BE1022633B1 - MOTORS WITH THERMAL COMPENSATION - Google Patents

Abstract

A small tank (1) containing filtered rainwater, is attached to its outlet a small cartridge filter (4) connected to a small safety valve (5) followed by a small solenoid valve (6), which s 'opens as soon as the temperature of the sensor (Te 70 ° C) fixed on the mass of the cylinder head has reached 70 ° C. The solenoid valve (6) supplies separate pipes, two of which are for the injector (11). The molecule fragmentation cylinder (12) is enclosed in a calorie sensor (30). It has two outlets in which are fixed their pipes (13A) and (13B) separated into two parts by thermal insulation sleeves (14), allowing the cooling upstream of the pipes (15A) and (15B) connecting to the pipes. of the adapter (16), attached to a vacuum pipe of the intake pipe before the throttle or air butterfly for a Diesel. To remedy the lack of humidity in the air in hot and dry temperatures, a humidity sensor (29) will be placed in front of the ventilation compartment of the home to activate a solenoid valve via the electronic regulator (28). flow rate (9) from the humidification nozzle (10) housed in the air filter compartment.

Description

Cylinder with fragmentation of molecules in a heat accumulator for thermal engines

With reference to the previous patent number BE 2013/0569, using a fragmentation boiler of molecules, and a humidification system of the air obtained by a nozzle housed in the compartment of the air filter, modifications have been made .

The present invention relates to a novel model of a molecule fragmentation cylinder on which is fixed its injector door, the whole is contained in a calorie accumulator of smaller size, adapting to all types of thermal engines regardless of the brand .

Which are one of the main causes of pollution emitted into the atmosphere. It is an energy transformer whose role is to recover by absorbing part of the 30% of heat energy lost in the exhaust gas by converting it into useful energy, and reintroducing it into the engine. The calorie accumulator encloses the small metal cylinder to maintain it at the temperature of the evacuation of the exhaust gases.

This internal temperature is estimated at plus or minus 650 degrees centigrade, for atmospheric temperatures below 30 ° C.

It varies proportionally with the rise in atmospheric temperatures, its internal temperature may approach 800 ° C for ambient temperatures around 30 degrees Centigrade.

The exhaust manifold in contact with the ambient air disperses fewer calories as the atmospheric temperature rises. The inside of this small metal cylinder with fragmentation of molecules, is subjected to the suction of the vacuum of air below atmospheric pressure, coming from the depression in the intake pipe of the engine.

In the center of it is an electrode of a different corrosion-resistant metal, having one end fixed to the ground and the other end is kept insulated and sliding in a ceramic stone.

The friction of the exhaust gases on the contour of this cylinder produces static current, which is stored by it by forming the first electrode, and static current is found on the second central electrode maintained by the thermostatic effect. ionic and calorimetric (thermocouple effect).

A fine end of continuous cold water, a very precise metering, obtained by the aspiration of the depression of the intake pipe of the engine, is projected via an injector fixed in its injector door above the burst chamber of this cylinder maintained at high temperature.

This jet of cold water continues under the brutal effect of this high internal temperature in this burst chamber, its molecules suddenly break up, instantly turning into saturated dry or superheated steam, and slightly ionized by the central electrode.

For atmospheric temperatures that gradually reach 30 ° C, the percentage of economy increases proportionally with their elevations.

This suggests that in this molecule fragmentation cylinder, the internal temperature is around 800 ° C, there is a very small amount of hydrogen mixed with superheated and slightly ionized water vapor, it is favored by the vacuum of air due to the depression in the intake pipe coming from the suction of the engine.

To overcome the disadvantages of the previous invention which had a single supply line to its mouth, a second output was added.

An electrode tube of a different metal was housed in each output channel.

These metal tubes separate or attempt to separate very fine volumes of hydrogen and oxygen gas mixed with superheated and slightly ionized steam. These electrode tubes can be exchanged according to the arrangement chosen according to the arrangement of the motor members.

For best results these electrode tubes will be thermally and electrically insulated in a ceramic stone tube.

The two outlet pipes of this cylinder are separated in two parts by two thermal insulation sleeves, the other two subsequent half-pipes are connected to the pipes of an inclined double T adapter, the latter has been fixed to the pipe. of the depression of the second body of the carburetor.

This inclined T-adapter will be applied differently to electronic injection and diesel systems.

The thermostats are replaced by temperature sensors, which actuate via an electronic regulator located in a housing, flow solenoid valves.

Thermal engines

Theoretically at the atmospheric temperature of 15 ° C, for a perfect dosage the air fuel ratio requires 1 gram of gasoline for 15 to 18 grams of air, one gram of gas oil for 20 to 30 grams of air. At 15 ° C, one gram of gasoline liberates theoretically 42 kj / gr, in fact the walls of the admissions are from 40 ° C to 50 ° C, a gram of gasoline provides that 25 to 35 kj / gr.

The energy yield per gram of gasoline is 0.3 gr useful, 0.4 gr are lost in the cooling circuit and in the mechanical friction, and 0.3 gr in the exhaust, It is the same with the use of other fuels.

At the admission time, vacuum suction of the air / fuel density is below atmospheric pressure.

The gas temperatures at the outlets of the exhaust valves are 800 ° C, with peaks of 1600 ° C at acceleration, they fall rapidly in the outlet of its collector, its contour is cooled by dissipating its calories in the ambient air .

The outdoor temperature reading on the contour of the exhaust manifold varies from plus or minus 200 ° C to atmospheric temperature of 10 ° C.

The outlet pressure of these gases is 4 to 5 bar. At this atmospheric temperature, the apparent heat colors are not greater than the dark red corresponding to 700 ° C and orange cherry red at 1000 ° C.

In a single-cylinder engine, the impulse temperatures in the exhaust manifold are on average about plus or minus 350 ° C. Global warming

The anti-pollution standards forced manufacturers to make various improvements to the designs of electronic and diesel injection systems.

Thermodynamics obeys the laws of expansion of fluids and gases, the vapor of a fuel ignites faster than the spray is fine.

A finer pressurized spray promotes faster combustion, reducing ignition delay and consequently reducing fuel consumption with increased power and engine torque.

The diesel engines have undergone improvements, by the use of a low-pressure vane pump (2 to 3 bars) of booster actuated by an electric motor immersed in the tank, it forces to a filter regulator in the high pressure pump .

It is also mechanically operated on the same shaft included in the same block of the injection pump, to replenish the high pressure pump delivering a pressure greater than 1000 bars to the injectors, whereas previously it was 175 to 500 bars.

Among other things, the use of a particulate filter at the outlet of the exhaust piping, further reduces the pollution emitted into the atmosphere.

The anti-pollution standards have restricted the manufacture of two-stroke engines, which are highly polluting, less expensive, lighter and easier to build.

The power developed by the 2-stroke engine without valves with intake and compression in the crankcase is 1.5 higher than that of the 4-stroke engine.

They are built for small engines of mopeds, chainsaws and other miscellaneous equipment.

The 2-stroke valve engine with a sweeping pump for admission, its corresponding power is 1.85.

The sweeping pump used is a gear pump consisting of two three-bladed wheels (turbocharger), this type of pump is intended to compress fresh gas air / gasoline or only air for a diesel at a pressure of 1 , 2 to 1.4 bars.

A maximum excess of air would result in complete combustion.

This is not feasible due to the ignition time of the air / fuel mixtures and their heating values.

A lean mixture by an excess of air produces a better oxidation of the fuel, but reduces the explosive power and a loss of power, consequently an overheating of the engine.

All causes that tend to decrease the efficiency of the motor, cause an increase of heat release.

The idle phase being richer and more polluting, it rejects CO, the screw of richness on a carburetor is set to the economy for a CO as low as possible, and at plus or minus 850 revolutions / minute.

For a speed of 850 rpm ± 50 t / m, an electronic injection engine with a CO content of 0.5 to 1.6% against 1.5 to 2.5% for a carbureted engine.

