CA2454166A1 - Method of generating 'on-board' hydrogen and supply of same - Google Patents
Method of generating 'on-board' hydrogen and supply of same Download PDFInfo
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- CA2454166A1 CA2454166A1 CA002454166A CA2454166A CA2454166A1 CA 2454166 A1 CA2454166 A1 CA 2454166A1 CA 002454166 A CA002454166 A CA 002454166A CA 2454166 A CA2454166 A CA 2454166A CA 2454166 A1 CA2454166 A1 CA 2454166A1
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- fuel
- plasma
- hydrogen
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B43/00—Engines characterised by operating on gaseous fuels; Plants including such engines
- F02B43/10—Engines or plants characterised by use of other specific gases, e.g. acetylene, oxyhydrogen
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B47/00—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines
- F02B47/02—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines the substances being water or steam
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B51/00—Other methods of operating engines involving pretreating of, or adding substances to, combustion air, fuel, or fuel-air mixture of the engines
- F02B51/04—Other methods of operating engines involving pretreating of, or adding substances to, combustion air, fuel, or fuel-air mixture of the engines involving electricity or magnetism
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
- F02M25/022—Adding fuel and water emulsion, water or steam
- F02M25/0221—Details of the water supply system, e.g. pumps or arrangement of valves
- F02M25/0224—Water treatment or cleaning
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
- F02M25/10—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding acetylene, non-waterborne hydrogen, non-airborne oxygen, or ozone
- F02M25/12—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding acetylene, non-waterborne hydrogen, non-airborne oxygen, or ozone the apparatus having means for generating such gases
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/30—Use of alternative fuels, e.g. biofuels
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Water Supply & Treatment (AREA)
- Health & Medical Sciences (AREA)
- Public Health (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
This invention relates to the method of pressure injecting constituent gases, and its object is to provide gaseous fuel in an on-board installation which may be employed in connection with an internal combustion engine, turbine or air craft jet engine to supply the gaseous fuel thereto as it is consumed in the engine through multiple fuel injectors delivering liquid fuel to the combustion chamber(s) or intake duct(s) via a plasma splitter*) without the need for on-board holding tanks of decomposed fuel,chemical fuel cell conversion and the need for a hydrogen dispensing infra structure through multiple fuel injectors delivering liquid fuel to combustion chamber (s) or intake duct(s):
*) PLASMA SPLITTER is a trade mark used by the inventor.
*) PLASMA SPLITTER is a trade mark used by the inventor.
Description
a) T~,tl,~:
MLT80D E~~ ~FAT'OhI--BOARD' 8'~'DRaGEi~ AND ~~P~3~ OF' .
~) ~~~~. ~~e~a This invention relat~s to the method of'on-board' g~aneration of hydrogen as a gaseous fuel for internal combust'son engines. It consists of pressure injecting small quantiti~as of water or other Iic~id which may ba e~haneed 1.~ to increase its eleetricai conductivity to be decomposed into its constituent gases by means of an electric $rc genesatec~ is a high inter:$ielecfitic circuit between multiple el:eatrodes spaced around a non-resistor type pro~eating center electrode in such a manner that said quantities gill breach the gap (s) and close the circuit I5 forming a plasma ring, causing the current to pass through each quanta.ty decomposing the sasae instantly into its constituent gases, and thsrn injected into the combusts.or~
chamber( ) or intake ducats) by the piston's action uhese it fixes with air before igxi~aion takes pleas w~ahout the need for lic~uefaetion or chemical conversion in a fuel sell . The 24 reaction is totally inorganic producing a high quality energy soureo without pollutiag,emissior~s. It is safe and easily controllable because hydrogen ie produced only when the vaporised matter is~ in contact ~rith the plasma spZitt~
*) *) plasma sputter is a trade mark 8ydrogen is not new. It mss the fi:rat element in the universe. Beginning o~ith ParaEelsus in the i6t~ cehtua flammable gas- arar~ discovered that co~a;3.d only have been hydrogen. In the .7th century Robert Boyle~ wrote about hyd~age~., and Lavoisie~ gale it the ~a~ae from ~h~ Greel~
'hydroc,~nium' - literally 'wa~e:~maker'. The British Ehst Cavendish idenfied hyc~ogen as a~ elegy in 1'169: Gnly 10 days after the Brothers Montgolfier hot a~:r balloon ascended, the first ma:u~ed flight with J'aques Alexander Charles using a hydrogen balloon tools off in Pa=ia- on December 10, 1789 . The first 'airmail' was carried then Jean-pie~re-Franoois ~lanohard even crossed the British Channel arith $uch a craft xn 1785 Today's space exploration ~rould be impossible without the use of hydrogen : The first liquefaction of hydrogen was achieved by James Dewar of io~adon in 1898 for scientific research pro~ecta. The first paternt for the production of combustible gas va.a underrtater electric arcs dates back to 1898, tIS Patent number 503,058 to ~: 8ldridge. In he 20th century several patents arere granted, such as US gatent nvm~bars 5,159,900 and 5;417, 817 to W.A. Dammam and D.Walkman,US Patent numbers 5,4352T4, 5,692,459, 5, 792,325 to 1~T.H. Richardson; jr. and others.Sinc~ the underwater electric are and the co~mbustable character of the produced gas were of public domain, these gatents essentially dealt with periphssal uses and applications of the same. One reason ~or the in~aufficienc~ of equipment based on pre-existing patents ~rith submerged / underwater electric arcs are the carbon-base electrodes. The prooes constitutes a very different and rapid way of separating water and vaporiaiag they carbon electrodes, resulting in a plasma of aaostly H, p and C atoms at about 7,000 degrees F
to 15.00 I~'. After the plasma cools down, the gas produced bobbies to the surface where it was collected with various meanas r ~ 02454166 2004-02-09 The plasma splatter*) and 'on-hoard' method o~ extracting h~dgogen fr- one ~rate~ or any other liquid having electrical conductivity by tie vehicle' s~ oxn electrical syastemce for the purpose. of producing gaseousr motor fuel arperatea without the neEessit~ o~ 'on-boaFd" hydFOgen storage tanl~$, fuel cell conversion, or estlishsaent of a nationwide! hydrogen, daatribution ir~.frastruetu~re.
