IE87191B1 - A hydrogen reformer electrolysis device to improve combustion efficiency, fuel efficiency and emissions reduction on internal combustion engines. - Google Patents

Abstract

A hydrogen reformer electrolysis device to improve combustion efficiency, fuel efficiency and emissions reduction on internal combustion engines is described. The invention provides a reformer electrolysis device and process for producing hydrogen from water comprising a housing adapted for storing water and adapted for receiving one or more conducting elements; a power supply means current control adapted for applying optimum power to the conducting element; characterised by means for forming a gas void between the level of the water and the top of the housing; and the conducting element is disposed in the housing and substantially immersed in water such that part of the conducting element is exposed in said gas void. <Figure 1>

Description

A Hydrogen Reformer Electrolysis Device to improve combustion efficiency, fuel efficiency and emissions reduction on internal combustion engines.

Field of the Invention The present invention relates to a bipolar alkaline electrolyser design. In particular the invention relates to a Reformer Electrolyser design and process for the efficient electrolysis of water to create hydrogen oxygen gas to be used to improve combustion efficiency, fuel efficiency and emissions reduction on internal combustion engines in vehicles, plant and machinery and stationery engines.

Background to the Invention Electrolysis is an electrochemical process whereby water is decomposed into a hydrogen and oxygen gas, the proportion is two parts hydrogen to one part oxygen. The process requires an anode and cathode and DC voltage which generates a current across the electrodes to split the water molecules. De-ionised water is used combined with an additive, known as an electrolyte to provide sufficient electrical conductivity and resulting in gas production.

Transportation accounts for almost 30% of (GHG) Green House Gas Emissions and solutions are urgently required to reduce and or eliminate this increasing environmental problems resulting in increased research in ‘green’ technologies. While fracking and nuclear power have competed with renewable forms of energy such as wind, tide and solar, there is scope for the so called hydrogen economy to expand.

The majority of hydrogen is synthesised using steam reforming methods, and only a small amount using electrolysis, approximately 4%. Water electrolysis is attracting greater interest because it offers the possibility of obtaining large amounts of hydrogen with renewables without the consumption of fossil fuels, emission of pollutant gases or the use of nuclear power.

The European Union has imposed strict emissions reduction throughout the automotive manufacturing industry, including plant and machinery and in particular a reduction in oxides of nitrogen (NOx) from diesel engines. The reduction is 50% for 2015 euro 6 engines and the Industry has responded by using a proprietary additive referred to as Adblue which is injected into an exhaust in a fine spray which results in a chemical reaction to reduce the oxides of nitrogen (NOx) to nitrogen, water and oxygen which is then expelled from an exhaust and this is considered less harmful to humans.

This technology has already been is use for some years on euro 5 diesel engines in the heavy haulage transport sector and has shown to have considerable problems. Adblue is manufactured from a water based urea formulation and is commonly known to crystallise and block the injector jets which results in engine malfunction to limp mode and requires a main dealer for service/repair. In addition it has been known to freeze in ambient temperature below 11°C.

It should be noted that the majority of small diesel commercials and cars manufactured from September 2015 will be using Adblue. An alternative is urgently required.

Two main types of industrial electrolysers are being produced today. The first uses a high KOH concentration (25%-35% wt/wt) In this alkaline electrolyser, the hydroxide ion is the charge carrier and the reactions are, Anode: 2OH (aq) %O2 (g) + H2O + 2e~ (1) Cathode: 2H2O (aq) + 2e -+ H2 (g) + 2OH” (2) In some cases the distance between the anode and cathode is about 1mm, and these are termed zero gap electrolysers.

With regard to the structure of alkaline electrolysers there are two main types. Monopolar alkaline electrolysers have alternate electrodes that are directly connected to opposite terminals of a DC power supply. This yields a number of cells that are parallel to each other.

The second type are bipolar alkaline electrolysers which consist of a stack of electrodes, only two of which are connected to a DC power supply, the two electrodes on either end of the stack are connected, while the intermediate isolated electrodes act as both anode on one side and cathode on the other. In the second type of electrolyser, there is a membrane which allows H+ pass from the anode compartment to the cathode compartment. These are proton exchange membrane electrolyses. (PEM) The reactions are : Anode: H2O -> 72O2 + 2H+ + 2e (3) Cathode: 2H+ + 2e H2 (g) (4) For electrolysers, experimental variables such as the nature of the anode and cathode, electrode porosity, temperature, electrolyte and the nature of the membrane have been varied to optimise the output.