Carburetors have been removed in the construction of automotive engines, they are only applicable to small engines lawnmowers, generators, chainsaws and modelings. Electronic fuel injection has advantages on carburetors, the advance of the ignition delay controlled by sensors is very precise, better combustion for economical consumption, reducing the CO2 pollution responsible for global warming.

A roller pump immersed in the fuel tank sends a pressure of 2.5 bar to the electronic injector for a finer spray, mixing better with the suction air, allowing a homogeneous gas mixture, a specific consumption weak, more uniform in the cylinders. The use of a lower octane number, with a slight increase in the compression ratio without the risk of self ignition, by using less fuel injected into the cylinders. The octane number is the resistance of a combustible mixture to detonation, an anti-knock additive to increase the compression ratio, it is characterized by its anti-knocking power.

There is no perfect combustion, which requires a secondary chemical treatment carried out by the catalytic converter or thermal reactor, for a lifetime of 50 to 80 thousand kilometers, the replacement price being added to the maintenance of the vehicle.

Perfect combustion produces CO2 (carbon dioxide), it is linked to fuel consumption, an unbreathable but non-toxic gas.

Incomplete combustion produces CO (oxide or carbon monoxide) due to unburned hydrocarbons, a very toxic gas.

To recover a portion of unburned gases, an exhaust gas recirculation (EGR) control solenoid valve is added to certain diesel engines.

The combustion phase is directly linked to the atmospheric temperature, an air temperature sensor is located inside the flowmeter, just after the air filter, its role is to regulate the air / fuel ratio, to measure the volume of air admitted by the engine, allowing the injection of the precise amount of fuel. The air is denser in cold weather than in hot weather. This is the equivalent in a carbureted engine equipped with a thermostatic temperature device operating a flap in the suction sleeve in front of the air filter compartment. Next to it is a second, smaller intermediate sleeve, on which a spiraled aluminum tube is fitted, going on the metal wall above the exhaust manifold, allowing the suction of heated air obtained by the sweeping, for maintain a controlled suction temperature of 15 ° C in cold weather. In hot weather the flap remains wide open on the direct suction.

To improve the filling of the cylinders, certain ranges of vehicles have their engine equipped with a turbocharger, the turbocharger sucks the atmospheric air and pushes it into the intake pipe by passing through an air-to-air cooler, to condense it and compressing it slightly.

The turbine must brake the exhaust gases as little as possible, the output pressure of these gases at the exhaust valves being 4 to 5 bars.

Manufacturers have made improvements in reducing the weight of the bodies of new cars, while increasing their safety.

They are lighter than the old ones, there are more plastic compounds and polyesters in their fabrications, favoring energy reduction.

They display very low fuel consumption at the sale, corresponding to minimum and maximum CO2, while others display an average CO2, which meets antipollution standards.

In comparison with an old 1.3 liter car with a CO2 emission of 182 gr / km, its working weight is 930 kg.

Its approximate highway consumption was 6 1/100 km and in urban areas 8 1/100 km.

In comparison with a new car of another brand with electronic injection corresponding to the indications sought, displaying 1.4 liters of displacement and a consumption of 4.0 to 6.41 / 100 km, for a C02 emission of 104 to 149 gr / km.

Its release in less C02 is 182 gr / km -149 gr / km = 33 gr / km.

The percentage of emission in less C02 = (33 gr / km x 100) / 182 gr / km = 18%. Overall, as a result of improvements in finely atomized fuel injection and body lightening, the new electronic fuel injection and diesel vehicles consume 20% less fuel than the older ones.

observations

A vehicle pulls better in wet weather than in hot, dry weather, and humid air is denser than warm air.

A vehicle pulls better at the beginning of a defective head gasket, having the particularity of allowing a very fine loss of cooling water in one or between two cylinders, the latter instantly vaporizing by combining in the gaseous air / gas mixture during the admission time, it is found in light steam in the exhaust gas.

A drop in the water level in the cooling radiator, attracts attention.

As the leak gets worse, the result is reversed, causing the engine to malfunction.

We know that it is not advisable to throw water on any hydrocarbon and on a greasy plant or animal fat product (oils, fats, ...), this will only ignite the inflammation, without further explanation. a hydrocarbon or a fatty vegetable product which is heated and boiled, emits visible and invisible vapor gases evaporating in all directions.

Their molecules are animated by a disordered movement of agitation, they become very intense and clash proportionally according to the rise of the temperature at the center of the boiling, until the spontaneous inflammation reaching according to its calorific value from 1000 ° C to 2000 ° C.

If we observe the projection of a density of water from the ambient temperature t ° a, striking a quoted product ignited at a temperature t ° h.

The amount of water projected is insufficient to bring down the temperature, it will undergo a sudden thermal shock, breaking into fine ricocheting droplets, evaporating instantly in superheated steam.

The vapor molecules are driven by a very intense stirring movement breaking against each other, mixing with the gases of the inflamed hydrocarbon containing carbon, they will undergo a thermochemical reaction, a catalyst effect, decomposing into two volumes of hydrogen atom gas and one volume of oxygen atom gas, a spontaneous inflammation.

In fossil-fueled fireplaces, the use of a very small amount of water transformed into steam can only be beneficial, the well-dosed water vapor improve combustion.

The present invention proposes the use of an intermediate compression ratio with a lean mixture by an excess of air.

These vapor gas compounds mixed with very small amounts of hydrogen gas and oxygen from the molecular fragmentation cylinder would also act as an octane-type antiknock additive. Among others, the end of compression temperature in a gasoline engine is 200 ° C to 350 ° C, for a compression ratio of 8 to 12 bar.

It requires a 30,000-volt high-voltage electric arc currently produced by the secondary ignition coil to ignite the air / fuel gas mixture.

Laboratory apparatus

In the course of December 2005 in a small shed, an artisanal laboratory apparatus was made with a stainless steel tube, in the center of this cylinder was held at one end to the ground an electrode of a different metal, and the two evacuation outlets were connected to two automobile glass wiper pumps, from recovery for internal suction, above each of which was placed a glass bell, also from a recovery of glass containers containing aromatic cooking herbs.

On the side of this cylinder was welded a small tube for internal temperature measurement using a multitester device also serving as a thermometer.

After unsuccessful attempts, at the end of the week by chance at 850 ° C, a mixture of steam and a small amount of hydrogen gas appeared in the left glass bell.

Knowing that the hydrogen is lighter than the air, the approach of a match burning by gently tilting this bell, a yellowish flame sprang suddenly from fifteen centimeters in length, the surprise was great, was negative on the side of the right bell, it was only water vapor.

The speed of opening the small valve to introduce the water injection of an imprecise dosage with a plastic syringe, which melted in contact with heat and close very quickly this small valve is impossible manually, the injection is of the order of a thousandth of a second.

The goal was to project a very precise dosing of cold water in a metal enclosure closed at very high temperatures around 800 degrees centigrade, and under the effect of the sudden thermal shock to produce hydrogen.

No laboratory has a similar model.

Name of boiler

In the previous invention using a fragmentation boiler of molecules, this nominative was changed by the new name given in the present invention, to avoid confusion to the name of boiler.

A boiler is a closed metal tank containing water, which under a heat source is heated to obtain domestic hot water. In the central heating to produce hot water to the radiators.

The water vapor used in various industrial applications is obtained by increasing the quantity of calories supplied to the volume of water from the boiling liquid state to a gradual transition to a vapor state.

Cylinder with fragmentation of molecules in a calorie accumulator A continuous cold water jet of ambient temperature t ° a is projected in a metal enclosure closed at very high temperature t ° h and subjected to a vacuum of air coming from the motor suction.