I~i:~ature water droplets nreated: by the fuel ~.oaeEto~ are being sepaacat~d into its constituent gases by vay of passing 3~a a high electric c~fent betKeen two or more insulated eieetrodes of a plasma eplitter *) device. The mater droplets close the gap(s~ of the open Circuit permitting the eleetriE;circuit to close thus instantly t~ansfot~ing 820 into its constituent gases. The eater delivery and control from the fuel holding tank is accomplished by means of a conveat3onal fuel injection system aecampanied with electronically regulated air mass and flog sensors for varying load conditions. Hydrogen provided by this invention method can be used for numerous applications ranging from lawrn mo~rers, chain saws and other home uses to powering aircraft jet engines. Present uses of hydrogen may cot be a completely 'green' source after ail as new findings suggest-- at least , not arit~h today' s leaky fuel cell systeaus. Tracey R. Tromp and Colleagues cor~sidered th~
amount oi~ hydrogen thaw ~iscapes to the atmosphere and estimated that replacing all oil- and gas-btu~ning technologies with hydroQea fuel cells wr~uld lead to roughly four to eight times mbr~ hydrogen emitted to the atrtnosphe~e. When they modeled the affects o~ this increase, they found that it alould make the overlying stratosphere cooler and; cloudier . The lo'oer tempera.~ures Would encourage chemical reaet:~.ona that eat aKay at they osone layer making the osone hole deeper, wider and more persistent in the spring, BaGOrdix'ig to the authors.
* ) plasma splf tier is a trade mark 3 ~~ tae ~ of a I~~crd~oaFen~
EEC c~,-. the .~~a~ohere " ~iy ~.~- Tromp; R-L. Shia-, ~.M.
Tsi.~e~ a~n~ y. ~: at ~'a:~~~os~.ia 1'ustx~ui~e off' f'ero,~ogy in ,Pasadena, G~; M. A.l~a~n, apt ~e~: Prop~1 sio~ Zaboratory-EaZ tech: ~a~- Pasadena; ~; .
AaQO~di.ng to offialal data released by ~e ~g ~epa~t~ne~ct of Energy ( see . g . h ~ tp : //~ww. ei a : doe . gotr/~u~:~n tezxta Lei oxxa/energy .&~m3~by ignoring the, xorla- wide ~onsution of natural gas and aoa~. ~i oonsvme noxadays about ~~ atsI:lson baa~~els i0 of crude:oil per day, ~hfch aorr~s~ond to' ~e consumption of about four (4)~triliion gallons of gasoline per day ! The use of hydrogen as duel for irt~terna~: combustion engines is aigns':f3:e$n~.y mo=e polluting thaw gasal~:ne ~rher~ hydrogen is generated via regenerating methods and / or user of 15 eleatric~ay from fossil poaae~ed power plants, at least 50 I~4RE polluting than the direct combustion of the fossil fuels the~aa$elv~s. The use of hydrogen in fuel cell~a is afflicted by similar problemu~ ~rhich are inherent in the low spaaific weight of hydrogen as well as polluting methods fos 20 its production. (see e: g. EPA eertit'ied laboratos~r L,iphatrdt Associates of Loug I,s,Iaud, Near York 1. The use of sew fuel~r must avoid the alarming environm~atal probhns id~ntifiec~. above .
25 2. Nex fuels must be usable in existing internal coaabusti,on engines, since they are the source of ~axisting problems.
3 . Near fps~ls need not be 'friends' of fossil fuels .
Continued profits are generated from fossil sources by the 30 chemical'industry v~ithout producing motor Fuels.
4. Neap fuels must be cost dompetztive with respect to vehicle and engine production, vehicle maintenance and the repair trade in general.
5. New fu~ls must be safer than gasoline , such as avoid 35 spills, environmental damage, explosion or avoid cryogeayc liquefaction with consequential dangerous changes of state.
6. The nsw fuel, internally rich in oxygen , mus prpduce clean burning results thus permitt~.ng a reduction of the oxygen depletion caused by fossil fuels burning.
'T. Avoidance of the set up of an entirely new 2squid hydrogen infrastructure; generating and distributing s~ste~an.
8. Elimination of hugely expensive, heavily insulated '~0-layers liquid hydrogen vacuum storage bottles for automobiles in steel , aluminum or carbon fiber plastics or combanata~oas thereof certain zaaterials lose their elasticit~t and will break without showing significant prior signs o~ deformation due to extremely deep temperatures oar chemical processes present The lour specific dens3.ty of hydrogen prevents its automotive use in aontpressed form,. ~"ar instance, ga$oline contains about 115, 000 British Thermal Units (BTt7) per U.~.galloa, while hydrogen has an energy content of about 300 STET per standard cubic foot (scf). As a result the gasoline gallon equivalent of hydrogen is given by 115,000 ./.3fl0 BTU-- 383 scf. Therefore, the equ~:valent of a 20 gallpn gasoline tank would require 7,5fi0 scf of hydrogen which is a prohibitive volume for storage in an ordinary car . As prover3 by hydrogen fueled sutomob~.le~s built by BMW, G~i , and oth~r ear manufaotur~ars, a sufficient range requires the liquefaction of hydrogen. 8y recalling hat hydrogen begins to liquefy at a temperature of -252,8 degrees Celsius, it is evident that the transportation and the permanent storage of such a liquid at a temperature of -320 degrees C in a car implies dramatic expenditures. In addition an entirely nera infrastructure would have to be built to provide liquid hydrogen at a corner fil~.ing station. While hydrogen by itself is harmless, the aombs,nation with air is very much so. The automotive use arf liquid hydrogen is nat only costly but also dangerous because of the possible t=ansit3on of state from liquid to gas, in the event o~ a malfunction of the cryogenic ec,~uipment or other reasons restricted to the liquid state such as poker outages while in public parking garages and overnight home garages if these are so equipped.
P~asma~ heating wasp originally developed for the meta~.Zurg ~;n~~s.t~ a,$ an efficient alterna~~.ve: to cor~ventiona~:
hea~tio,~. A p~:asma fetch is a ~ubtxlag de~iae that Eonc~c~s ele~etricit~ ~:nto heat. vsa a resistance hf a plasma. Plasma is the stet a of matter where. uses are ichized. At ~.hisv a-tag~ they are hi.c~hiy eand~Et~.~re and generateE eonsiderab~:e heat . The uer~C high heat (3, 00~ to 1~5, OOd degrees Ge-ls~.u$~
achievable with plasma arc torahea ~ this tehhssoivgy a IO viable and po~rerful tool for therma3: destruction. Within an internal combustion engine each cylinder has one or more pleases aglitter*) de~~:ce~ (s) e~plo~i.ng a 'coil-on-pencil' (COp~ arrangement or due to limited installatiosx space they are mounted away from, the heat of exhaust pipes . The I5 separstel~ installet~ ignites plug is o~ Eonventional design, disc to high heat generated preferably alBO wade from platinum and also used as a COP design to increase 28 %
sore spark energy than non Ct)P capacitance discharge (Cp) ignition setups . I~ue o the reduced energy output from 20 hydrogen compression within the cylinder may be i~,creased.
