (i.e., turning
the system off and on in accordance with electrolytic liquid level and
controlling the
electrical current applied to the anode 204.) The trap/spark arrestor 106 also
acts as a
backflash arrestor and prevents accidental ignition of hydrogen and oxygen
gases in the event
of engine backfire.
[0085] Use of the present disclosure effectively addresses the major problems
currently
facing the nation with respect to combustion engines operating on fossil
fuels. The rnixture
of hydrogen and/or oxygen, when added as a supplement to other hydrocarbon
fuels, causes
the unburned portions of that fuel to burn more completely, thereby effecting
a substantial
reduction in the concentration of noxious gases and/or particulate matter in
the emissions.
Moreover, poorer quality fuels with lower octane or cetane values are
advantageously used in
the engine 2 due to the increased efficiency. Correspondingly, equivalent
quality fuels are
used to obtain better vehicle mileage and/or power performance. For instance,
alternative
and non-fossil fuels such as ethanol, bio-diesel, synthetic diesel, and other
alternative fuels
may be used to improve economics by utilizing various of the embodiments
described herein.
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[0086] Another expected advantage of the present invention is less indirect
maintenance
on the engine 2 due to improved efficiency such that the exhaust system
requires less
maintenance due to decreased corrosion, engine oil levels require less
frequent inspection due
to easier running conditions, engine oil stays cleaner, and other aspects of
vehicle
maintenance repair are expected improved by use of the cell 1.
[0087] Some embodilnents of the disclosure are expected to have an approximate
25%
õreduction in NOx emissions, while simultaneously not increasing the
percentage of NO2
emissions. The NO2 emissions, according to some current regulations, must be
20% or less
of the total emissions. Further, there is a substantial improvement in fuel
mileage obtained,
which results in less fuel being used and less environmental pollution that is
added to the
atmosphere. Also, dilute potassium hydroxide, which is enviroiunentally
friendlier than
many alternatives, is used in the electrolyte solution within the electrolysis
cell. These are
just some of the advantages of the present disclosure.
[0088] The following examples further illustrate the advantages of some
embodiments
but, of course, should not be construed as in any way limiting its scope.
EXAlVIPLE 1
[0089] The following experimental data shows an embodiment of the present
disclosure
operating with an increased efficiency, a lower NOx emissions while
simultaneously not
increasing NOZ emissions. The experimental data alsoeillustrates a comparison
of mileage
increases between the present disclosures' operation and the hydrogen/oxygen
fuel cell data
disclosed and published in the Stowe Patent. The electrolysis cell used in the
following
experiments was based on a coated anode system (commercially available from
CerAnode)
having a mixed oxide coating believed to comprise a dual rutile phase of
tantalum oxide and
iridium oxide applied to a substrate comprising titanium alloy with less than
0.2 wt%
palladium. These tests show some advantages that may be obtained under some
conditions.
Obviously, results may vary depending on a multitude of conditions including
the condition
of the engine, environmental conditions, fuel being used, etc. such that
improvements are not
seen in every instance.
[0090] The following mileage and fuel consumption tests were conducted using a
2006
Dodge Ram 3500 with an 8 cylinder, 5.9L HO Cummins Turbo Diesel engine, 4-
speed
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automatic transmission, 136-ampere alternator, 750-ampere battery, and 35 gal
capacity fuel
tank. A fuel cell configtuation employed in these examples included a cathode
container, an
anode separated from the cathode as essentially described 1lerein, a battery
separator, and a
hydrogen injector as described.
[0091] In the first test, baseline mileage and fuel consumption was
established based on
using a full fuel tanlc as a volumetric manual reference between test events.