It undergoes a sudden thermal shock, bursting into fine ricochante droplets evaporating instantly, passing from the state of cold liquid to the instantaneous state of slightly ionized vapor, saturated dry at plus or minus 650 ° C or superheated mixed with very small volumes of hydrogen gas and oxygen obtained at temperatures of around 800 ° C, favored by the vacuum of air in the cylinder and ambient air surrounding it.

This mixture composed of instantaneous vapor is slightly ionized by the central electrode, resulting from the static electricity obtained by the friction of the exhaust gas, then undergoes a chemical reaction by mixing with the gas mixture air / fuel.

The vacuum of air applied to any liquid in a closed metal container, promotes the dislocation of the molecules, on the surface they are stretched, weaken, disintegrate, heat up in an accelerated agitation movement proportionally to the elevation of the external heat source applied against the contour of this container.

Hydrogen engine

The average spontaneous ignition temperature in the absence of a spark for gasoline is 380 ° C, its explosion temperature in the engine is 2100 ° C. Hydrogen at a spontaneous ignition temperature in the absence of a spark of 580 ° C, which requires a higher compression ratio, its explosion temperature in the engine being 2000 ° C, its idling speed being more slow, but its calorific value is three times higher than that of gasoline, it follows a reduction in consumption, with very little nitrogen oxide from the composition of the air.

The best known method for producing hydrogen is by electrolysis, its yield is 30 to 50%, it requires a very important energy supply for electricity, the electricity produced by solar energy is the most interesting At this it is necessary to reduce the setting in bottles and the lost energy for the transport, considering the bad performance of the engine.

Among other things, there are different chemical processes, among which the obtaining of metal hydrides containing hydrogen, these processes use a high energy consumption for the transformations.

The production of hydrogen by electrolysis in a vehicle is not sufficient to power the engine.

Any energy transformation translates into losses.

The present invention uses an energy transformer having the particularity of recovering by absorbing a small percentage of the 30% of the heat energy lost in the exhaust gas, to transform it into useful energy and reintroduce it into the engine.

The observations, a drawing of an automated laboratory apparatus as well as various application systems, were recorded in an i-Depot at the beginning of the year 2006.

Various components and functional detectors

Electronic injection engines can be found on various sensors:

A camshaft position sensor, engine speed and crankshaft position located on the flywheel of the clutch mechanical cage, engine temperature, oil pressure, fuel pressure, pressure of the accelerator pedal, brake pedal, vehicle speed, intake air temperature and atmospheric pressure.

A water temperature sensor, a fuel probe, lambda sensors, then the air flow meter at the inlet of the intake pipe.

Some additional components are also found on other types of heat engines, gas and diesel.

As an option, there are humidity detectors, gels, proximity sensors for reversing vision cameras, as well as for viewing the sides of the road (dead spots).

Among others, there are on the market air humidifiers for buildings and sensors for humidity, temperature, gels, magnetic, proximity approaches for various applications.

But not a single suction air humidifier at the inlet of the intake pipe for combustion engines, is not found on any vehicle, regardless of the brand!

Motor suction air humidifier

The density of 1 dm3 of air weighs 1.293 gr at atmospheric temperature of 0 ° C at sea level, it decreases with increasing temperature and altitude, (Principle of Galilee) and the atmospheric pressure is 1,013 bar or 1 atmosphere.

The expansion of the air decreases the filling of the cylinders.

The energy efficiency of the heat engines is 30% at the atmospheric temperature of 15 ° C and decreases below or above this temperature.

In order to remedy air expansion and lack of humidity in heat waves reducing cylinder filling, an air humidifier will be added to the suction inlet of the intake pipe.

A humidification nozzle will be added to the air filter compartment, after the flowmeter or at the entrance to the inlet pipe in front of the throttle valve in each vehicle, operating from an atmospheric temperature exceeding 22 ° C.

To block its use for humid atmospheric temperatures.

There are more than five billion vehicles in the world, no vehicle is equipped. Vapors of fuel vapors

We notice when opening the fuel tank cap there is often a slight pressure of gasoline vapor that escapes, it is favored by the emulsion effect of the return pipe and the shaking of the fuel tank. road, as well as the rise in atmospheric temperature.

Some ranges of electronic fuel injection vehicles already have a petrol vapor recovery system, called a canister.

It has a pipe recovering fuel vapors from the tank, is integral with a purge control solenoid valve, this system should be generalized on all vehicles.

The new product proposed has the particularity to apply for the vapors of gasolines and fuel oil, triggering when a low pressure manifests itself in the tank.

Electronic injection engines

The possibility of installing an energy saving kit, requires two connectors of the same models as the originals, to make T-connections on the connectors of the lambda probes, allowing measurements of voltages and amperages measurements, according to engine speeds.

These connectors are not commercially available or sold to the agency.

An electronic box will be added in series in the connections of the lambda sensor cables so that they signal to the electronic control unit CE the presence of water in the air-fuel mixture, by multiplying or dividing according to the measurement record obtained, the Detection coefficients received, this commissioning information will be visualized by computer symbols at the bottom of the dashboard screen.

The EC electronic unit will very slightly reduce the fuel injection dosage, which will be compensated by the injection of water injection into a dry saturated or superheated steam compound from the molecular fragmentation cylinder, when the engine reaches its temperature. Operating.

In normal operation the intermediate electronic unit will be out of circuit.

The roller pump in the fuel tank will have its engine connectors disconnected, another similar pump will be immersed in a small gas tank with a transparent and graduated level display on the side, to perform consumption tests.

It also requires measurement equipment, a computer to view the engine operation of the readings of all relevant parameters, the various sensors and the ignition system, as well as the operation of the electronic injection.

Diesel Engines

The temperature of the exhaust gas at the outlet of the collector being less than 500 ° C, one would obtain saturated water vapor dry and very slightly ionized. The small molecule fragmentation cylinder with its injector also applies to diesel engines, the dry saturated steam mixing with the suction air will improve combustion.

The object of the present invention is to overcome the drawbacks of the preceding invention: fragmentation boiler of molecules having a single mouth.

One second has been added and the pipes of its two outlets are connected to two pipes of an inclined T-adapter, and the outlet of the latter on the pipe fixed to the inlet of the inlet pipe of a engine.

The injection pump is only used for another function.

The thermostats have been replaced by temperature sensors. The invention as characterized in the claims, the small metal fragmentation cylinder of molecules on which is fixed its injector door, all in one piece, is enclosed in a calorie accumulator, has the role of recovering part of 30% of heat energy lost in the exhaust gas by turning it into useful energy, and reintroducing it into the engine.

In the center of this cylinder there is a different metal electrode having one end held to ground.

The method consists in projecting a very fine continuous cold water jet, a very precise metering, using its injector in the bursting chamber of the closed cylinder at very high temperature, the inside of which is subjected to suction of the air vacuum below atmospheric pressure, this projection of water injection is obtained by suction from the vacuum in the engine intake pipe.

The friction of the exhaust gas produces static current on the contour of this molecule fragmentation cylinder, forming the first electrode.

Static current is also found on the second central electrode.

The mass of this second electrode is the seat of a thermocouple (calorimetry) and a thermionic effect.

This jet of cold water continues in abrupt contact in this high internal temperature, suddenly transforms into ionized vapors, saturated dry to more or less 650 ° C or superheated mixed with very fine proportions of hydrogen and oxygen, obtained under the effect of sudden thermal shocks at temperatures around 800 ° C and favored vacuum suction of air. The use of an intermediate compression ratio with a lean mixture by an excess of air, would allow the use of a soluble fuel diluting in the injection water, methanol or substitution, favoring the weakening of its molecules to form a compound product. To achieve a 20% reduction in fuel consumption (gasoline, oil, gas) of thermal engines.

Among other things, in order to partially solve the reduction in the filling of the cylinders due to the expansion of the air during periods of very hot or suffocating atmospheric temperatures, a humidification nozzle will be added inside the compartment of the filter. air and after the flowmeter.

There are more than five billion vehicles in the world, no vehicle is equipped.