To increase poorer of the engine considerably higher compressiosx ratios can be obtained six~ae to date ratios were limited to the yuaiity of the fossil fuels available 8:1 to 12:1 in spark ignition engines eapresse~d as "octane 25 nu~o~er and ug , to 20 : t scat~.os in co~apressioa ignition engines expressed as "Cetari aumberx'(Diesels). The only limiting factor in raising the ratio 'ss the mechanioal ability to make a large ratio. An increase of 50% xork output, hoaiever, Gan be aahiewed with just a 30:1 ratio.
30 Auto makers don' t have to snalct~e any drastic changes to their engine designs to use the p~asima spiit~tet*~ device anc method of generation and supply system.
*) plasma sp.~itter is a trade marl ~ji. I?raxihes~c~ia~rra~s Liquid fuel injection and operation:
The duel xn~ee~or ~a hott~.i~t~ bit x~n ele~e~ror~icall controlled electro mac,~et~,c valve. It is supplied wm Tx pres u~f~ed fuel by the ~ue~. pump aae~ oapab~.e a~ oper~ng and clostag mare times per ~ecand as xe~ired. The~~.are two:
main ty,~es of COn~:rol for mule. po~~ sgs~tems : they fuel:
injeEtots~ bars open ali at the: saua~e time, er each, one, or sets of injectors for each c~iinder can open just be~'ore the intal~e ~~~:ve (sp for each ~y~,iade~ opens Thisr is cal~:ec secpsential multiport fuel injection , The advanta~ of sequ~ntial fuel injection is that if the driver mslces a sudden change, the syst~n can respond more quickly biacause from the time the change ie made, it only has to gait until the neat intake naive (s) open; instead of for the mast complet~ revolution of the engine. t~Phen the injector; is energized, an electro magnet moves a plunger that opens the valve, allor~i~xg the pressurized fuel to squirt out through a tiny nozzle. The nox~le is designed to atomise the liquid fuel to make as dense a mist as poss3bl~ in a specific angle pattern so that it can be separated /split by the plasma ~rplitter ring easily and efficiently: The amount of fuel supplied to the engine is determined by the amount of time the fuel ir~aector stays ~a ~: ~d the number of injectors for each cylinder. That is called the pulse width , and it is controlled by the engine control unit(ECtJ). The injectors are mooted is the intake duct (s) so that they spray fuel directly at the ix~take valves or directly into the combustion chamb~ra: A pipe called the fu~Z rail supplies pressurized fuel to ail of the injectors in order tc pxovide the ~i.ght amount of duel: The angina control unit is equipped with sensors !which ~e retained is existing ins~,allations : a) the mass airflovr sensor telling 'the LCU
the mass of air ente~ing'the engine, b) tt~ottle position sensor mor~itora.ng the throttle valve position, xhi~h detesmir~es hoop much air goes ~:nto the engine, so the EGi~ can respond quickly to changes, increasing or decreasing the fuel rate a~cessa~.~y, cy coolant temperature sensor, allo~rs.ng the ~CQ to determine when the engine has reached i.ts proper operating temperature, dy voltage sensor anonitoring the systems voltage so the E~~,3' can raise the xd~.~ speed if voltage ~a dropping, ,~h~;c~, would indicate a ha.gh e~:e~trical Ioad. e) manifold abso~;ute pressure (MAP) sensor monitoring the pressure. of the: aid in the inta~Ce mans.fald. ~h~ amount of ai:r drawn into th~ ~ng~:ne as $ good inc~cation o~ ' hour much poxes ~t is p~odueing,~ and the a0.ore aia~ that goes into the engine, the loxer the ma~xifold pressures, so this reading is used to gauge how much por~er xs pgoduced, fy engine.
1 Q speed sensor monitor- i~a~ en~~.~te speed, r~rc~ is one of . the ~avtors used to ~:alEUlate the pulse ~ridti~:
The invention utilises existing conventional fuel injection technology in the regulation of supply, volume and frequency of injection o~ the base 3.ic,~uid to flies projected multiple points electrodes of each plasma splatter*) device to control the amount of gas p=oduced, all hereinafter more fully descrabed and particularly set forth in the appended claims, reference being had to the accompanying dra~rings .
~rhich is in diagraama~atic viex illustrating method and mesas for earrrying out the invea~tion, t~Qhi.le a specific arrangement sad co~struct.~:on is shown in the draxings, it mill be understood that the same are marrely illustra~ti.ve of one form and arrangement of apparatus or ar~rangemsat thereof for performing my invention. Draxiag 'A': fuel supply tank(1), fuel supply line (2),fuel supply pressure pump (3) , fuel distribution pipe or rail (4) , fuel zi~jeetor (5) , plasma sputter*~-device (6) , ignites plugs (7) .
Drawing ~8' shows a part of an internal combustion engine (8) , the location of valves (9) the combustion chamber (10) , 34 ts~in ignites plugs (7) ; location of camshafts (11) , fuel rail (4) , ~u~l injector (5) , plasm sputter device (6) , intake duct (8y coil-ors-pencil COP (12~) , exhaust pipe (~.3) .
In a typical: system a duel Pump (3) directs fuel froia the xa:~er supply tank (~y into the c~'linder combustioh chamber ( 1.0 ) or intake duct ( s ~ ( 8 ) via a high prey sure fuel inje~to~ (5).The h~rdrogen produced by the plasma splitter*?