In the later tests,
mileage and fuel consumption were similarly determined utilizing the
electrolysis cell of the
present disclosure with the coated anode system described above using three
different
electrolyte solutions. The electrolysis cell providing hydrogen enrichment was
installed
togetller witli the combustion engine functioning under similar field
conditions to those used
as in the baseline. As mucli as feasibly possible, field conditions were
maintained the same
way for each test such as driving the same routes and filling the tank the
same way. The
results of this testing are reflecting in Table 1:
Table 1
BASE LINE FUEL & MILEAGE DATA WITHOUT HYDROGEN
ENRICHMENT'
Date Start Odom End Odom. Miles Fuel added MPG % Change
5/17/2006 10,472.0 10,559.0 87.0 9.562 9.0985
FUEL & MILEAGE DATA WITH HYDROGEN ENRICHMENT
USING THE PRESENT DISCLOSURE
(0. 12M KOH electrolyte solution)
Date Start Odoin End Odom. Miles Fuel added MPG % Change
5/18/2006 10,602.0 10,689.0 87.0 6.227 13.9714 53.6%
(0.06M KOH electrolyte solution)
Date Start Odom End Odom. Miles Added Gallon % Change
5/22/2006 10,838.0 10,925.0 87.0 6.500 13.3846 47.1%
(0.04 M KOH electrolyte solution)
Date Start Odom End Odom. Miles Added Gallon % Change
6/1/2006 11,436.0 11,523.0 87.0 6.392 13.6108 49.6%
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[0092] The Stowe patent disclosure publication asserted increases in miles per
gallon
rangiiig between 22.8% and 34.8%. Hence in comparison, the present disclosure
delivers
approximately a maxiunum of about 30% more miles per gallon andlor a minimum
of about
10% more miles per gallon than the published Stowe Disclosure. Such an
improvement over
the art was clearly considered to be significant even under any possible
variations in normal
field testing conditions. Accordingly, an embodiment of the present disclosure
was found to
have increased the miles per gallon of fuel of the combustion engine by at
least about 40
percent on an absolute basis in compassion to baseline testing without any
electrolysis cell,
and in one instance the cell increased the miles per gallon of fuel of the
combustion engine by
at least about 50% or more.
EXAMPLE 2
[0093] The following emission tests were conducted using the same 2006 Dodge
Ram
3500 with an 8 cylinder, 5.9L HO Cummins Turbo Diesel engine, 4-speed
automatic
transmission, 136-ampere alternator, 750-ampere battery, and 35 gal capacity
fuel tank as
used in the previously discussed testing. Baseline emissions readings were
taken as an overall
average for three tests based on each test using a five minute sampling period
with a
commercially available ECOM-AC Portable Emissions Analyzer. Emissions reading
with
the electrolysis cell of Example 1 operating were taken over extended thirty
minute time
periods in order to ensure that the cell had sufficient time to reach steady
state conditions.
Regardless of sampling time, each sampling event was conducted with the engine
idling for
about 1 hour at about 800 RPM (rotations per minute). The analyzer measured
gases and
calculated in PPM (parts per million) combustion parameters. The AC
incorporated a high
flow pump, a radiant gas cooler and self-draining moisture trap to properly
cool the gas
samples. The results of this testing with the engine operating under
substantially constant
and similar conditions in all instances is reflected in Table 2:
Table 2
BASELINE EMISSION TEST DATA WITHOUT ELECTROLYSIS CELL:
CO NOx
Overall Average for three (3), 134 173
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31
Five 5 Minute Einissions Tests
EMISSION TEST DATA WITH ELECTROLYSIS CELL OF EXAMPLE 1:
CO -NOx
Overall Average for one (1),
Thirty 30 Minute Emissions Tests 103 129
[0094] The electrolysis cell decreased the CO emission by about 23 % and the
NOx by
about 25% wlien applied within an internal combustion engine using the above
testing
methods. Therefore, such an electrolysis cell decreases both NOx a.nd CO
emissions by-at
least about 20% as compared to test data without use of an electrolysis cell
in the combustion
engine. As with Example 1, these tests show some advantages that may be
obtained under
some conditions. Obviously, results may vary depending on a multitude of
conditions
including the condition of the engine, environmental conditions, fuel being
used, etc. such
that improvements are not seen in every instance.
EXAMPLE 3
[0095] This example demonstrates how various, coated and uncoated anodes were
evaluated to determine suitable anodes for long term use in potassium
hydroxide electrolyte
solutions in order to find materials that would have sufficient longevity of a
vehicle, or
approximately five to ten years. Accordingly, conventional accelerated testing
conditions
were determined based on using slightly concentrated potassium hydroxide at
temperatures
slightly above ambient and under electrolysis conditions of slightly increased
current
application.
[0096] Materials tested included 316 L stainless steel, 304 stainless steel,
and 400
stainless steel, all of which disassociated producing rust resulting in
contamination when used
with any strength potassium hydroxide solution. Titanium metal reacted to
reduce its
conductivity when connected as an anode in any strength of potassium
hydroxide. Nickel
plate corroded, dissolved and left an undesirable black electrolyte. Copper
metal turned
green when used with potassium hydroxide, and it corroded and dissolved.