By taking an average of 100 gr / km of CO2 per vehicle, the emission amount for five billion vehicles is 0.1 kg / km x 5 x 109 = 500 000 tonnes / km of CO2.

A vehicle travels ± 5 kilometers to more than 100 kilometers per day, the daily quantity emitted exceeds two billion tons.

Taking a minimum trip of five kilometers per day per vehicle, installation of a simple economy kit with a minimum gain of 1% using an air humidification nozzle placed in the air filter compartment in each vehicle, will drop the daily pollution of 1/100 x 500 000 tonnes / km x 5 km = 25 000 tonnes of CO2. The installation of a molecule fragmentation cylinder enclosed in its calorie accumulator with an average gain of 2% at all atmospheric temperatures, one would have 50,000 tons of CO2 less every day.

Now the average of these vehicles for a round trip travels more than ten kilometers a day, and the molecule fragmentation cylinder has a maximum gain that exceeds thirteen percent at the atmospheric temperature of twenty-six degrees on a carbureted vehicle. .

The advantages obtained by this invention, through the application of this energy transformer of a smaller model using two different metal electrode tubes housed in its two outputs, in which will be attached two pipes connecting differently in the pipe intake or depression would be the most pronounced of all types of engines, regardless of brand.

The economy result obtained on the test vehicle has more than doubled.

These electrodes, favored by the depression coming from the intake pipe of the motor, prevent or attempt to prevent in their outlets the partial recombination of the hydrogen and oxygen gases obtained under the effect of sudden thermal shocks.

The friction of the exhaust gases on the contour of this molecule fragmentation cylinder produces static current and also a very low thermo-ionic and calorimetric emission (thermoelectric effect) in the central electrode, which ionizes the saturated vapor compounds. dry and superheated vapors, partially combined with hydrogen gas. The use of filtered rainwater in a small plastic tank contributes to the reduction of energy expenditure.

It will be used permanently as well in winter as in summer.

In the winter period alcohol will be added to the injection water tank, acting as antifreeze, to count ± 10% alcohol per liter of water depending on the frosts.

To remedy the lack of humidity in atmospheric air during dry heat waves exceeding 22 ° C.

A suction air humidifier will be added to the air filter compartment or the inlet of the intake pipe, it will improve the filling of the engine cylinders slightly and will reduce the consumption very slightly by reducing the peaks of the intake. pollution.

To block its use for very humid atmospheric temperatures. The invention is described below in more detail using drawings.

The same numbers are assigned to the same items that are part of the energy saving kit used in various applications.

Figure 1 shows the diagram of the carbureted engine in which a power saving kit was installed with the addition of accessories for measurement readings. A small, slightly transparent plastic tank 1 containing filtered rainwater was placed in the same compartment and opposite the ice-lava tank located near the ventilation openings of the habitat.

In its filling orifice is a strainer 2 and a cap 3. At its outlet a small cartridge filter 4 connected to a small safety valve 5, it is actuated by a rigid cable inside of habitat.

Electrical end-of-stroke contacts allow you to visualize the opening and closing position via LED emission diodes of different colors.

A small valve 6 is followed by a connector 7.

During the tests, the small valve 6 was opened to feed the first single calibration line of the injector 11, and the opening of the small valve 17 for the double calibration line of the same injector 11 fixed in its injector door of the small cylinder to fragmentation of molecules 12 in its accumulator of calories.

In its two mouths 12A and 12B are connected the copper supply lines 13A and 13B in diameters of eight to ten millimeters, fixed on a support of the engine or on the support of the alternator, to avoid being subjected to vibrations.

These pipes are each separated in two parts by a thermal insulation sleeve 14 (flexible plastic hose fabricated for testing) of the upper part 15A and 15B of smaller sections than the pipes 13, six to eight millimeters in diameter outside. Made of soft rubber plastic by taking a temperature-resistant 6-4 mm pipe, these were fixed to the tapered T-pipe of thinner section of outer four millimeter and two millimeter inner five of adapter 16, which was was fixed between the vacuum manifold located in the base of the second carburetor body, below its throttle valve and the small rubber breather pipe.

The lines of the pump P have been short-circuited by a small curved pipe 18.

A small petrol container 19 with its graduated indication of the transparent side has been added, its supply pipe is separated in two by a small valve 21, the other end of which is connected to the inlet of the tubing 22 of the carburetor C and its return pipe was obstructed by a small shutoff pipe 23.

The engine running time was counted by stopwatch 24.

An exhaust gas analyzer 25 and voltmeter 26 connected to the amplifier terminals of the lambda probe, made it possible to check the CO content.

Two 50-watt fans 27 were used to cool the vehicle's radiator during testing to maintain its operating temperature at 90 ° C.

With the engine idling, the intake of the air / fuel gas mixture at the intake time is below the atmospheric pressure of 0.3 to 0.4 atmospheres, the throttle slightly open, and gradually at acceleration. it reaches its maximum of 0.8 to 0.9 atmospheres at an atmospheric temperature of 15 ° C.

A 28 A depressurometer was connected in series in the vacuum pipe circuit of the second carburetor body and the small breather pipe line.

By pinching the pipe before this depressometer with a pressure applied by means of pliers, the internal measurements of the intake pipe were obtained. At 900 rpm there were 16 inches of mercury, and at 1200 rpm 18 inches of mercury were obtained (1.033 bar / 30 inches mercury) x 18 inches mercury = 0.61979 bar = 619.79 millibars = 0.619 atm.

This same depressometer was connected at 28 B, between the tubing of the first body of the carburettor and the vacuum capsule of advance at the ignition of the distributor D. At 900 t / m it gave 9 inches mercury and at 1200 t / m there was 10 inches of mercury (1.033 bar / 30 inches mercury) x 10 = 0.34433bar = 344.33 millibars = 0.344 atm.

The tests with the humidification nozzle were carried out from an atmospheric temperature exceeding 22 ° C indicated by the level of the thermometer located in the shade in the shelter, in dry weather.

The small valve 8 is opened and gradually the mini-valve 9 with graduated handle according to the increase of the atmospheric temperature, for the flow rate of the nozzle 10.

The mini-valve 9 will be wide open for maximum dosage.

Figure 2 shows a saving kit of a simplified assembly, installed on a lawn mower and also applicable on the generators.

A small, slightly transparent plastic tank 1 containing filtered rainwater, with visual reading by level graduations on the side. Inside its filling port a strainer 2 is installed, the closure is provided by the plastic plug 3 in which a fine vent hole.

A filter 4 is connected via a supply pipe to the small valve 6 which is integral with the injector 12 screwed into the injector door of the cylinder 11 contained in its calorie sensor, of different design of the standard model of the automobile.

The small valve 6 is actuated by a rigid cable connected to the control lever 29, which is integral with its pull tab 30 connected to the safety lever 28 blade brake.

When started, the blade brake lever 28 releases the locking tab 30 of the control lever 29, the accelerator lever 31 is in the choke position. As soon as the engine is running, the throttle lever 31 is raised to a minimum during a heating time, then the two levers 29 and 31 are lowered at the same time, for a chosen engine speed.

The calorie sensor of the molecule fragmentation cylinder 11 is slightly free exhaust with a slight power gain for a noise of 96 dB (decibel), the original silencer was only 80 db.

The cylinder has two feed outlets for separating the dry saturated instantaneous steam to the inlet pipes 13A and 13B of diameter six millimeters of copper, each separated in two by a thermal insulating sleeve 14, the second pipes 15A and 15B are fixed in an adapter 16, which ends with a thinner tubing of three millimeters in diameter being fixed inside the carburetor.

The advancement clutch lever 32 actuates the self-propelled setting via a cable.

To stop the engine is released the levers 28 and 32, the pull tab 30 automatically returns the lever 29 to its starting position, the small valve 6 connected to the injector 12, cuts the feed water supply automatically.

Figure 3 shows a diagram of a medium-capacity carbureted engine, in which a saving kit has been installed.