The majority of electrolysers have systems in place which allow the oxygen and hydrogen to be separated. In fact the quality of hydrogen from electrolysers in general is of much higher quality than that obtained from steam reforming. This hydrogen can be used for heating, fuel cells or transport applications.

Theoretical efficiency of the process.

In the case of reactions (1) and (2) for two electrons therefore there are 1.5 mole equivalents of gas produced.

Amps hours per mole of gas is (2 x 96485)/(1.5 x 3600) (5) Taking the minimum voltage to generate H2 and O2 to be 1.23V and taking 1W = 1V x 1A then (2 x 96485 x 1.23)/(1.5 x 3600 x 1000) kWh per mole of gas = 0.0439 kWh/mole or 0.0439kWh/(22.4 dm3 gas) or 22.4/0.0439 dm3/kWh =510 dm3/kWh = 0.51m3/kWh Since 1Wx1s=1J and 1000Wx 3600s = 3600kJ =1kWh.

Generally other systems have been merely interested in hydrogen generation alone and they would have found a maximum volume of 340dm3 of H2/kWh (or 2.94 kWh for 1 m3 of H2) The aim of this application is to describe a bipolar alkaline electrolyser and its characteristics for mixed H2/O2 production, which can be used as a fuel, and or a fuel additive in internal combustion engines to improve combustion efficiency, improved fuel efficiency and with reduced emissions.

Prior Art.

US Patent Publication 2004/0074781 A1, description of an electrolyser where reference is made on one or more holes in electrodes, the use of wire mesh electrodes, a plate gap of 0.3”, pressure release valve and adjustment to a vehicle oxygen sensors.

Holes in electrodes give rise to current leakage as the current will follow the line of least resistance and render such device less efficient, a plate gap of 0.3” could not be described as a zero gap electrolyser and is less efficient.

Modern vehicles are provided with an ECU (electronic control unit) which monitor and control the air fuel ratio at varying engine speed and load and most importantly combustion characteristics, therefore alterations to an oxygen sensors are not necessary. The ECU reads changes in combustion and fuel air mixture is adjusted as required.

Also there is no reference to electrolyte concentration and efficiency of operation.

International Patent Publication No WO 00/14303 This application refers to a monopolar electrolyser design where each alternative electrode is connected positive and negative and act as individual cells.

The use of a vapour filter and flashback arrestor is described and percentage concentration for electrolyte and efficiency is not described.

Page 5 therein refers to an ignition device to implode the gas in case of emergency.

US Patent Publication 2004/0149591 A1, Reference is made to the following, a welding system, a radiator for cooling the electrolyte, a pressure controller, non-return valve, a filter/dryer, all of which are required to run the disclosed invention. The requirement of a radiator is generally related to the use of high concentrations of electrolyte, which raise the ambient temperature within the system when operational.

Patent Publication DE 10 2008 003 126 A1.

The device described requires a very high concentration of KOH (25%). KOH is a highly corrosive chemical and when used in high concentration there is a considerable risk of contamination of engine oil and corrosion.

Patent Publication US 5279260 This device refers to an electrolysis system to be used for a steam boiler.

Reference is made to separation of the oxygen and hydrogen gases prior to combustion without the use of a proton exchange membrane, KOH content is not described, number of electrodes is not specified and reference, is also made to rectified high voltage.

Electrodes immersed in an open bath arrangement or where electrolyte is allowed to pass between and around multiple electrodes result in current leakage and require excessive wattage to operate. Such devices will necessarily be relatively impaired in their operating efficiency. Similarly, the introduction of perforations in the electrodes will also reduce efficiency.

Electrolysis of water is a complex electro chemical process and an understanding of the variables is required to ensure efficient and stable operation. These variables include water quality, voltage, type of electrode, number of electrodes, electrode surface area, electrode plate gap, current, temperature, electrical resistance and the type of electrolyte and its concentration.

Water must be either distilled or de-ionised.

