JPS6034600B2 - Gaseous fuel generation method and device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a method and apparatus for generating a gaseous fuel for an internal combustion engine containing water vapor and hydrocarbon vapor.

1 by the inventor entitled "Evaporation device and evaporation method"
Pending U.S. Patent Application No. 47 filed June 3, 1997
No. 5,645 discloses an evaporator that is relevant to the present invention.

1 by the inventor entitled "Emulsion of gasoline and water"
U.S. Patent No. 544,145 filed on January 27, 1997 & Wang
No. 5,006,603 discloses a water and hydrocarbon emulsion system that can be used with the present invention. Hydrocarbon-fueled internal combustion engines have been produced in large numbers and have been the subject of intensive research and development for many years;
It has some well-known drawbacks in certain characteristics.

One of the difficulties is that the air-fuel ratio required for reliable ignition fills the combustion chamber with significantly more fuel than can be consumed during the ensuing deflagration. The unburned hydrocarbons substantially reduce the fuel efficiency of the engine, present significant pollutants in the exhaust, and deposit on the walls of the combustion chamber causing premature combustion. Reliability of charge ignition cannot be maintained if the air-fuel ratio is reduced to such an extent that all of the fuel charge is consumed during the deflagration period. Liquid hydrocarbons, such as gasoline, are not themselves explosive; only the vapor derived from the liquid is explosive. Since the vaporization process is an endothermic process, force is applied to warm the charged fuel prior to entering the fuel cylinder to promote vaporization. Various heat exchangers have been proposed that warm intake air with combustion exhaust products, as well as various electrical resistance heaters.

Modern carburetors are equipped with hotspots that are heated by the exhaust gases. Various types of atomizers have also been proposed for increasing the surface area of a given amount of fuel and promoting its vaporization by fragmenting the fuel in the form of oil droplets. Although all of these devices have some utility, they do not work well in modern automobiles, even though the intake air is purely vapor, which improves engine fuel economy and cleans the exhaust. Currently, most of the fuel in commercial engines remains liquid when deflagration begins in the combustion chamber.

Another method of increasing the efficiency of internal combustion engines is to mix the intake charge with water vapor. The latent heat of vaporization of the water vapor absorbs some of the thermal energy from the deflagration, reducing the combustion rate. This reduces pre-ignition tendencies and allows lower octane fuel to be used at a given compression ratio. Various devices have been proposed that inject water vapor into the combustion chamber along with fuel charging. Although it has been proposed to use a water-fuel emulsion to supply steam to the combustion chamber, despite intensive development this technology has not been used commercially in practice. The present invention broadly describes the advantages that can be achieved with vaporized fuels containing water vapor by using a unique liquid fuel and by using a novel device for vaporizing this liquid fuel into a vaporized fuel that can be delivered directly to the combustion chamber. This is what we aim to pursue.

In the present invention, the steam introduced into the combustion chamber is obtained by passing an electric current through a water and hydrocarbon emulsion containing a suitable electrolyte.

The resulting vapor consists of hydrocarbon vapor and water vapor, and also contains some proportion of molecular hydrogen and oxygen, which are the products of the electrolysis of water and hydrocarbons. The steam according to the invention is a true gas rather than a fluid mist consisting of oil droplets emitted by prior art devices. When the vapor charge described above is mixed with air, due to its vapor nature and the presence of oxygen and hydrogen molecules in the vapor, the air-fuel ratio is much lower than is possible for ignition of conventional fuel-air mixtures. can be easily ignited.

Engines fueled with the steam formed by the present invention have higher fuel efficiency and emit a lower proportion of harmful combustion products than conventionally fueled engines. Become.

The water and fuel emulsion of the present invention will provide more miles per gallon than the same amount of pure engine in a typical fighter implementing the present invention. Electricity is passed through a liquid fuel to generate vapor by extending into the body of the liquid fuel and drawing a small amount of liquid between the electrodes by attracting the fuel through surface tension, a phenomenon similar to what occurs in a capillary tube. This is done using electrodes placed in close proximity.

Most of the current flows through this small volume of fluid, quickly vaporizing the fluid without heating it. Because it is electrically powered, the evaporator is extremely efficient and the current can be easily adjusted to control the rate of steam production depending on the engine's fuel requirements. The current used in the evaporator of the present invention may be an alternating current or a direct current.