The two outputs of the molecule fragmentation cylinder have their pipes 15A and 15B plugged into the adapter 16, which is fixed between the vacuum pipe of the second body of the carburetor C and the small pipe of recycling the breather R.

The small valve 6 has been replaced by a main solenoid valve 6 which opens as soon as the inductive plastic proximity sensor Ten (embedded in plastic), fixed on a support near the carburetor does not contact the bottom of the tray of the throttle control throttle, and that the engine rotates to its 70 ° C temperature obtained through the Te 70 ° C temperature sensor attached to the cylinder head mass, and its positive wire is connected to the terminal of the electronic regulator 28 receiving the pulses from the terminal D of the alternator Al, to actuate via an amplifier the main solenoid valve 6.

A vacuostatic CVc capsule secured to a second miniature inductive proximity detector Dl2 in the same housing, will be installed at the brake booster vacuum connection.

These two detectors Dli and Dl2 must fulfill the activation conditions, so that their relay connected in series, activate the static relay RS so that it interrupts the coil current of the main solenoid valve 6 of the injector 11, during engine braking. The small valve 8 has been replaced by an atmospheric temperature sensor Tai placed at the suction inlet of the air filter, having its first terminal to ground and its second terminal is connected to an input terminal of the regulator 28.

The small graduated tap 9 has been replaced by a flow solenoid valve 9 of the humidification nozzle 10.

A humidity detector 29 is attached to the ventilation inlet of the vehicle housing, it is integral with the temperature sensor Tai, it has a terminal connected to ground and its second is connected to an input terminal of the regulator 28, accessing an amplifier to actuate the control of the opening of the solenoid valve 9. For spraying by the nozzle 10, the humidification of the suction air.

Savings kits

A set of automotive industrial products have very specific functions, and are grouped into a kit of economy and can be separated into distinctive kits for all engines and with turbo: carburettors, electronic injections, diesel (diesel ) and for the different flammable gases.

FIG. 4 represents a small molecular fragmenting metal cylinder 12 on which its injector door is secured, all in one piece in a small calorie accumulator 30, a housing containing two mouthpieces 12A and 12B being at its other end. end, in which are housed two different metal electrode tubes, and in these outputs will attach two pipes connecting differently in the intake pipe or depression would be the most accentuated of all types of engines, regardless of the brand.

The dimensions of this calorie accumulator 30 were determined by taking into account the measuring measurement of the exit orifice of the exhaust collector of the engine, to allow a very large passage of the exhaust gases on the contour of the fragmentation cylinder. of molecules without causing braking.

A thin shielding sheet has been added to the contour of this calorie accumulator 30 to reduce calorie losses by dispersion in the ambient air.

Among other things, all the heat engines must have their exit from the exhaust manifold slightly enlarged for closer fixing of the heat accumulator 30 against its flange, for maximum heat.

The mounting brackets 31 of the heat accumulator 30 are differentiated according to the model of the flange of the exhaust manifold of the engine and according to the mark. Between these supports will be inserted a thermal insulation seal for sealing the attachment of the catalytic converter 32 with lambda probes and the exhaust manifold 33, all will be tightened in their gougeons by nuts 34. Two gougeons longer will be on the side of the cap of the molecule fragmentation cylinder, two nuts will be screwed on the security plate.

The exhaust manifold in contact with the ambient air disperses fewer calories as the atmospheric temperature rises. The calorie accumulator 30 encloses the small metal cylinder 12 to maintain it at the temperature of the exhaust gas outlet.

This internal temperature is variable proportionally with the rise of the ambient temperature, it is estimated at plus or minus 650 degrees centigrade for atmospheric temperatures below 30 ° C.

It can approach 800 ° C for atmospheric temperatures around 30 degrees centigrade.

At the center of this cylinder is an electrode of a different corrosion-resistant metal, having one end held to the ground by a stainless steel metal plug, its other end is thermally insulated and kept sliding in a ceramic stone with a few holes in its outline.

This ceramic stone is housed in its housing, on which are the two mouths 12A and 12B.

The friction of the exhaust gases produces static current on the contour of this molecule fragmentation cylinder 12, forming the first electrode.

Static current is also found on the second central electrode.

The mass of this second electrode is the seat of a thermocouple (calorimetry) and a thermionic effect.

It has a potential difference which prevents the partial recombination of the hydrogen and oxygen gases obtained under the effect of sudden thermal shocks, mixed in saturated, saturated dry or superheated steam.

It is removable on the mass side, by unscrewing the metal cap behind which will be fixed a security plate.

This molecule fragmentation cylinder on which is fixed its injector door, all in one piece in its accumulator of calories, recovers a small percentage of the energy lost in the exhaust gas, and restores it in useful energy .

The method consists in projecting a very fine stream of continuous cold water, a very precise metering, using the injector 11 into the burst chamber of the cylinder 12 closed at a very high temperature, the inside of which is subjected at the suction of the air vacuum below atmospheric pressure, this projection of cold water injection is obtained from the suction from the vacuum in the intake pipe of the engine. This stream of continuous cold water is suddenly transformed into ionized vapors, saturated dry at plus or minus 650 ° C or superheated mixed with fine proportions of hydrogen and oxygen, obtained under the effects of sudden thermal shocks at temperatures around 800 ° C and favored from vacuum suction of air.

The two mouth supports 12A and 12B are positioned forwardly on this outlet housing containing inside the ceramic stone, in which an internal thread ensures its closing by screwing a threaded conical plug connection. These two supports 12A and 12B are spaced from each other with respect to the end of the outer circumference of this outlet housing at the point of contact of the tangent which is perpendicular to the vertical of the outer diameter.

In the support 12A a piece of stainless steel tube of diameters 6 mm x 4 mm, will be slid is insulated in a ceramic stone tube.

In the support channel 12B the same end of insulated tube, but in copper (brass).

One of their ends of these electrodes in their supports 12A and 12B, between each slightly in their connection and the other ends are placed against the bottom of the housing behind the ceramic stone.

These two ends of tubes of different metals in their supports 12A and 12B have the role of output electrodes, to separate or to attempt to separate the very fine volumes of hydrogen gas and oxygen mixed with superheated steam and slightly ionized, recombining rapidly.

These electrode tubes can be exchanged according to the arrangement chosen according to the arrangement of the motor members.

In the two metal double-cone connectors of the outlets 12A and 12B, copper and stainless steel inlet and outlet pipes 13A and 13B of eight to ten millimeters in external diameter are fastened, held by a steel support fixed on the engine block to avoid to undergo the vibrations.

They are each separated in two parts by a thermal insulation sleeve 14 (flexible plastic hose) of the two upper pipes 15A and 15B of smaller sections, six to eight millimeters in diameter of flexible plastic rubber resistant to the temperatures provided for this application.

To promote their cooling, these pipes 15A and 15B may be copper.

In both cases their ends are terminated by smaller diameters to fit into the double-tapered tubing with a section of four millimeters outside and two millimeters inside an adapter 16.

The saturated dry superheated steam compound divides in these two pipes to collide against the air / fuel gas mixture, undergoing a thermochemical reaction, favoring combustion.

For carbureted engines, the brass adapter 16 will be attached between the vacuum manifold located in the base of the second carburetor body underneath its throttle valve and the small rubber breather recirculation conduit pipe R located in the bottom of the engine, the large pipe remains plugged under the air filter compartment.

A miniature Dli inductive plastic proximity detector (embedded in plastic), will be added and fixed on a support near the carburetor, to contact at rest the bottom of the accelerator plate of the throttle control.

A vacuostatic CVc capsule secured to a second miniature inductive proximity detector Dl2 in the same housing, will be attached to the brake booster vacuum fitting.

These miniature inductive proximity sensors for DC circuitry will have sufficient holding current to activate their small electronic relay and withstand temperatures of minus twenty-five degrees to plus seventy degrees.