*) plasma sputter is a trade mark _~_ device (6). can then be: consumed in a hydrogen-burning internal csombustion engine, the: hydrogen bused leaving ~Tiough the'exhaust pipe (13y as water vapor. The invention idea and method eliminates the need for compresssion or liguefaction of hyd~:oqen c~as requiringf expensive: hydrogen storage tanl~s~ . T~e~e 3.s also no need to eugply external heat to acoess, hy~oc,~enthe heft generated by the plasma sputter*)devi~e ie suffie~:ea~ to ~oompose th~ ~ate~ meat preser~t, and as: a result the hyc~oge~ is supp~.ied v~ith eo-generated moisture. The mois~u=e in the hydr4g~en gtream is are added benefit for. the rote=nal combustion prooess improving oorea ion and re~uoidg auto-ig~ltion and slowing tha combustion flame speed. The reaction is energy completelg carbon free produoinq a high quality sousoe.
souroe without polluting em~.ssions. The resulting energy powers the vehiole mhf.le the hydrogen is returned to the environment as eater. ~au~: ea~iasions are virtually ~liminated:
f ) Contem~~~lated ~ o~i~ of operation A decomposition glasma sputter*) device is installed in suoh a way-that the pres$uri$ed fuel mist is directed towards the intake valve or directly into the oombustion chamber (s) forming a ~peci.alized pattern .The fuel is deoomposed by the p~;as~a~a sputter d~vice in th~ combustion 2 ~ chamber ( s ) / intake duct ( s ~ . ~e l ic~ts=.d duel i a snj ected from a supply tank before decampoeition, in which case it decomposes in the oyliader chambex(s) of the engine or intake cluot(s) in free communication with the cylinder chamber, The cycle begins: with the fuel injection as the piston approaches top dead center (TDC) in the cylinder. As ~.he fuel mist is injected into the combuatiox~ chamber ~.tis instantly deoomposed(split)by the plasaaa splitter rind and together with the a:ir stream is dram into the cylinder by the pistons down stroke at about 15 degrees before the piston reaches top dead oenter(TDC) After ignition hg the igaiter;plug the exhaust value opens at or near bottom dead center (8~C) so,that gases may be pushed out of the cylinder as the piston rises bacl~ to the top. As the piston approaches Tt~ the exhaust valve closes at about 15 degrees before ~ ) p1 ss~a sp,~i, t ter i s a trade mark TDC and fresh deEO~anpased; fuel is in~,ected ~o start a next circle, becompositzon of the fuel. in the eo~nbuartion Ehamber occura~ ix~ a very short time- , Zeas than about ~.0 ~r i5 degrees ~~' eag~.i~e ~otat~:or~ by the heat soux~e ~ plasma sgiitter*~ device. ~n~eot~.Qh into tie engine e~l~.ude~ head is the most efficient way o~ ~~.~g: the eng~ne~..~ sp~gl~ is formed by ~.sEharg~ug a: capacitor into a co~~: pt~saar Ei:~c~ui~ . '~'Ize~ Foil steps this voltage up to appre~im$~el 44!~OOt~ vo~.ts~ within a auEro ~ee~on~ (~uSl .fh~s oauses~ the its spark. to ~f,~he mv~lt~: point electrode:' s ga~~, solar to typ~.cal ~apao~hance discharge iguit~.on: (C'.1'x~ . The spark reaehea. 1 amp and then deEaxs fvr about 4d u~-: A~dditiorxal Qurreat ~til~ be sieved b~ pte~riousl~r biasing an e~~ra capaeitflt, located iassde ~iaeh co~l~ a secor~da~ circuit. If this extra capacitor is net biaser~ them; the file igx~stion is cot disturbed. Hoxev9e=, xf this'extra capacitor is biased, then the added enarg,~ gill discharge into the spaxk' gap(s~.
This ,discharge mi~.i oo~ur a s moon as the spark is- created.
Since the energy delivexy does not. have to go through the ignition coil it generates up to I~0 amps for the spark gap ( s f . only f or a dvuple of micro sesaonds . Theref ore , the resraiui.ng 3$ uS only ao~sist of the 1 amcp decay. The apecs:al plasma sputter*a process takes full advantage of all Spark arid arc characteristics matched to the circuit g=oducing ttte required plasma arc for fuel decomposition in the injectox mist *? Plaams splinter is a trade mark used by the inventor:
Dra~i:~.g '15' FI~JRE1 i~;3usates a ds.agra~ of a ~~tpicaZ
fuel supply system cotsistxn~ o~ fuel supply taul~ i; hero connected by a fuel ~.iu~ ~ to the duel supper p~~ssu~e P'~P ~ Ieac~.ng to the feel d~str-ibt~t~.o~ pipe of ~a~:l ending at and with the fuel injectar a next to the. plasma:
sputter*) dev~:ae (s) ~ arid ignites plug (s) 'f .
Drawing '8' FIGURE 2 shows part of sn internal comhustioz~
engine indicting the location of intak~a valve (s) g ~:0 and combusta~on c~am'ber ( s) 10 , her ec;ui~pped with tw~,a ignites plugs 7 shovrxz here bet~areen two cam shafts lI , ae well as the fuel rail sectional cut 4 together arith one of more fuel n~ectors 5, linked: to the plasma splitter*) devia~ 6 atop the intake duet (a) 8:.
The call-on-pencil (COP) 2 is mounted well away from the heat 'of the exhaust pipe.Is~ a typical system a fuel pump 3 threats fuel from the wa~r~ / fuel supply tank 1 into the cylinder combustion chamber(s)10 or intake ducts) via a high pressure fuel injector (s) 5 and on to the fuel plasma spline=*) device 6 to be consumed in the internal combustion chamber(s)8 and; after ignition, leaving :the engine through~the exhaust p~.ge l3.
Dravri.nq 'C' F~GE~R~ 3 shows a coil.-on-~alug (COPY 12 FIC~TRL
4 the high pressure fuel in3ector 5 ; FIGURE 5 the plasma spline=*) device 6; and FIG't?RE f the ignites plug 7.
*) p3assaa split~er is a trade mark
MLT80D E~~ ~FAT'OhI--BOARD' 8'~'DRaGEi~ AND ~~P~3~ OF' .