It is thought that the degree of dissociation of water is higher when using direct current than when using alternating current, but it requires a considerably large current. The energy used to dissociate water is recovered by combustion of the produced hydrogen in the combustion chamber. It has been found that adding electrolytes to conventionally used hydrocarbon fuels, such as gasoline, for example, does not allow the fuel to be vaporized because these electrolytes do not mix homogeneously with the gasoline. Emulsions of water and hydrocarbons known from the prior art also cannot be vaporized. However, according to the findings of the present inventor,
Certain emulsions of water and hydrocarbons, with the addition of suitable electrolytes, can be vaporized by passing an electric current to produce a vapor charge containing both hydrocarbons and water. saw it and was served. The specific composition of the liquid fuel disclosed below broadly consists of an emulsion of water and hydrocarbons with the addition of electrolytes, is stable over a wide temperature range, and is easy to use using known mixing equipment. It can be made to. The water and hydrocarbon emulsion used in the present invention preferably contains less than about ⅓ water by volume. In order to make the liquid vaporizable, at least 2 to 3
It was determined that % water by volume must be present. Emulsions can be obtained using relatively small amounts of surfactant. As examples of surfactants known from the prior art that are capable of emulsifying water in gasoline, mention may be made of the surfactants disclosed in the specification of the prior patent application by the inventors mentioned above, The selection may be made based on the viscosity of the emulsion obtained and the possibility of coexistence of the electrolyte and surfactant used. Preferably, the electrolyte is selected from the group consisting of monobasic organic alkali metal compounds having alkylaryl groups.

Preferably, the above compounds are modified with an alkali, such as sodium hydroxide, to make them alkaline. The emulsions can also be combined with additives such as dispersants, antifreezes, rust inhibitors, etc. Dispersants serve to prevent electrolyte agglomeration, promote emulsification, and reduce viscosity. The fuel of the present invention can also be made by mixing additives containing surfactants and electrolytes and water with gasoline in a fuel tank. The increased fuel economy due to the vaporized state of the fuel charge and the presence of water in the fuel charge more than compensates for the energy expended to vaporize the fuel, thus making the fuel according to the invention Increase fuel economy of supplied engines. Furthermore, the interior of the engine remains extremely clean and the exhaust contains relatively little atmospheric pollutants. In one embodiment of the invention described in detail below, an evaporator/vaporizer receives a liquid electrolyzable emulsion and generates steam, the steam being accompanied by air responsive to engine manifold pressure. and is sucked into the throat.

This embodiment has a solid state sensing device positioned to monitor the volume of fluid within the vaporizer and control the flow of fuel to the vaporizer to maintain a substantially constant liquid level. In another embodiment, the current flowing to the evaporator is controlled directly by the accelerator of the vehicle, and the vapor fills a chamber with an outlet leading to the throat of the evaporator.

Therefore, the steam flow through the orifice and into the throat is a function of the accelerator setting position. The auxiliary orifice between the vapor chamber and the throat is normally closed, in a manner similar to that of the accelerating jet in known liquid vaporizers.
It is released briefly when the accelerator is pressed hard to rapidly increase steam flow to the engine. Yet another embodiment uses a prior art vaporizer using a water and gasoline emulsion to start the engine and then continue running with the vaporizer product.

Other objects, advantages and applications of the invention will become apparent from the following detailed description of the preferred embodiments.

The following description will be made with reference to the accompanying drawings. The fuel system for an internal combustion engine according to the invention is preferably of the structure shown in FIG.

The fuel supply to the engine stored in tank 10 is
In a broad sense, it consists of an emulsion of water and gasoline, containing less than 1/3 by volume and more than 2 to 3% by volume of water, and having an electrical resistance within a certain limit due to the addition of an electrolyte. The details of the fuel composition will be described later. A pump 12, driven by the engine, supplies fluid flow from the tank 10 to a vaporizer 14.

As in prior art automotive engines, the pump is preferably of the positive displacement type, producing a flow proportional to engine speed. Evaporator 14
passes an electric current through the fluid supplied by the pump, producing steam.

A switch 16 connects the inverter 18, which is supplied with power from the wheel battery 20, to the evaporator 14 on the output side when the engine is started. When the engine is in a running state, the switch 16 is controlled to supply electric power from the alternator 22 driven by the engine to the evaporator. In a preferred embodiment of the invention, the electricity applied to the liquid fuel is alternating current.