When braking on the engine the accelerator pedal is released, the detector Dli contacts the bottom of the throttle plate and activates its electronic relay 1, and the vacuum threshold exceeding its level the capsule CVc compresses the spring tared to 18 inches mercury, the small cylindrical mass is placed in front of the detector Db which activates its electronic relay 2.

The electronic relays 1 and 2 are connected in series and perform the Nand function, to activate and deactivate the SS relay, so that it interrupts the coil current of the main solenoid valve 6 of the injector 11, when 'engine braking.

These three relays 1, 2 and RS are combined in the same plastic electronics box.

For electronic injection and diesel engines, the cited system will not be used, a vacuum intake manifold will be added to the inlet of the intake pipe after the flow meter and in front of the throttle valve or the throttle valve. air in a diesel, in which will be connected a 16 adapter Y.

The small fragmentation cylinder 12 handcrafted in its calorie accumulator 30, will be in one piece with its injector door, preferably cast stainless steel, which will require tooling special steel tungsten carbide wafers (W) for the machining of the threads.

It could be made of cast steel, the inside of the cylinder must be galvanized with a layer of anti-oxidation insulation, it will then be enclosed in two half-envelopes rectangular sheet steel from 2.5 to 3 millimeters thickness interlocking into one another, forming the accumulation of calories 30, the whole will then be welded. In this second solution, a jacket end stainless steel tube can be added and slid into the cylinder, and in the bottom of the housing is the two mouths 12A and 12B will be affixed a thin stainless steel washer which will be maintained by a thin stainless steel ring also, a complementary anti oxidation protection.

In the integral injector door of the small cylinder 12, located near the bursting chamber, the injector 11 will be screwed in. The stainless steel injector 11 will be in two versions: Single calibration used for small engines, also for medium displacement , will use a solenoid valve of flow 6. The injector made of stainless steel 11 with double calibrations will be used for the engines of medium and big displacements, it uses two solenoid valves of flow, a 6 and a regulator 17. One can according to the system wished to use two solenoid valves 6. The injector made of stainless steel 11 with double calibrations, joins two separate pipes in a single body, the second orifice being twice the first, it is comparable to specific nozzle orifices.

The injection dosage is proportional to the depression prevailing in the molecule fragmentation cylinder, according to engine speeds.

The injection pump 7 will be used to ensure the flow of the liquid, when the difference in level between the tank 1 and the injector 11 would be too low.

A terminal D was added to the alternator 14 V 55 A Al of the test motor, a current limiting resistor of 10 k_ / v Ά watt, was soldered between the input of the diode bridge and this terminal D.

With the engine idling, the AC voltage measured at this D terminal is 7 volts.

This corrugated voltage is applied to the input terminal Ej of the regulator housing 28, it is filtered by a differentiating filter to be transformed into pulse peaks of 4.6 volts on the input of the terminal 3 of the control of the controller. V-speed controller, an integrated circuit CA3130.

The output of the latter is linked to the inputs ei of all the doors with AND function.

In this control unit 28 each input terminal E and each output terminal S, have distinctive recognition markings, the input terminals are not the same as those of outputs. The main solenoid valve 6 opens as soon as the engine temperature has reached 70 ° C, via the temperature sensor Te 70 ° C fixed on the mass of the cylinder head, and its positive wire is connected to the second terminal E2 of the same electronic box 28.

The output terminal S2 of the control unit 28 will actuate the flow solenoid valve 9 of the humidification nozzle 10 placed at the suction inlet of the air filter.

The output terminal S3 via its power amplifier controls the needle flow solenoid valve 17.

The output terminal S4 from its amplifier controls the solenoid valve G of the degassing system and the output terminal S5 for an auxiliary function.

The electronic injection engines will have inter alia an intermediate electronic module λ added in the circuit of the lambda probes to transmit the information of the presence of water injections to the central CE, by multiplying the coefficients of detections received, this setting information. in service will be visual by computer symbols in the bottom of the dashboard screen.

The electronic control unit CE will very slightly reduce the fuel injection dosage, which will be compensated by the injection of water injection then converted into compound of ionized vapors, saturated dry or superheated from the molecular fragmentation cylinder, when the engine will have reached its operating temperature.

In normal operation the intermediate electronic unit is out of circuit.

Motor suction air humidifier To compensate for the lack of humidity in the atmospheric air by very hot and dry temperatures, to see suffocating a humidity detector 29, will be placed at the entrance of the ventilation compartment of habitat, receiving moist or dry air. Its air intake port will be oriented in the direction of driving the vehicle.

It consists of a plastic bag A having two inclined inner housings for receiving two electrodes.

These electrodes are slats of stainless steel, aluminum, or the first would be stainless steel and the second aluminum, each end is folded at the outlet of the A packet to obtain two capture surfaces with a spacing of a millimeter between electrodes.

Against these electrodes is applied a cloth washer B, felt, a moisture absorbent absorbent, a closing cap C with a large venting intake orifice fitting on the bag A and held by pins .

When this moisture absorber receives humid air, the resistivity between its electrodes decreases and passes the current. The stainless steel electrode will be connected to the ground and the other aluminum will have its connection connected to the third input terminal E3 of the regulator 28.

Against these electrodes is applied a cloth washer B, felt, a moisture absorbent absorbent, a closing cap C with a large venting intake orifice fitting on the bag A and held by pins .

When this moisture absorber receives humid air, the resistivity between its electrodes decreases and passes the current. The stainless steel electrode will be connected to the ground and the other aluminum will have its connection connected to the third input terminal E3 of the regulator 28.

The temperature sensor Tai was made with a selected CTN resistance, its resistance decreases when the atmospheric temperature increases, the selected resistivity variation start temperature is 22 ° C.

Will be placed at the ventilation inlet of the habitat next to the humidity detector 29, its first connection fixed to ground and its second will be connected to the fourth input terminal E4 of the regulator 28 whose output The amplifier will activate the solenoid valve 9 of the humidification nozzle 10.

This humidification nozzle 10 made of stainless steel or brass with a semi-spherical or conical head, will be housed inside the air filter compartment or at the inlet of the intake pipe, its spray hole is calibrated side of the flat and oriented toward the engine suction.

The electronic module for humidifying the air respects the conditions for validations of the atmospheric temperature Ta exceeding a temperature of 22 ° C and dry, and also provided to receive the pulses coming from the terminal D of the alternator.

To block its use during very humid atmospheric temperatures.

Figure 5 shows a kit of economy bringing together a set of industrial automotive products and can be separated into three specific use kits.

A small reservoir 1 ± 3 liters of slightly transparent plastic of simple design, with its pre-filter strainer 2 and its cap 3 having a very fine vent hole, containing non-calcareous water (filtered rainwater ).

In winter time alcohol will be added to this tank of injection water. The alcohol mixes well in water, its percentage will remain to be determined according to the frosts, to count ± 10% of alcohol per liter of water.

The outlet of this tank will be connected to a small cartridge filter 4 followed by the small control lever safety valve 5 actuated by a rigid cable from the inside of the vehicle's housing, on each side of this lever a contact limit switch is fixed in the same support, they visualize its opening or closing position via emission diodes Leds of different colors, or by computer symbols in the bottom of the table screen it is followed by the solenoid valve 6. The main solenoid valve 6 will have its hydraulic outlet connected to pipes: the first one will be connected to the single-sided collar of an injector 11 and the second via a connector 7, will be connected to the inlet of the flow regulating needle solenoid valve 17, the output of which will be connected to the second double calibration flange of the same in jector 11.

A third pipe for supplying the air humidification nozzle 10 located in the air filter compartment. As soon as the ignition key is turned off, the motor stops, the solenoid valve 6 in the absence of current closes the supply of all the hydraulic circuits.

A second temperature sensor Ta2 made with a selected CTN resistor.

The starting temperature of the resistivity variation chosen is 32.degree.