Voltage can be from any source but must be direct current (DC). Small electrolysers generally use either 12 or 24 volt whereas Industrial size electrolysers use 110V/220V or 380V AC rectified to DC voltage.

The voltage commonly found on vehicles is DC and it is produced from a battery and the charging voltage from an alternator.

Platinum is generally regarded as the best quality electrode material, however there are less costly precious metals which include Platinum oxide coated, Ruthenium/lridium oxide coated titanium where the coating is measured in microns. Nickel and stainless steel offer a considerably less costly alternative. For a Bipolar design a zero plate gap is more efficient to reduce electrical resistance and increase the efficiency of operation.

The number of electrodes is determined by the supply voltage, however the electrode surface area and current determine the rate of gas volume production. Faraday s Law states that the minimum voltage required to begin electrolysis is 1.23 Volts; however, this would require excessively high current which is noted to be unsuitable for most practical applications, therefore a higher voltage per electrode is required to maintain a lower current.

Temperature and electrical resistance are where problems arise and these can be controlled by the quantity of electrolyte but only when the supply voltage is stable and without fluctuation.

When electrolysis begins the electrolyte becomes heated and the electrical resistance in the electrolyte is reduced and this results in an increase in current draw across the electrodes. This is regarded as the most significant factor using an electrolysis device and measures must be adopted to control temperature of the electrolyte.

The most commonly used electrolyte is Potassium Hydroxide (KOH) which is manufactured in pellets or flakes. The hydroxide ion is the charge carrier.

Electrolyte concentration is the variable of least compromise and it must be maintained to the absolute minimum for stable operation and in particular when used for automotive applications. KOH is a highly corrosive chemical and in high concentration traces will be found in the evolved gas which will damage an engine. In order to reduce the concentration other variable, such as the voltage to each electrode must be increased by a reduction in the number of electrodes, resulting in an increase in voltage for each remaining electrode, for a given supply voltage.

An option is to dissolve 500 grams of KOH in one litre of de-ionised water. With a suitable measure, such as a syringe add 12 to 15 millilitres to a second one litre of water and this is then used as the electrolyte. Increased voltage per electrode combined with the least concentration of KOH will control the upper temperature limit and thus stabilise electrical resistance. It will be noted that the current draw will measure lower at initial start-up but in a short period of time it will rise to a limit determined by the electrolyte concentration.

Where voltage fluctuations occur the use of a constant current controller is essential as this will automatically reduce input voltage, stabilise temperature and electrical resistance and maintain the selected current. The advantage of the controller is the voltage to electrodes can be increased and KOH concentration reduced as the gas production rate remains constant from a cold start and energy efficiency is therefore improved with the rise in temperature and the reduction in resistance and input voltage.

There is therefore a need for an efficient bipolar reformer electrolysis device, which overcomes the various deficiencies in the current art.

It is, accordingly, an object of the invention to provide an efficient bipolar reformer electrolysis device and process for operating same, to overcome the above mentioned problems and the use of the technology to improve combustion efficiency, fuel efficiency and emissions reduction on IC engines.

Improvements in fuel efficiency generally indicates a reduction in emissions as the fuel is burned more complete and some evidence can be shown in this application.

Summary of the Invention According to the invention there is provided a bipolar electrolysis device for producing hydrogen from water comprising: a housing adapted for storing water and adapted for receiving one or more conducting elements; means for forming a gas void between the level of the water and top of the housing: and the conducting element being disposed in the housing and substantially immersed in water such that part of the conducting element is exposed in said gas void.

A DC power supply adapted for supplying optimum power to the conducting elements, characterised by: A constant current regulator/comparator circuit to operate and deliver power at start up with an optimum input voltage to each conducting element and with a gradual reduction in voltage until the optimum operation temperature/resistance is achieved in order to improve efficiency of operation and with the minimum KOH concentration.

The conducting element must be a rigid plate without holes and the perimeter edge on three sides must not be disposed in the electrolyte in order to reduce current leakage.

The conducting element bottom edge fits tight against the housing and allow adequate electrolyte flow between the conducting elements The KOH concentration controls the electrolyte temperature and maintains the gas production rate as determined by the current controller.

As electrolyte becomes heated the electrical resistance is reduced and improves the efficiency of operation at the optimum electrolyte temperature.

In one embodiment the housing comprises an outlet positioned to cooperate with said gas void.