~) ~~~~. ~~e~a This invention relat~s to the method of'on-board' g~aneration of hydrogen as a gaseous fuel for internal combust'son engines. It consists of pressure injecting small quantiti~as of water or other Iic~id which may ba e~haneed 1.~ to increase its eleetricai conductivity to be decomposed into its constituent gases by means of an electric $rc genesatec~ is a high inter:$ielecfitic circuit between multiple el:eatrodes spaced around a non-resistor type pro~eating center electrode in such a manner that said quantities gill breach the gap (s) and close the circuit I5 forming a plasma ring, causing the current to pass through each quanta.ty decomposing the sasae instantly into its constituent gases, and thsrn injected into the combusts.or~
chamber( ) or intake ducats) by the piston's action uhese it fixes with air before igxi~aion takes pleas w~ahout the need for lic~uefaetion or chemical conversion in a fuel sell . The 24 reaction is totally inorganic producing a high quality energy soureo without pollutiag,emissior~s. It is safe and easily controllable because hydrogen ie produced only when the vaporised matter is~ in contact ~rith the plasma spZitt~
*) *) plasma sputter is a trade mark 8ydrogen is not new. It mss the fi:rat element in the universe. Beginning o~ith ParaEelsus in the i6t~ cehtua flammable gas- arar~ discovered that co~a;3.d only have been hydrogen. In the .7th century Robert Boyle~ wrote about hyd~age~., and Lavoisie~ gale it the ~a~ae from ~h~ Greel~
'hydroc,~nium' - literally 'wa~e:~maker'. The British Ehst Cavendish idenfied hyc~ogen as a~ elegy in 1'169: Gnly 10 days after the Brothers Montgolfier hot a~:r balloon ascended, the first ma:u~ed flight with J'aques Alexander Charles using a hydrogen balloon tools off in Pa=ia- on December 10, 1789 . The first 'airmail' was carried then Jean-pie~re-Franoois ~lanohard even crossed the British Channel arith $uch a craft xn 1785 Today's space exploration ~rould be impossible without the use of hydrogen : The first liquefaction of hydrogen was achieved by James Dewar of io~adon in 1898 for scientific research pro~ecta. The first paternt for the production of combustible gas va.a underrtater electric arcs dates back to 1898, tIS Patent number 503,058 to ~: 8ldridge. In he 20th century several patents arere granted, such as US gatent nvm~bars 5,159,900 and 5;417, 817 to W.A. Dammam and D.Walkman,US Patent numbers 5,4352T4, 5,692,459, 5, 792,325 to 1~T.H. Richardson; jr. and others.Sinc~ the underwater electric are and the co~mbustable character of the produced gas were of public domain, these gatents essentially dealt with periphssal uses and applications of the same. One reason ~or the in~aufficienc~ of equipment based on pre-existing patents ~rith submerged / underwater electric arcs are the carbon-base electrodes. The prooes constitutes a very different and rapid way of separating water and vaporiaiag they carbon electrodes, resulting in a plasma of aaostly H, p and C atoms at about 7,000 degrees F
to 15.00 I~'. After the plasma cools down, the gas produced bobbies to the surface where it was collected with various meanas r ~ 02454166 2004-02-09 The plasma splatter*) and 'on-hoard' method o~ extracting h~dgogen fr- one ~rate~ or any other liquid having electrical conductivity by tie vehicle' s~ oxn electrical syastemce for the purpose. of producing gaseousr motor fuel arperatea without the neEessit~ o~ 'on-boaFd" hydFOgen storage tanl~$, fuel cell conversion, or estlishsaent of a nationwide! hydrogen, daatribution ir~.frastruetu~re.
I~i:~ature water droplets nreated: by the fuel ~.oaeEto~ are being sepaacat~d into its constituent gases by vay of passing 3~a a high electric c~fent betKeen two or more insulated eieetrodes of a plasma eplitter *) device. The mater droplets close the gap(s~ of the open Circuit permitting the eleetriE;circuit to close thus instantly t~ansfot~ing 820 into its constituent gases. The eater delivery and control from the fuel holding tank is accomplished by means of a conveat3onal fuel injection system aecampanied with electronically regulated air mass and flog sensors for varying load conditions. Hydrogen provided by this invention method can be used for numerous applications ranging from lawrn mo~rers, chain saws and other home uses to powering aircraft jet engines. Present uses of hydrogen may cot be a completely 'green' source after ail as new findings suggest-- at least , not arit~h today' s leaky fuel cell systeaus. Tracey R. Tromp and Colleagues cor~sidered th~
amount oi~ hydrogen thaw ~iscapes to the atmosphere and estimated that replacing all oil- and gas-btu~ning technologies with hydroQea fuel cells wr~uld lead to roughly four to eight times mbr~ hydrogen emitted to the atrtnosphe~e. When they modeled the affects o~ this increase, they found that it alould make the overlying stratosphere cooler and; cloudier . The lo'oer tempera.~ures Would encourage chemical reaet:~.ona that eat aKay at they osone layer making the osone hole deeper, wider and more persistent in the spring, BaGOrdix'ig to the authors.
* ) plasma splf tier is a trade mark 3 ~~ tae ~ of a I~~crd~oaFen~
EEC c~,-. the .~~a~ohere " ~iy ~.~- Tromp; R-L. Shia-, ~.M.
Tsi.~e~ a~n~ y. ~: at ~'a:~~~os~.ia 1'ustx~ui~e off' f'ero,~ogy in ,Pasadena, G~; M. A.l~a~n, apt ~e~: Prop~1 sio~ Zaboratory-EaZ tech: ~a~- Pasadena; ~; .
AaQO~di.ng to offialal data released by ~e ~g ~epa~t~ne~ct of Energy ( see . g . h ~ tp : //~ww. ei a : doe . gotr/~u~:~n tezxta Lei oxxa/energy .&~m3~by ignoring the, xorla- wide ~onsution of natural gas and aoa~. ~i oonsvme noxadays about ~~ atsI:lson baa~~els i0 of crude:oil per day, ~hfch aorr~s~ond to' ~e consumption of about four (4)~triliion gallons of gasoline per day ! The use of hydrogen as duel for irt~terna~: combustion engines is aigns':f3:e$n~.y mo=e polluting thaw gasal~:ne ~rher~ hydrogen is generated via regenerating methods and / or user of 15 eleatric~ay from fossil poaae~ed power plants, at least 50 I~4RE polluting than the direct combustion of the fossil fuels the~aa$elv~s. The use of hydrogen in fuel cell~a is afflicted by similar problemu~ ~rhich are inherent in the low spaaific weight of hydrogen as well as polluting methods fos 20 its production. (see e: g. EPA eertit'ied laboratos~r L,iphatrdt Associates of Loug I,s,Iaud, Near York 1. The use of sew fuel~r must avoid the alarming environm~atal probhns id~ntifiec~. above .
25 2. Nex fuels must be usable in existing internal coaabusti,on engines, since they are the source of ~axisting problems.
3 . Near fps~ls need not be 'friends' of fossil fuels .
Continued profits are generated from fossil sources by the 30 chemical'industry v~ithout producing motor Fuels.
4. Neap fuels must be cost dompetztive with respect to vehicle and engine production, vehicle maintenance and the repair trade in general.
5. New fu~ls must be safer than gasoline , such as avoid 35 spills, environmental damage, explosion or avoid cryogeayc liquefaction with consequential dangerous changes of state.
6. The nsw fuel, internally rich in oxygen , mus prpduce clean burning results thus permitt~.ng a reduction of the oxygen depletion caused by fossil fuels burning.
'T. Avoidance of the set up of an entirely new 2squid hydrogen infrastructure; generating and distributing s~ste~an.