Magnesium
corroded and disassembled (fragmented) when used with potassium hydroxide,
creating a
possibly noxious, unpleasant odor. When aluminum was used as the anode, it
burned off,
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creating aluminum compounds. While these anodes were useful, a titanium anode
coated
with a ceramic coating that was electrically conductive and resistant to
decomposition was
advantageous.
[0097] A coated material was used for testing which was believed to comprise a
titaniunz
substrate alloyed with less than 0.2 wt% palladium coated with a dual rutile
phase of tantalum
oxide and iridium oxide commercially available from CerAnode. Under similar
testing
conditions used above for the uncoated materials, the coated anode was stable,
undissolved,
and gave good performance while also not contaminating the electrolyte
solution.
EXAMPLE 4
[0098] In order to determine the decreased fuel demand on another type of
engine, a
stationary generator was used to examine fuel consumption with and without an
embodiment
of the electrolysis cell. The cell used was substantially similar to the cell
used in Examples 1
and 2.
[0099] The following tests were conducted using a commercially available John
Deer 6
Cylinder, 6.8 L, 4 cycle, 200 HP, 1800 RPM Engine. This diesel generator has a
fuel
capacity of 214 gallons. Three different load levels were used corresponding
to idle and to
two different kW power generation as reflected in Table 3:
Table 3
Base Line Date of Test With Added Date of Test Difference % of
Hydrogen Decrease
Load Fuel in Base Line Fuel in With Added in Fuel in Fuel
Level Liters Liters Hydrogen
Idle 18 13-Apr-06 14 17-Apr-06 4 22.2%
25KW 25 13-Apr-06 20.25 18-Apr-06 4.75 19.0%
50KW 38 14-Apr-06 31.25 18-Apr-06 6.75 17.8%
[00100] The results indicated that on average about a 20 vol% decrease in fuel
consumption was observed with the addition of hydrogen using an embodiment the
present
disclosure.
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[00101] Although the disclosure has been described with reference to specific
embodiments, these descriptions are not meant to be construed in a limiting
sense. Various
modifications of the disclosed embodiments, as well as alternative embodiments
of the
disclosure will become apparent to persons skilled in the art upon reference
to the description
of the disclosure. It should be appreciated by those skilled in the art tliat
the conception and
the specific embodiment disclosed may be readily utilized as a basis for
modifying or
designing other structures for carrying out the same purposes of the present
disclosure. It
should also be realized by those skilled in the art that such equivalent
constructions do not
departfrom the spirit and scope of the disclosure as, set forth in the
appended claims. It is
therefore, contemplated that the claims will cover any such modifications or
embodiments
that fall within the true scope of the disclosure.
[00102] All references, including publications, patent applications, and
patents, cited
herein are hereby incorporated by reference to the same extent as if each
reference were
individually and specifically indicated to be incorporated by reference and
were set forth in
its entirety herein.
[00103] The use of the terms "a" and "an" and "the" and similar referents in
the context of
describing the invention (especially in the context of the following claims)
are to be
construed to cover both the singular and the plural, unless otherwise
indicated herein or
clearly contradicted by context. The terms "coinprising," "having; "
"including;" and
"containing" are to be construed as open-ended terms (i.e., meaning
"including, but not
limited to,") unless otherwise noted. Recitation of ranges of values herein
are merely
intended to serve as a shorthand method of referring individually to each
separate value
falling within the range, unless otherwise indicated herein, and each separate
value is
incorporated into the specification as if it were individually recited herein.
All methods
described herein can be performed in any suitable order unless otherwise
indicated herein or
otherwise clearly contradicted by context. The use of any and all examples, or
exemplary
language (e.g., "such as") provided herein, is intended merely to better
illumiriate the
disclosure and do not pose a limitation on the scope of the invention unless
otherwise
claimed. No language in the specification should be construed as indicating
any non-claimed
element as essential to the practice of the invention.
[00104] Preferred embodiments of this invention are described herein,
including the best
mode known to the inventors for carrying out the invention. Variations of
those preferred
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34
embodiments may become apparent to those of ordinary skill in the art upon
reading the
foregoing description. The inventors expect skilled artisans to employ such
variations as
appropriate, and the inventors intend for the invention to be practiced
otherwise than as
specifically described herein. Accordingly, this invention includes all
modifications and
equivalents of the subject matter recited in the claims appended hereto as
permitted by
applicable law. Moreover, any combination of the above-described elements in
all possible
variations thereof is encompassed by the invention unless otherwise indicated
herein or
otherwise clearly contradicted by context.