In one embodiment the void defines a zone for hydrogen collection and onward transmission through said outlet.

In one embodiment the power means is a DC supply and configured to deliver power to said conducting element.

In one embodiment a catalyst is mixed with the water, said catalyst comprising a dilute potassium hydroxide solution.

In one embodiment the housing comprises one or more slots for receiving said conducting elements which fit tight. Perimeter edge of electrodes must not be exposed to the electrolyte and any holes must be eliminated.

In one embodiment the conducting element comprises a metal plate.

In one embodiment there is provided means for operating at a temperature of between 60 and 70 °C, and preferably at 64 °C.

In one embodiment said outlet cooperates with a separate storage tank comprising means for storing water and also to act as a flashback arrestor.

In one embodiment said storage tank is positioned at a height above said housing, in use.

In one embodiment the storage tank comprises a storage inlet adjacent the bottom thereof for accommodating the hydrogen into the storage tank through the stored water, and an outlet above the level of water in the storage tank for onward transmission of the hydrogen and oxygen.

In another embodiment there is provided an apparatus for increasing the combustion efficiency of an internal combustion engine, the apparatus comprising a means for producing hydrogen and oxygen using the reformer as hereinbefore described, and a means for introducing the hydrogen and oxygen into the internal combustion engine via an air intake to the engine.

In another embodiment of the invention there is provided a process for producing hydrogen and oxygen comprising the steps of: adapting a housing for storing water and for receiving one or more conducting elements; applying power to the conducting element; forming a gas void between the level of the water and top of the housing; disposing the conducting element in the housing and substantially immersed in water such that part of the conducting element is exposed in said void; producing hydrogen and oxygen in said void and transmitting to a desired location.

In one embodiment of the invention the means for producing hydrogen and oxygen comprises a bipolar multi-electrode plate stack in which the hydrogen and oxygen is produced by electrolysis.

Preferably, the electrode plates are disposed in the reformer such that the operating voltage across adjacent electrode plates of the reformer lies in the range of 2.5 volts to 1.8 volts, and preferably, in the range of 2.23 volts to 1.8 volts, and ideally, the electrode plates are disposed in the reformer such that the operating voltage across adjacent electrode plates is in the order of 2.2 down to 1.95 volts for optimum efficiency.

In one embodiment of the invention the electrode plates are spaced apart such that the distance between adjacent plates lies in the range of 1mm to 3mm, and preferably, the spacing between adjacent plates lies in the range of 1.25mm to 2mm, and ideally, the spacing between adjacent electrode plates is in the order of 1,5mm.

Advantageously, the electrode plates define opposite major surfaces, and the area of each major surface lies in the range of 3000mm2 to 30,000mm2.

And preferably in the range of 22,500 mm2.

In another embodiment of the invention each electrode plate is of thickness in the range of 0.5mm to 1.5m, and advantageously, each electrode plate is of thickness of the order of 0.9mm.

Preferably, each electrode plate is of stainless steel, and advantageously, is of 316L grade stainless steel.

In one embodiment of the invention a catalyst is added to the water in the reformer, and preferably, the catalyst is potassium hydroxide.

In one embodiment of the invention the ratio of potassium hydroxide to water must be determined by preparation and concentration, determined as follows. 40g of KOH pellets are dissolved in de-ionised water and made up to 100cm3. 40cm5 of this is further diluted to 2dm3, enough to fill the system. When this solution is standardised with KPH (potassium hydrogen phthalate) the concentration is found to be 0.12M, which is 0.67%wt/vol (g/100cm3).

Advantageously, the reformer comprises a container of heat resistant material, and preferably, of heat resistant material which is capable of withstanding temperatures 5 of up to approximately 80°C.

Ideally, the hydrogen and oxygen is fed from the reformer to the reservoir tank and to the air intake of the internal combustion engine, should pre-ignition occur the reservoir tank acts as a flash back arrestor and ideally, the hydrogen and oxygen is io bubbled through the water of the water barrier to protect ignition of gas within the reformer.

In a further embodiment of the invention the hydrogen is introduced into the air intake of the internal combustion engine.

I5 Preferably, oxygen produced during the production of hydrogen in the reformer by electrolysis is collected with the hydrogen gas and is introduced into the internal combustion engine via the air intake to the internal combustion engine.