8. Elimination of hugely expensive, heavily insulated '~0-layers liquid hydrogen vacuum storage bottles for automobiles in steel , aluminum or carbon fiber plastics or combanata~oas thereof certain zaaterials lose their elasticit~t and will break without showing significant prior signs o~ deformation due to extremely deep temperatures oar chemical processes present The lour specific dens3.ty of hydrogen prevents its automotive use in aontpressed form,. ~"ar instance, ga$oline contains about 115, 000 British Thermal Units (BTt7) per U.~.galloa, while hydrogen has an energy content of about 300 STET per standard cubic foot (scf). As a result the gasoline gallon equivalent of hydrogen is given by 115,000 ./.3fl0 BTU-- 383 scf. Therefore, the equ~:valent of a 20 gallpn gasoline tank would require 7,5fi0 scf of hydrogen which is a prohibitive volume for storage in an ordinary car . As prover3 by hydrogen fueled sutomob~.le~s built by BMW, G~i , and oth~r ear manufaotur~ars, a sufficient range requires the liquefaction of hydrogen. 8y recalling hat hydrogen begins to liquefy at a temperature of -252,8 degrees Celsius, it is evident that the transportation and the permanent storage of such a liquid at a temperature of -320 degrees C in a car implies dramatic expenditures. In addition an entirely nera infrastructure would have to be built to provide liquid hydrogen at a corner fil~.ing station. While hydrogen by itself is harmless, the aombs,nation with air is very much so. The automotive use arf liquid hydrogen is nat only costly but also dangerous because of the possible t=ansit3on of state from liquid to gas, in the event o~ a malfunction of the cryogenic ec,~uipment or other reasons restricted to the liquid state such as poker outages while in public parking garages and overnight home garages if these are so equipped.
P~asma~ heating wasp originally developed for the meta~.Zurg ~;n~~s.t~ a,$ an efficient alterna~~.ve: to cor~ventiona~:
hea~tio,~. A p~:asma fetch is a ~ubtxlag de~iae that Eonc~c~s ele~etricit~ ~:nto heat. vsa a resistance hf a plasma. Plasma is the stet a of matter where. uses are ichized. At ~.hisv a-tag~ they are hi.c~hiy eand~Et~.~re and generateE eonsiderab~:e heat . The uer~C high heat (3, 00~ to 1~5, OOd degrees Ge-ls~.u$~
achievable with plasma arc torahea ~ this tehhssoivgy a IO viable and po~rerful tool for therma3: destruction. Within an internal combustion engine each cylinder has one or more pleases aglitter*) de~~:ce~ (s) e~plo~i.ng a 'coil-on-pencil' (COp~ arrangement or due to limited installatiosx space they are mounted away from, the heat of exhaust pipes . The I5 separstel~ installet~ ignites plug is o~ Eonventional design, disc to high heat generated preferably alBO wade from platinum and also used as a COP design to increase 28 %
sore spark energy than non Ct)P capacitance discharge (Cp) ignition setups . I~ue o the reduced energy output from 20 hydrogen compression within the cylinder may be i~,creased.
To increase poorer of the engine considerably higher compressiosx ratios can be obtained six~ae to date ratios were limited to the yuaiity of the fossil fuels available 8:1 to 12:1 in spark ignition engines eapresse~d as "octane 25 nu~o~er and ug , to 20 : t scat~.os in co~apressioa ignition engines expressed as "Cetari aumberx'(Diesels). The only limiting factor in raising the ratio 'ss the mechanioal ability to make a large ratio. An increase of 50% xork output, hoaiever, Gan be aahiewed with just a 30:1 ratio.
30 Auto makers don' t have to snalct~e any drastic changes to their engine designs to use the p~asima spiit~tet*~ device anc method of generation and supply system.
*) plasma sp.~itter is a trade marl ~ji. I?raxihes~c~ia~rra~s Liquid fuel injection and operation:
The duel xn~ee~or ~a hott~.i~t~ bit x~n ele~e~ror~icall controlled electro mac,~et~,c valve. It is supplied wm Tx pres u~f~ed fuel by the ~ue~. pump aae~ oapab~.e a~ oper~ng and clostag mare times per ~ecand as xe~ired. The~~.are two:
main ty,~es of COn~:rol for mule. po~~ sgs~tems : they fuel:
injeEtots~ bars open ali at the: saua~e time, er each, one, or sets of injectors for each c~iinder can open just be~'ore the intal~e ~~~:ve (sp for each ~y~,iade~ opens Thisr is cal~:ec secpsential multiport fuel injection , The advanta~ of sequ~ntial fuel injection is that if the driver mslces a sudden change, the syst~n can respond more quickly biacause from the time the change ie made, it only has to gait until the neat intake naive (s) open; instead of for the mast complet~ revolution of the engine. t~Phen the injector; is energized, an electro magnet moves a plunger that opens the valve, allor~i~xg the pressurized fuel to squirt out through a tiny nozzle. The nox~le is designed to atomise the liquid fuel to make as dense a mist as poss3bl~ in a specific angle pattern so that it can be separated /split by the plasma ~rplitter ring easily and efficiently: The amount of fuel supplied to the engine is determined by the amount of time the fuel ir~aector stays ~a ~: ~d the number of injectors for each cylinder. That is called the pulse width , and it is controlled by the engine control unit(ECtJ). The injectors are mooted is the intake duct (s) so that they spray fuel directly at the ix~take valves or directly into the combustion chamb~ra: A pipe called the fu~Z rail supplies pressurized fuel to ail of the injectors in order tc pxovide the ~i.ght amount of duel: The angina control unit is equipped with sensors !which ~e retained is existing ins~,allations : a) the mass airflovr sensor telling 'the LCU
the mass of air ente~ing'the engine, b) tt~ottle position sensor mor~itora.ng the throttle valve position, xhi~h detesmir~es hoop much air goes ~:nto the engine, so the EGi~ can respond quickly to changes, increasing or decreasing the fuel rate a~cessa~.~y, cy coolant temperature sensor, allo~rs.ng the ~CQ to determine when the engine has reached i.ts proper operating temperature, dy voltage sensor anonitoring the systems voltage so the E~~,3' can raise the xd~.~ speed if voltage ~a dropping, ,~h~;c~, would indicate a ha.gh e~:e~trical Ioad. e) manifold abso~;ute pressure (MAP) sensor monitoring the pressure. of the: aid in the inta~Ce mans.fald. ~h~ amount of ai:r drawn into th~ ~ng~:ne as $ good inc~cation o~ ' hour much poxes ~t is p~odueing,~ and the a0.ore aia~ that goes into the engine, the loxer the ma~xifold pressures, so this reading is used to gauge how much por~er xs pgoduced, fy engine.