In other embodiments of the invention, direct current may also be used to power the evaporator. The current is battery 2
It can be derived directly from 0 or a suitable transformer circuit can be used. The voltage output of alternator 22 is proportional to engine speed, and therefore the current flowing to evaporator 14 and the resulting steam generation rate is proportional to engine speed.
The power from the alternator is drawn directly from the alternator's circuit, and no rectification is performed. A typical unit is the feed motor. Company (FmdMo's rComp
The evaporation current was supplied using a three-phase alternator marketed by Any) for use in electrically conductive automobile window heating. The output of this unit depends on the engine speed.
The maximum voltage is 120 volts at 180 to 1500 hertz. The vapor formed from the fuel is transferred to a carburetor (carburator) 2
4, which vaporizer mixes the vapor with air and supplies the resulting deflagrative charge to a manifold 26 which is integrated into the intake valves of cylinders 28 of the engine.

The carburetor throttle valve is regulated by the accelerator, which directs charge flow to the cylinder and thus controls engine speed. A preferred embodiment of the evaporator and vaporizer combination is shown in FIG.

The unit includes three identical circular metal tubes 32, 34 and 36, preferably cylindrical in cross section and made of a relatively inert metal, such as titanium. The inner diameter of the outer tube 32 is larger than the outer diameter of the intermediate tube 34;
A plastic insulator 38 separates the two tubes. Similarly, the inner diameter of intermediate tube 34 is greater than the outer diameter of inner tube 36, with four vertically extending plastic insulators 40 separating the two tubes. The lower ends of the outer tube 32 and the inner tube 36 are welded to a disc-shaped plate 42, so that they support each other and are electrically connected. The intermediate tube 34 is supported on a plastic ring 44 which insulates the intermediate tube from the inner and outer tubes. The diameter of the central hole inside the disc 42 is equal to the diameter of the inner tube 36. The wall thickness of the three tubes in one preferred embodiment is 1.65
side (0.0165 inch), outer diameter of outer tube 32 is 3.81 inch (1.50 inch), middle tube 3
4 has an outside diameter of 3.81c (1.25 inches), and the outside diameter of inner tube 36 is 2.54 arcs (1 inch). Accordingly, the spacing between outer tube 32 and intermediate tube 34 and between intermediate tube 34 and inner tube 36 are both about 4.7 ribs (0.185 inches). Together with the base, these tubes form two cylindrical bodies, closed at the lower end and open at the upper end. In a preferred embodiment of the invention, the middle tube is slightly shorter than the outer tube and the inner tube is slightly shorter than the middle tube. With this configuration, the electrical conductors 48 and 46 can be easily attached to the outer tube and the intermediate tube. Fuel supply line 50 from pump 12
is connected to a hole in the outer tube 32 located slightly above the bottom of the outer tube.

Liquid fuel enters the body between the outer and inner tubes through the holes described above. The intermediate tube 34 has four holes 5 at the same height as the fuel supply pipe 50.
2 is provided so that fuel entering through line 50 can flow into the body intermediate the inner tube and the intermediate tube. When a potential difference is applied to the two conductors 48 and 46 connected to the switch in the circuit shown in FIG. 1, a potential difference is created between the intermediate tube 34 and the inner tube 36 and outer tube 32. Since the liquid fuel is electrolytic, the current flowing is a function of the instantaneous voltage applied across each plate and the conductivity of the fuel. If the output of a prior art automotive alternator used in a 12 volt electrical system is applied to conductors 46 and 48,
The current causes liquid fuel to vaporize and fill the space between the tubes above the level of the fluid.

Since the cross-section of the body between the tubes is narrow, these bodies act similar to a capillary tube and "lower the liquid level."
Increase to a free fluid level between 38 and 40.

The primary current through the fluid flows through the free liquid surface, thereby vaporizing the fluid without heating the fluid body. The spacing between each tube is minimized to prevent the formation of bubbles that burst and become wet and condense the vapor already generated, thereby reducing the overall efficiency of the evaporator.

Furthermore, if the spacing between the tubes is too wide, the liquid between the electrodes will heat up, resulting in unnecessary power consumption. Furthermore, the wider the spacing between the electrodes, the higher the electrolyte concentration needs to be. If the electrolyte concentration is increased, a large current will flow in areas where the electrolyte concentration is locally high, creating the possibility of electrical discharge and explosion occurring inside the evaporator. The rate of steam generation is a function of alternator voltage.