The invention also provides an internal combustion engine comprising the apparatus according to the invention for improved combustion efficiency, improved fuel efficiency and reduction in emissions on the internal combustion engine.

In one embodiment of the invention a catalyst is added to the water in the reformer, 25 and preferably, the catalyst is potassium hydroxide 0.12M.

In one embodiment of the invention the internal combustion engine is run on diesel fuel or petrol.

In another embodiment of the invention, the hydrogen/oxygen gas is ingested at a 30 rate in the order of 500 ml/minute to 1500ml/minute Brief Description of the Drawings The invention will be more clearly understood from the following description of an embodiment thereof, which is given by way of example only, with reference to the accompanying drawings, in which: Fig. 1/3 is a representation of a reformer according to one embodiment of the invention, which includes the reformer, reservoir tank, current controller and the outer enclosure.

Fig. 2/3 is the design for the reformer bipolar electrolyser device.

Fig. 3/3 is a block representation of an internal combustion engine according to the invention comprising apparatus which is also according to the invention for increasing the combustion efficiency, improved fuel efficiency and emissions reduction of the internal combustion engine.

Description of the Drawings Referring now to the figures and initially Fig. 1/3 is a representation of a reformer system according to the embodiment of the invention.

The reformer comprises a housing 1 adapted for storing water (or electrolyte) and adapted for receiving one or more conducting elements. A power supply/current controller 21 for the supply of DC voltage to conducting elements 6 and 7. The power supply 21 can be a DC current controller supply and configured to deliver power at an optimum power to said conducting element. The current controller is connected to an external DC power source from an AC/DC power supply unit or from a vehicle electrical system.

The housing 1 is dimensioned to allow a gap 9 between the level of the water 8 and top of the housing. In use, conducting elements 6 and 7 are disposed in the housing and substantially immersed in water such that part of the conducting element is exposed in the gas void 9, the operation of which is described in more detail below.

The housing comprises an outlet 5 positioned to cooperate with the gas void 9. This void defines a zone for hydrogen collection and onward transmission through the outlet 5 through a silicone gas pipe 10 to the reservoir tank 14 and onward to exit at outlet 16 on the top of the reservoir tank. A screw on gas tight cap is at 15 (not shown) which is also used to top up water.

Electrolyte is replenished to the Reformer through silicone pipe 12 and connected to fitting 11 close to the base. A flanged base 3 is provided for mechanical fixing into the outer stainless steel enclosure 20.

The housing 1 can be dimensioned as a rectangular box with a flanged top 19 and cover plate 4. The receiving means are preferably in the form of vertical slots 2 provided in the end gable walls and the electrodes fit tight into the slots. The top of the electrodes are preferably positioned 2mm below the top cover plate and the gas output fitting 5 is located in the cover plate. Electrolyte in reservoir tank is shown as 13.

Figure 2/3 is a representation of the reformer main body.

Fig 2/2 represents the top cover plate on the Reformer 1 with gas out fitting 5, holes for electrical connections 6 and 7 and fixing flange overlap 4.

Fig 1/2 is a plan view of housing 1 with slotted gables 2, positive and negative connections 6 and 7, intermediate electrodes 17, a gap 18 on each side to allow space for electrical connection rods and water inlet 11 located close to the base.

Fig 3/2 is a sectional view of housing 1 with slotted gables 2, top flanges 19 for fixing of cover plate 4. Gas outlet fitting 5 and water inlet fitting 11 and finally a flanged base 3 for mechanical fixing.

Fig 3/3 illustrated in block representation. The Reformer components are contained in enclosure box 21 and the insulated gas pipe 22 is connected to the engine 23 air intake pipe 25 which extends from the air filter housing 24 and is connected before the turbo charger 26. A vertical slot 26 is provided in the enclosure 21 to allow a user to view the electrolyte level.

Initially when power is supplied to the electrodes 6 and 7 gas accumulates in the top of the housing forcing water out through the outlet 5 back up into the reservoir tank and only then the water (or electrolyte) level drops down approximately 6mm below the electrode top edge to expose the electrodes in the gas void 9. An important aspect of the invention is that there is considerably less scope for current io leakage as the top edge of electrodes are disposed above the water level and in the gas void 9 for optimum efficiency of operation.