1 Q speed sensor monitor- i~a~ en~~.~te speed, r~rc~ is one of . the ~avtors used to ~:alEUlate the pulse ~ridti~:
The invention utilises existing conventional fuel injection technology in the regulation of supply, volume and frequency of injection o~ the base 3.ic,~uid to flies projected multiple points electrodes of each plasma splatter*) device to control the amount of gas p=oduced, all hereinafter more fully descrabed and particularly set forth in the appended claims, reference being had to the accompanying dra~rings .
~rhich is in diagraama~atic viex illustrating method and mesas for earrrying out the invea~tion, t~Qhi.le a specific arrangement sad co~struct.~:on is shown in the draxings, it mill be understood that the same are marrely illustra~ti.ve of one form and arrangement of apparatus or ar~rangemsat thereof for performing my invention. Draxiag 'A': fuel supply tank(1), fuel supply line (2),fuel supply pressure pump (3) , fuel distribution pipe or rail (4) , fuel zi~jeetor (5) , plasma sputter*~-device (6) , ignites plugs (7) .
Drawing ~8' shows a part of an internal combustion engine (8) , the location of valves (9) the combustion chamber (10) , 34 ts~in ignites plugs (7) ; location of camshafts (11) , fuel rail (4) , ~u~l injector (5) , plasm sputter device (6) , intake duct (8y coil-ors-pencil COP (12~) , exhaust pipe (~.3) .
In a typical: system a duel Pump (3) directs fuel froia the xa:~er supply tank (~y into the c~'linder combustioh chamber ( 1.0 ) or intake duct ( s ~ ( 8 ) via a high prey sure fuel inje~to~ (5).The h~rdrogen produced by the plasma splitter*?
*) plasma sputter is a trade mark _~_ device (6). can then be: consumed in a hydrogen-burning internal csombustion engine, the: hydrogen bused leaving ~Tiough the'exhaust pipe (13y as water vapor. The invention idea and method eliminates the need for compresssion or liguefaction of hyd~:oqen c~as requiringf expensive: hydrogen storage tanl~s~ . T~e~e 3.s also no need to eugply external heat to acoess, hy~oc,~enthe heft generated by the plasma sputter*)devi~e ie suffie~:ea~ to ~oompose th~ ~ate~ meat preser~t, and as: a result the hyc~oge~ is supp~.ied v~ith eo-generated moisture. The mois~u=e in the hydr4g~en gtream is are added benefit for. the rote=nal combustion prooess improving oorea ion and re~uoidg auto-ig~ltion and slowing tha combustion flame speed. The reaction is energy completelg carbon free produoinq a high quality sousoe.
souroe without polluting em~.ssions. The resulting energy powers the vehiole mhf.le the hydrogen is returned to the environment as eater. ~au~: ea~iasions are virtually ~liminated:
f ) Contem~~~lated ~ o~i~ of operation A decomposition glasma sputter*) device is installed in suoh a way-that the pres$uri$ed fuel mist is directed towards the intake valve or directly into the oombustion chamber (s) forming a ~peci.alized pattern .The fuel is deoomposed by the p~;as~a~a sputter d~vice in th~ combustion 2 ~ chamber ( s ) / intake duct ( s ~ . ~e l ic~ts=.d duel i a snj ected from a supply tank before decampoeition, in which case it decomposes in the oyliader chambex(s) of the engine or intake cluot(s) in free communication with the cylinder chamber, The cycle begins: with the fuel injection as the piston approaches top dead center (TDC) in the cylinder. As ~.he fuel mist is injected into the combuatiox~ chamber ~.tis instantly deoomposed(split)by the plasaaa splitter rind and together with the a:ir stream is dram into the cylinder by the pistons down stroke at about 15 degrees before the piston reaches top dead oenter(TDC) After ignition hg the igaiter;plug the exhaust value opens at or near bottom dead center (8~C) so,that gases may be pushed out of the cylinder as the piston rises bacl~ to the top. As the piston approaches Tt~ the exhaust valve closes at about 15 degrees before ~ ) p1 ss~a sp,~i, t ter i s a trade mark TDC and fresh deEO~anpased; fuel is in~,ected ~o start a next circle, becompositzon of the fuel. in the eo~nbuartion Ehamber occura~ ix~ a very short time- , Zeas than about ~.0 ~r i5 degrees ~~' eag~.i~e ~otat~:or~ by the heat soux~e ~ plasma sgiitter*~ device. ~n~eot~.Qh into tie engine e~l~.ude~ head is the most efficient way o~ ~~.~g: the eng~ne~..~ sp~gl~ is formed by ~.sEharg~ug a: capacitor into a co~~: pt~saar Ei:~c~ui~ . '~'Ize~ Foil steps this voltage up to appre~im$~el 44!~OOt~ vo~.ts~ within a auEro ~ee~on~ (~uSl .fh~s oauses~ the its spark. to ~f,~he mv~lt~: point electrode:' s ga~~, solar to typ~.cal ~apao~hance discharge iguit~.on: (C'.1'x~ . The spark reaehea. 1 amp and then deEaxs fvr about 4d u~-: A~dditiorxal Qurreat ~til~ be sieved b~ pte~riousl~r biasing an e~~ra capaeitflt, located iassde ~iaeh co~l~ a secor~da~ circuit. If this extra capacitor is net biaser~ them; the file igx~stion is cot disturbed. Hoxev9e=, xf this'extra capacitor is biased, then the added enarg,~ gill discharge into the spaxk' gap(s~.
This ,discharge mi~.i oo~ur a s moon as the spark is- created.
Since the energy delivexy does not. have to go through the ignition coil it generates up to I~0 amps for the spark gap ( s f . only f or a dvuple of micro sesaonds . Theref ore , the resraiui.ng 3$ uS only ao~sist of the 1 amcp decay. The apecs:al plasma sputter*a process takes full advantage of all Spark arid arc characteristics matched to the circuit g=oducing ttte required plasma arc for fuel decomposition in the injectox mist *? Plaams splinter is a trade mark used by the inventor:
Dra~i:~.g '15' FI~JRE1 i~;3usates a ds.agra~ of a ~~tpicaZ
fuel supply system cotsistxn~ o~ fuel supply taul~ i; hero connected by a fuel ~.iu~ ~ to the duel supper p~~ssu~e P'~P ~ Ieac~.ng to the feel d~str-ibt~t~.o~ pipe of ~a~:l ending at and with the fuel injectar a next to the. plasma:
sputter*) dev~:ae (s) ~ arid ignites plug (s) 'f .