This sensor is housed at the suction inlet of the air filter, its first connection is connected to ground and its second on the fourth terminal E4 connected to the input of its amplifier in the control unit 28.

The second input of this amplifier receives the variations of voltages of the output of the variable speed drive V, via the pulses coming from the terminal D of the alternator Al.

The output of this amplifier to its output terminal S3 for actuating and regulating flow rate flow rate regulator needle valve solenoid valve 17 for dual calibration of the injector 11, occurring during high atmospheric temperatures exceeding 32 ° vs.

This solenoid valve 17 will be used for medium and large displacements.

It can also be used to regulate the spray dosage of the humidification nozzle 10.

It has the special feature of Ertalon plastic construction, with a stainless steel needle and in the upper cylindrical body of it is housed a steel or ferrite bar, allowing the magnetization by a variable voltage of its coil. In the return spring housing there is lubricating grease, to prevent the needle body from seizing, and sealing is provided by a rubber seal.

A fuel vapor recovery system for gasoline and fuel oil vapors has the distinction of differentiating itself from the existing gasoline vapor absorber system that is installed on certain vehicles, called a canister.

A small tank 1 of the same model and the same capacity, differing from the first by an additional orifice to place inside a small condenser 18 for the condensation recovery of gasoline vapors.

Degassing will be done through a small pressure switch 19, in which inside it a mini waterproof switch will contact the push of its membrane. Its contact terminals will be connected to the static electronic memory relay 22, to actuate a degassing solenoid valve G.

This pressure switch 19 is attached to a small steam evacuation pipe, which has been added to the gas tank Re.

For diesel engines, a small magnetic float 20 with sealed internal electrical contacts 21, will be housed in the same container 18.

A small pump 7 will be used to return the condensed fuel oil to its tank. It will be actuated by the static memory relay 22 via the control of the electronic regulator 28.

Figure 6 shows a diagram of a carbureted engine for medium and large engine, in which the same economy kit has been installed.

The small valve 17 is replaced by a flow solenoid valve 17.

It starts when the second Ta2 probe attached near the air filter inlet registers more than 32 ° C ambient temperature.

This probe Ta2 has its positive wire connected to the fourth terminal E4 of the regulator 28 to validate the regulation command on the flow solenoid valve 17, via the pulses coming from the terminal D of the alternator Al.

FIGS. 7A and 7B show electronic fuel injection engine designs of different designs, the first is multipoint and the second single point, to which are added on each a saving kit.

The small water tank 1 containing inside a container 18 for the condensation of gas evaporation gases, which are discharged as soon as the pressure switch 19 contacts the static relay 22 actuating a degassing solenoid valve G via software added to the EC control unit is controlled by lambda sensors. The fine pipes of the cylindrical molecule fragmentation vessel will have its adapter 16 attached to a vacuum manifold of the intake pipe very close to the gasoline injector.

The air humidification nozzle 10 will be secured internally near the throttle valve after the flow meter.

An intermediate casing λ is added to collect the information of the lambda probes, signaling to the electronic control unit CE the presence of water injection.

Its principle is close to an exhaust gas analyzer.

FIG. 8 represents a simplified diagram of an engine equipped with a turbocharger for electronic injection and diesel, in which a simple economy kit has been installed.

The pipes 15 are connected to its adapter 16 fixed to the vacuum pipe of the intake pipe before the throttle valve, after the flowmeter D intake air regulation, it is secured to the solenoid valve heat exchanger control system EVR.

The high pressure injection pump Hp is integral with the intake air adjustment valve.

The humidification nozzle 10 is housed after the flowmeter, it can also be fixed inside the compartment of the air filter.

Note the control cap of the turbocharging regulator valve, as well as the air-to-air cooler R.

The small water tank 1 with a small internal tank of fuel condensation in which a magnetic float detects the overflow at its high level. The electronic memory relay 22 will engage the small pump 7, having a membrane check valve to promote priming, it will send the fuel into the tank, the deactivation will be by the float at its low level.

Claims (4)