The partial exposing of the electrodes in the gas void increase the efficiency of the hydrogen generation. This is shown by the reduction in energy consumption as the 15 electrolyte rises to operation temperature. - see test results below.

Table 1. Efficiency of operation at 12 amps.

Time (min) Peak Voltage (V) Average current (A) from PSU Temp (°C) Displacement Time (sec) Reformer Efficiency dm3/kWh 1 26.8 1 1 . 5 2 24 77 1 - 26 11 . 4 8 3 0.9 81 2 9 7.8 30 25.2 11. . 9 3 6.8 79 303.9 45 2 hi , <:J: 12.1 44.3 7 9 3 0 8.7 6 0 24.4 Ί ' . 9 6 4 k b ' 8 0 308.4 7 5 1 24 11.8 57 . 5 7 9 321.8 90 | 2 4. . 4 11.88 bb .6 80 310.5 105 23.8 11.91 60.7 8 0 V 12 0 23.8 11.98 61.7 81 311.8 13 5 23 . 6 11.89 j 62.6 81 316.8 15 0 2 3.4 64.3 80 327.3 Voltage and current was measured using an oscilloscope as the current controller utilise a pulsed wave form with an optimum frequency of 1.5kHz.

Irrespective of the number of electrodes the space between electrodes become individual cells and current draw remain stable as the electrolyte heats up to a continuous operation temperature of 64 °C and provides a consistent gas volume output determined by the current selection.

As electrolyte temperature rises electrical resistance is reduced which under normal circumstances should increase current draw, however, the current control unit automatically reduce input voltage to maintain the pre-selected constant current.

A 24v battery generally will read 24.5 V when not in use but once a vehicle engine is started the charging voltage from an alternator will increase the voltage to approximately 28V.

A comparator circuit is incorporated into the current control unit and when pre-set at say 26-27 volts it triggers the reformer active only when an engine is started. This ensures that the Reformer cannot operate unless and engine is running and charging a battery.

In one embodiment the electrodes used are 150x150x0.9mm 316L stainless steel and spaced at 1,5mm apart. One end electrode is the anode and the opposite end one is the cathode, intermediate electrodes remain neutral until the Reformer is powered by an external DC power supply or a vehicle electrical system. For efficient operation the electrodes top edge are within 2mm of the cover plate and must be thoroughly cleaned. All electrodes are sanded using a belt sander and in a vertical direction only. This method of sanding has shown to increase the release of gas molecules during electrolysis.

It should be noted that advantageously no form of gas storage is required as the reformer operates only when an engine is running. The catalyst can be a novel deionised water solution with 0.12M KOH.

In one embodiment the housing is designed to accommodate up to twelve electrodes for a 28V system or 7 electrodes for 14V applications.

A 14V system does not require the current controller as electrolyte temperature and resistance is controlled by electrolyte concentration.

The 28v system is applicable to heavy goods vehicles and due to voltage fluctuation the current controller is essential.

The low current density of 2mA/cm2 attributes to the high efficiency of both systems.

On activation of the ignition of the internal combustion engine, the charging voltage to the electrical system increases and triggers the Reformer active.

The hydrogen/oxygen gas generated is almost immediate to selected volume and is injected by its own pressure into the air intake on an engine and into the combustion chamber.

Hydrocarbon fuel is slow burning, whereas the hydrogen/oxygen gas burns in an instant and at a considerably higher temperature, the hydrocarbon fuel becomes almost incinerated and affords more efficient and complete combustion thus reducing harmful exhaust emissions. Since the hydrogen/oxygen gas burns considerably faster it reverts to water and has a cooling effect on combustion.

In addition, because of the operation temperature of the Reformer, a water vapour is also generated which has a latent cooling effect on combustion and has been shown to considerably reduce harmful emissions such as CO and NOx, usually associated with diesel engines. The vapour has also been shown to reduce peak combustion temperature. The gas pipe is therefore insulated to prevent the vapour condensation back to water.

The inventor has carried out considerable research and testing on vehicles, in the first instance to determine what volume of gas is required on a particular engine size to improve fuel efficiency. The reformer low current density ensure optimum gains in fuel efficiency due to minimum draw from a vehicle electrical system.