Drawing '8' FIGURE 2 shows part of sn internal comhustioz~
engine indicting the location of intak~a valve (s) g ~:0 and combusta~on c~am'ber ( s) 10 , her ec;ui~pped with tw~,a ignites plugs 7 shovrxz here bet~areen two cam shafts lI , ae well as the fuel rail sectional cut 4 together arith one of more fuel n~ectors 5, linked: to the plasma splitter*) devia~ 6 atop the intake duet (a) 8:.
The call-on-pencil (COP) 2 is mounted well away from the heat 'of the exhaust pipe.Is~ a typical system a fuel pump 3 threats fuel from the wa~r~ / fuel supply tank 1 into the cylinder combustion chamber(s)10 or intake ducts) via a high pressure fuel injector (s) 5 and on to the fuel plasma spline=*) device 6 to be consumed in the internal combustion chamber(s)8 and; after ignition, leaving :the engine through~the exhaust p~.ge l3.
Dravri.nq 'C' F~GE~R~ 3 shows a coil.-on-~alug (COPY 12 FIC~TRL
4 the high pressure fuel in3ector 5 ; FIGURE 5 the plasma spline=*) device 6; and FIG't?RE f the ignites plug 7.
*) p3assaa split~er is a trade mark
Claims (7)
1. A method or process for generating 'on-board' hydrogen and supply of same for consumption in an internal combustion engine.
2. The method or process of claim 1 wherein said process further includes the employment of one or more injectors in any specific arrangement as may be required depending on the type of combustion volume and application to accomodate varying engine designs.
3. The method or process of claims 1 and 2 wherein said process further includes a multiple setup of plasma splitters *) installations as may be required by varying engine designs.
4. A method or process of claims 1 wherein the enhancement of any liquid fuel is included for improving the electrical conductivity of same.
5. A method or process of claims 1 through 4 wherein further the design and choice of materials of fuel injectors such as pulse width, frequency of operation and spray angle /
pattern is included.
pattern is included.
6. A method or process of claims 1 through 5 wherein further design and choice of materials of plasma splitters*) such as shape, spacing, number of electrodes and spark characteristics is included.
7. A method or process of claims 1 through 6 wherein further comprising the location and installation of injectors and/ or plasma splitters*) is included.
*) 'plasma splitter' is a trade mark of the inventor.
*) 'plasma splitter' is a trade mark of the inventor.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002454166A CA2454166A1 (en) | 2004-01-14 | 2004-01-14 | Method of generating 'on-board' hydrogen and supply of same |
| PCT/IB2004/001817 WO2005078257A1 (en) | 2004-01-14 | 2004-05-24 | Method of generating on-board hydrogen and supply of same |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002454166A CA2454166A1 (en) | 2004-01-14 | 2004-01-14 | Method of generating 'on-board' hydrogen and supply of same |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2454166A1 true CA2454166A1 (en) | 2005-08-09 |
Family
ID=34842414
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002454166A Abandoned CA2454166A1 (en) | 2004-01-14 | 2004-01-14 | Method of generating 'on-board' hydrogen and supply of same |
Country Status (2)
| Country | Link |
|---|---|
| CA (1) | CA2454166A1 (en) |
| WO (1) | WO2005078257A1 (en) |
Families Citing this family (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2010135355A1 (en) * | 2009-05-18 | 2010-11-25 | Neil Young | Power supply system for on board hydrogen gas systems |
| US10871519B2 (en) | 2017-11-07 | 2020-12-22 | Toyota Motor Engineering & Manufacturing North America, Inc. | Fuel cell stack prediction utilizing IHOS |
| US10714767B2 (en) | 2017-12-07 | 2020-07-14 | Toyota Motor Engineering & Manufacturing North America, Inc. | Fuel cell air system safe operating region |
| US11482719B2 (en) | 2017-12-08 | 2022-10-25 | Toyota Jidosha Kabushiki Kaisha | Equation based state estimate for air system controller |
| US10590942B2 (en) | 2017-12-08 | 2020-03-17 | Toyota Motor Engineering & Manufacturing North America, Inc. | Interpolation of homotopic operating states |
| US10971748B2 (en) | 2017-12-08 | 2021-04-06 | Toyota Motor Engineering & Manufacturing North America, Inc. | Implementation of feedforward and feedback control in state mediator |
| US10665875B2 (en) | 2017-12-08 | 2020-05-26 | Toyota Motor Engineering & Manufacturing North America, Inc. | Path control concept |
| US10985391B2 (en) | 2018-03-06 | 2021-04-20 | Toyota Motor Engineering & Manufacturing North America, Inc. | Real time iterative solution using recursive calculation |
| US10547070B2 (en) | 2018-03-09 | 2020-01-28 | Toyota Motor Engineering & Manufacturing North America, Inc. | STL actuation-path planning |
| IT202000002995A1 (en) | 2020-02-14 | 2021-08-14 | Aurelio Pucci | HYDROGEN MARINE ENGINE |
Family Cites Families (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US603058A (en) | 1898-04-26 | Electrical retort | ||
| GB2082677B (en) * | 1980-08-27 | 1984-04-26 | Dal David John Van | Injection of fluid eg water into ic engines |
| US5435274A (en) | 1990-11-15 | 1995-07-25 | Richardson, Jr.; William H. | Electrical power generation without harmful emissions |
| US5792325A (en) | 1990-11-15 | 1998-08-11 | Richardson, Jr.; William H. | Electric arc material processing system |
| US5692459A (en) | 1990-11-15 | 1997-12-02 | Richardson, Jr.; William H. | Pollution-free vehicle operation |
| US5159900A (en) | 1991-05-09 | 1992-11-03 | Dammann Wilbur A | Method and means of generating gas from water for use as a fuel |
| US5417817A (en) | 1994-06-15 | 1995-05-23 | Dammann; Wilbur A. | Biomass gasification process and apparatus |
| CN1229878A (en) * | 1999-04-08 | 1999-09-29 | 卢杲 | I. C. engine cylinder using water as fuel and method of producing fuel using water |
| AUPR169500A0 (en) * | 2000-11-27 | 2000-12-21 | H.A.C. Technologies Pty Ltd | Hydrogen assisted combustion |
| JP2002227657A (en) * | 2001-02-02 | 2002-08-14 | Takeshi Hatanaka | Hydrogen engine, power generation system and vehicle driven thereby |
-
2004
- 2004-01-14 CA CA002454166A patent/CA2454166A1/en not_active Abandoned
- 2004-05-24 WO PCT/IB2004/001817 patent/WO2005078257A1/en active Application Filing
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| WO2005078257A1 (en) | 2005-08-25 |
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