claims 1. A molecule fragmentation cylinder (12) on which is secured its injector door, all in one piece in a calorie accumulator (30) of small size, and at its other end is a housing, above which are secured two mouths (12A) and (12B) in which are housed two different metal electrode tubes, and in these outputs will attach two pipes connecting differently in the intake pipe or the depression would be the most accentuated of all types engines, whatever the brand. At the center of this cylinder is an electrode of a different corrosion-resistant metal, having one end held to the ground by a stainless steel metal plug, its other end is thermally insulated and kept sliding in a ceramic stone with a few holes in its outline. This ceramic stone is housed in its housing, on which are the two mouths (12A) and (12B). The calorie accumulator (30) encloses the small metal cylinder (12) to maintain it at the temperature of the exhaust gas outlet. This internal temperature is variable proportionally with the rise of the ambient temperature, it is estimated at plus or minus 650 degrees centigrade for atmospheric temperatures below 30 ° C. It can approach 800 ° C for atmospheric temperatures around 30 degrees centigrade. It is an energy transformer whose role is to recover by absorbing part of the 30% of heat energy lost in the exhaust gas by converting it into useful energy, and reintroducing it into the engine. The friction of the exhaust gases produces static current on the contour of this molecule fragmentation cylinder (12), forming the first electrode. Static current is also found on the second central electrode. The mass of this second electrode is the seat of a thermocouple (calorimetry) and a thermionic effect. It has a potential difference which prevents the partial recombination of the hydrogen and oxygen gases obtained under the effect of sudden thermal shocks, mixed in saturated, saturated dry or superheated steam. It is removable on the mass side, by unscrewing the metal cap behind which will be fixed a security plate. This molecule fragmentation cylinder in its accumulator of calories, recovers a small percentage of the energy lost in the exhaust gas, and returned it to useful energy in the engine. The method consists in projecting a very fine stream of continuous cold water, a very precise metering, using the injector (11) into the burst chamber of the cylinder (12) closed at a very high temperature, of which the The interior is subjected to suction of the air vacuum below atmospheric pressure, this projection of cold water injection is obtained from the suction from the vacuum in the engine intake pipe. This stream of continuous cold water is suddenly transformed into ionized vapors, saturated dry at plus or minus 650 ° C or superheated mixed with fine proportions of hydrogen and oxygen, obtained under the effects of sudden thermal shocks at temperatures around 800 ° C and favored from vacuum suction of air. In the outlet housing containing inside the ceramic stone, wherein an internal thread ensures its closing by screwing a threaded conical plug connection. Above which are secured two mouth supports (12A) and (12B), positioned towards the front and are spaced from each other with respect to the end of the outer circumference of this outlet housing, at the point of contact of the tangent which is perpendicular to the vertical of the outer diameter. In the support (12A) a piece of stainless steel tube of diameters 6 mm x 4 mm, will be slid is isolated in a ceramic stone tube. In the support channel (12B) the same end of insulated tube, but in copper (brass). One of their ends of these electrodes in their supports (12A) and (12B), enters slightly each in their connection and the other ends are placed against the bottom of the housing behind the ceramic stone. These two ends of different metal tubes in their supports (12A) and (12B) act as exit electrodes, to separate or to attempt to separate the very fine volumes of hydrogen gas and oxygen mixed with superheated and slightly ionized vapor, recombining rapidly. These electrode tubes can be exchanged according to the arrangement chosen according to the arrangement of the motor members. In the two metal conical connectors of the outlets (12A) and (12B), copper and stainless steel inlet orifices (13A) and (13B) of eight to ten millimeters in external diameter are fixed, held by a support in steel attached to the engine block to avoid vibration. They are each separated in two parts by a thermal insulation sleeve (14) (flexible plastic hose) of the two upper pipes (15A) and (15B) smaller sections, six to eight millimeters in diameter of rubber plastic temperature resistant flexible provided for this application. To promote their cooling, these pipes (15A) and (15B) may be copper. In both cases their ends will each end with a smaller diameter, to fit into the double inclined tubing (7) with a section of four millimeters outside and two millimeters inside an adapter (16). The saturated dry superheated steam compound divides in these two pipes to collide against the air / fuel gas mixture, undergoing a thermochemical reaction, favoring combustion. For carbureted engines, the brass adapter (16) will be attached between the vacuum manifold located in the base of the second carburetor body below its throttle and the small breather recirculation duct ( R) of the big pipe located at the bottom of the engine. For electronic injection and diesel engines, the cited system will not be used, a vacuum intake manifold will be added to the inlet of the intake pipe after the flow meter and in front of the throttle valve or the throttle valve. air in a diesel, in which will be connected an adapter (16) in (ν '). The dimensions of this calorie accumulator (30) were determined by taking into account the measuring measurement of the exit orifice of the exhaust collector of the engine, to allow a very large passage of the exhaust gases on the cylinder contour. fragmentation of molecules without causing braking. A thin shielding sheet has been added to the contour of the calorie accumulator (30) to reduce dispersion losses in the ambient air. Among other things, all the heat engines must have their exit of the exhaust manifold slightly enlarged for a closer fixing of the calorie accumulator (30) against its flange, so as to absorb a maximum of heat of the exhaust gases. The mounting brackets (31) of the heat accumulator (30) are differentiated according to the model of the flange of the exhaust manifold of the engine and according to the mark. Between these supports will be inserted a thermal insulation seal for sealing the attachment of the catalytic converter (32) with its lambda probes and the exhaust manifold (33), all will be tightened in their gougeons by nuts (34). Two longer gougeons will be on the side of the cap located near the injection port of the molecular fragmentation cylinder, two nuts will be screwed on the security plate. The exhaust manifold in contact with the ambient air disperses fewer calories as the atmospheric temperature rises. In the injector port located near the bursting chamber of the small cylinder (12), a stainless steel injector (11) will be screwed. The stainless steel injector (11) will be in two versions: Single calibration used for small engines, also for medium displacement I, will use a flow solenoid valve (6). The dual calibrated stainless steel injector (11) will be used for medium and large displacement engines, it will use two solenoid valves, one (6) and one flow regulator (17). Depending on the desired system, two flow solenoid valves (6) can be used. The double-calibrated stainless steel injector (11) combines two separate pipes in a single body, the second orifice being twice the first, it is comparable to specific nozzle orifices. The injection dosage is proportional to the depression prevailing in the molecule fragmentation cylinder, according to engine speeds. The injection pump (7) will be used to ensure the flow of the liquid, when the difference in level between the reservoir (1) and the injector (11) would be too low. In winter period the alcohol will be added to the injection water tank. I Alcohol mixes well in water, its percentage will remain to be determined according to the frosts, to count ± 10% of alcohol per liter of water. It can also be used permanently in summer. In order to reduce fuel consumption (gasoline, fuel oil), injection tests will be carried out with a mixture of water / alcohol or water / castor oil, injected into the molecule fragmentation cylinder. A water soluble fuel will weaken its molecules to form a compound product. Under the effect of the brutal high temperature, it will promote the decomposition of water molecules. The condition of water injection will be engine running and when it reaches its I operating temperature. A terminal (D) was added to the alternator, of a current limiting resistor of 10 ksL% watt, which was soldered between the input of the diode bridge and this D terminal. The engine idling , the AC voltage measured on this terminal (D) added to a 14-volt alternator is 7 volts. This corrugated voltage is applied to the first input terminal (Ei) of the regulator housing (28), it is then filtered by a differentiator filter to be converted into a pulse peak of 4.6 volts on the input of the controller. terminal (3) of the control of the variable speed drive (V), an integrated circuit CA3130. The output of the latter is linked to the inputs (ei) of all the function gates (AND). In this electronic box (28) each input terminal (E) and each output terminal (S), have distinctive recognition markings, the input terminals are not the same as those of outputs. The main solenoid valve (6) opens as soon as the engine temperature has reached 70 ° C, via the temperature sensor (Te 70 ° C) fixed on the mass of the cylinder head, and its positive wire is connected at the second terminal (E2) of the same control unit (28). The output terminal (S2) of the control unit (28) actuates the flow solenoid valve (9) of the humidification nozzle (10) placed at the suction inlet of the air filter. The output terminal S3 through its power amplifier controls the needle flow solenoid valve (17), and the fourth output (S4) through its amplifier controls the solenoid valve (G) of the degassing system. The engines with electronic injection will have inter alia an intermediate electronic unit (λ), added in the circuit of the lambda probes to transmit the information of presence of water injections to the central (CE), by multiplying the coefficients of detections received, this commissioning information will be visualized by computer symbols at the bottom of the dashboard screen. The electronic control unit (EC) will very slightly reduce the fuel injection dosage, which will be compensated by the injection of water injection into a compound of ionized vapors, saturated dry or superheated, from the molecule fragmentation cylinder, when the engine will have reached its operating temperature. In normal operation the intermediate electronic unit can be switched off. 2. According to claim 1, the small fragmentation cylinder (12) with its injector door, will be a one-piece cast stainless steel, which will require the tooling special steels tungsten carbide inserts (W) for l machining threads. It could be cast steel, the inside of the cylinder must be galvanized with a layer of anti-oxidation insulation, it will then be enclosed in two half-envelopes rectangular sheet steel 2.5 to 3 millimeters d thickness interlocking into each other, forming the accumulation of calories (30), the whole will then be welded. In this second solution, a jacket in the end of stainless steel tube can be added and slid into the cylinder, and in the bottom of the housing will be affixed a thin stainless steel washer which will be maintained by a thin stainless steel ring also, a complementary protection anti oxidation, in front of the two mouths (12A) (12B). It goes without saying that the molecule fragmentation cylinder with its injector door may be of artisanal construction. 3. According to claim 2, the inside of the cylinder of the fragmentation container of molecules made of cast steel, will be galvanized with a layer of anti-oxidation insulation, this layer may be platinum, it will avoid the use of the shirt in fine stainless steel tube as well as the fine washer and its fine stainless steel ring also. 4. To compensate for the reduction of cylinder air fills during dry atmospheric temperatures exceeding 22 ° C. A humidity detector (29) will be placed at the entrance to the ventilation compartment of the home, next to the mechanism of the wiper blades. Its air intake port will be oriented in the direction of driving the vehicle, receiving wet or dry air. It consists of a plastic bag (A) having two inclined inner housings for receiving two electrodes. These electrodes are slats made of stainless steel, aluminum, or the first is made of stainless steel and the second of aluminum, each end is folded at the outlet of the bag (A) to obtain two capture surfaces with a spacing of one millimeter between electrodes. Against these electrodes is applied a washer (B) of fabrics, felt, absorbent moisture blotter, a closure cap (C) with a large venting inlet fitting on the flange (A). ) and held by pins. When this moisture absorber receives humid air, the resistivity between its electrodes decreases and passes the current. The stainless steel electrode will be connected to ground and the other aluminum will have its connection connected to the third input terminal (E3) of the regulator (28). The temperature sensor (Taj) made with a selected CTN resistance, its resistance decreases when the atmospheric temperature increases, the selected resistivity variation starting temperature is 22 ° C. Will be placed at the ventilation inlet of the home next to the humidity detector (29), its first grounded connection and its second will be connected to the fourth input terminal (E4) of the regulator (28). ) whose output of the amplifier will activate the solenoid valve (9) of the humidification nozzle (10). This humidification nozzle (10) made of stainless steel or brass with a semi-spherical or conical head, will be housed inside the air filter compartment or at the inlet of the intake pipe, its spray hole is calibrated on the flat side and oriented towards the engine suction. The conditions of validations of the atmospheric temperature (Ta) exceeding a temperature of 22 ° C and dry and also provided to receive the pulses coming from the terminal (D) of the alternator (Al). To block its use during very humid atmospheric temperatures.