Testing began on a 2008 Mercedes C220 CDI A/T, having used the car from new up to 20,000km the maximum fuel efficiency recorded for motorway driving at a speed of 100km/hour using cruise control was 6.8 L/100km. After some changes in gas input the optimum fuel efficiency of 4.5L/100km was achieved with a gas input of 30 Litres per hour.(half litre per minute) The Mercedes was tested on a Dyno meter with and without the Reformer at varying RPM and load conditions and it was determined that the engine BHP improved by 15%.

A static emissions test was carried out at 2000 RPM with and without the Reformer in operation and emissions samples were taken and analysed in a laboratory using a Chromatograph.

CO and NOx emissions reduced by 91 and 93.4% respectively.

An MOT smoke emissions test was also carried out and resulted in 0.020/m opacity test.

A similar MOT test was carried out on a Mercedes S 500 (petrol) fitted with the reformer.

At RPM of 2500 - 3000 carbon monoxide (CO) measured 0.095. HC (hydrocarbons) 22ppm and Lambda 0.996. At idle speed CO measured 0 (zero) A Lambda reading of 1 represents optimum combustion efficiency.

Testing was then carried out on heavy goods vehicles, in order to determine the gas volume required one would assume that a twelve litre six cylinder common rail diesel engine may require six time more gas than a two litre.

The gas volume required was calculated based on the cubic capacity of one cylinder compared to the two litre engine cylinder and the gas injection required for optimum fuel efficiency resulted in 90Litres/hour for all six cylinder engines.(1.5 LPM) three times more than the two litre engine.

There are numerous papers published with results on testing with varying amounts of hydrogen on IC engines, few were found to be useful or accurate.

The inventor discovered the following from experience and practical applications.

Testing has shown that the results of hydrogen injection is not immediate other than by a noticeable reduction in engine temperature. Engines with mileage in excess of 200,000km can take up to 10,000km before optimum result is achieved. The inventor is of the opinion that over the initial run in period decarbonisation requires time to occur, also the ECU (electronic control unit) requires time to read the improved combustion and leans back on the primary fuel.

Users reported considerable improvements in pulling power, no soot from the exhaust and improvements in fuel efficiency varied between 10 to 20%. Best results were obtained with long haul HGVs using cruise control on motorway driving.

Whilst the inventor was primarily interested in improvements in fuel efficiency and emissions reduction users reported a significant reduction in the use of Adblue on euro 5 engines.

After one month in use on a 6 cylinder 460hp euro 5 common rail diesel engine the use of Adblue reduced by 75%, and after two months in use the engine no longer used the Adblue. Combustion efficiency and emissions reduction is therefore improved considerably.

This has proven to be very significant as the latest euro 6 engines have almost 500kg added weight for the emissions reduction equipment.

In the specification the terms comprise, comprises, comprised and comprising or any variation thereof and the terms include, includes, included and including or any variation thereof are considered to be totally interchangeable and they should all be afforded the widest possible interpretation and vice versa.

The invention is not limited to the embodiment hereinbefore described, which may be varied in construction and detail.

Claims (7)

Claims

1. An apparatus for increasing the combustion efficiency, fuel efficiency and reducing emissions of an internal combustion engine, the apparatus comprising: (a) a Bi-Polar alkaline hydrogen reformer electrolysis device for producing hydrogen and oxygen and water vapors from water or electrolyte, wherein the reformer electrolysis device comprises: a housing (1) adapted for storing water and adapted for receiving one or more conducting elements (6,7); means for forming a gas void (9) between the level of the water and top of the housing (1), wherein the conducting elements (6,7) being disposed in the housing is substantially immersed in water such that part of the conducting element is exposed in said gas void, wherein the conducting elements (6,7) are a rigid electrode plates without holes, the perimeter edge on three sides not being disposed in the electrolyte in order to reduce current leakage, wherein the conducting elements (6,7) bottom edge fits tight against the housing and allows adequate electrolyte flow between the conducting elements; wherein the housing comprises top flanges (19) for fixing of a cover plate (4), wherein the housing comprises intermediate electrode plates (17), and a gap (18) on each side of the housing to allow space for electrical connection rods, wherein the electrode plates (6,7,17) have been prepared using a belt sander, sanded in one direction only, to increase the release of gas molecules, wherein the housing comprises a water inlet fitting (11) positioned close to the base of the housing, wherein the housing comprises one or more slotted gables (2) for receiving the conducting elements (6,7) and intermediate electrode plates (17) which fit tight, wherein the housing comprises an outlet (5) positioned to cooperate with said gas void (9), wherein the gas void defines a zone for hydrogen collection and onward transmission through the outlet (5) through a silicone gas pipe (10) to a separate reservoir tank (14) and onward to an exit (16) at the top of a reservoir tank (14), wherein a screw on cap (15) on the reservoir tank (14) is also used to top up water; an electrolyte (13) allowed to flow to the housing (1), the electrolyte made of a dilute potassium hydroxide solution in the order of 0.12M concentration, wherein the electrolyte is replenished to the housing (1) through silicone pipe (12) is connected to a water inlet fitting (11) on a flanged base (3) fixed to the outer stainless-steel enclosure (20); and a DC power supply adapted for supplying optimum power to the conducting elements, having a constant current regulator containing a comparator circuit to operate and deliver power in the order of a current density of 2mA/cm2 at start up with an optimum input voltage of 2.23 V to each conducting element and with a gradual reduction in voltage until the optimum operation of 1.95V is achieved, and therefore the optimum temperature, wherein the optimum temperature is between 60 and 70 °C, preferably 64 °C and (b) a means for introducing the hydrogen and oxygen and water vapors by means of an insulated silicone delivery pipe into the internal combustion engine (23) via an air intake pipe (25) into the engine, wherein the air intake pipe (25) extends from an air filter housing (24) and is connected before a turbo charger (26).

2. An apparatus for increasing the combustion efficiency, fuel efficiency and reducing emissions of an internal combustion engine as claimed in claim 1 wherein: the comparator circuit is preset to trigger the hydrogen reformer electrolysis device only when an engine has started.

3. An apparatus for increasing the combustion efficiency, fuel efficiency and reducing emissions of an internal combustion engine as claimed in claim 2, wherein the electrode plates are spaced apart such that the distance between adjacent plates lies in the range of 1mm to 3mm, and preferably, the spacing between adjacent plates lies in the range of 1.25mm to 2mm, and ideally, the spacing between adjacent electrode plates is in the order of 1,5mm; wherein the electrode plates define opposite major surfaces, and the area of each major surface lies in the range of 3000mm 2 to 30,000mm 2 and more preferably in the range of 22,500 mm 2 . wherein each electrode plate is of thickness in the range of 0.5mm to 1,5m, and advantageously, each electrode plate is of thickness of the order of 0.9mm. wherein each electrode plate is of stainless steel, and advantageously, is of 316L grade stainless steel.

4. An apparatus for increasing the combustion efficiency, fuel efficiency and reducing emissions of an internal combustion engine as claimed in claim 3 wherein the hydrogen/oxygen gas combined with water vapors is ingested into the internal combustion engine (23) at a rate in the order of 500 ml/minute to 1500ml/minute.

5. An apparatus for increasing the combustion efficiency, fuel efficiency and reducing emissions of an internal combustion engine as claimed in claim 4 wherein: when using petrol as a fuel, the emissions of carbon monoxide (GO) read 0.095; HO (hydrocarbons) 22 ppm and Lambda 0.996 with CO measuring zero at ideal speed, and when using diesel as fuel, emissions of CO and NOx emissions reduce by 91 and 93.4% respectively.

6. An apparatus for increasing the combustion efficiency, fuel efficiency and reducing emissions of an internal combustion engine as claimed in claim 5, wherein, in use, the electrode plates are disposed in the housing such that the operating voltage across adjacent electrode plates lies in the range of 2.5 volts to 1.8 volts, and preferably, in the range of 2.23 volts to 1.8 volts, and ideally, the electrode plates are disposed in the housing such that the operating voltage across adjacent electrode plates is in the order of 2.2 down to 1.95 volts for optimum efficiency.

7. An apparatus for increasing the combustion efficiency, fuel efficiency and reducing emissions of an internal combustion engine as claimed in claim 6, wherein the latent cooling effect of water vapors reduce the peak combustion temperature to further reduce emissions, in particular oxides of nitrogen, NOx.