The steam is due to heating of the fluid (12R losses) and electrolysis of the emulsion composition producing hydrogen and oxygen.
The vapor produced by the device shown in Figure 2 does not have a water vapor-like appearance, but rather a very dry feel, with very little condensation occurring within the normal driving temperature range in the United States. It is something. The central portion of the inner tube 36 acts similar to the throat of a vaporizer.

In this central part there is a pivotable choke valve 54, preferably controlled by an automatic choke mechanism according to the prior art.
is installed. At the bottom of the tube 36 is maintained a plastic air intake tube 56, the bottom of which is closed off by an air filter 58 according to the prior art. At the upper end of the evaporator, there is a plastic outlet pipe 60.
is fixed in line with the outer flea of the tube 32.

A butterfly throttle valve 62 is supported in the central portion of the tube 60 at the top of the evaporator mechanism. Six pipes are connected to the engine's intake manifold. To start the engine, switch 16 is connected to inverter 18 so that alternating current derived from battery 20 is used to generate initial steam.

The inverter provides approximately 50 volts of current for 2000 cycles. At the same time, the engine is rotated by a starting mode using a secondary technique to supply fuel from the pump 12 to the bottom of the evaporator 14 via line 50. The negative pressure in the manifold draws steam into the combustion chamber and starts the engine. When the engine is started, switch 16 is placed in the run position, directing the alternator's unrectified output current to the evaporator. In this way, both the evaporator output and the rate of steam production are a function of engine speed. The evaporator may be connected to a power supply at all times, since no current flows through the evaporator when no fuel is present, so no electrical energy is consumed. Airflow forced through the interior of tube 36 by engine vacuum draws steam into the combustion chamber at a rate proportional to engine speed. The air/fuel ratio is a function of the steam generation rate and the diameter of the inner tube 36. To vary the air/fuel ratio, other embodiments of the present invention vary the diameters of tubes 32, 34, and 36, particularly the inner diameter of inner tube 36. Or air pipe 60
It is also possible to provide an additional vaporizer on the output side of the air pipe to mix more air into the too rich vapor led from the air pipe to achieve the desired air-fuel ratio. A modified embodiment of the evaporator is shown in FIG.

The evaporator has a pair of metal plates 64 that are parallel to each other and spaced approximately 1'16 inches apart by a plastic spacer 65 in between. These metal plates are supported in constant relation to each other and are held together by a plastic housing 66, which is cut out for convenience of illustration and encloses the outside of the plates and closes off the body between the plates. The free end of is closed. The liquid fuel to be vaporized is introduced into the intermediate portion of the plate by a supply line 68 extending through the side casing adjacent the bottom of one side wall. Fuel is driven through the supply line 68 by an electric fuel pump 70 connected to the fuel supply by an inlet line 71. A liquid level sensor 72 extends through side wall 66 and into the intermediate body of plate 64 at approximately half the height of the body.

The type of sensor may be any of a variety of types.
The sensor may be a solid state sensor or may be of float type or other well known techniques. Because gasoline contains electrolytes, it is also possible to use conductive level sensors, which cannot be used with prior art gasoline fuels. Sensor 72 is connected to pump 7 and controls power application to the pump to maintain the volume of liquid fuel between plates 64 at a constant level. Plate 64 is connected to a suitable power source by a pair of conductors 74.

This power source may be the device shown in FIG. 1 or may be any suitable DC power source. Plate 64 as a result of energizing the liquid fuel.
The steam generated midway through accumulates in the body above the fluid interface, and the pressure of the steam causes the steam to pass through line 76 to line 7.
It is forced into a suitable vaporization mechanism, indicated at 8, which mixes the steam with air and supplies it to the combustion chamber of the engine. The body on the free surface of the fluid fuel in the middle part of the plate is connected to another second conduit 8
01 and is therefore connected to the vaporizer 78.

In order to instantaneously increase the steam flow rate entering the combustion chamber by rapidly depressing the accelerator, a suitable mechanical or electrical control signal from the accelerator 84 can be applied to The configuration is such that the valve 82 can be opened. This valve functions similarly to an accelerating jet in a liquid fuel vaporizer. Although the preferred embodiment of the invention uses the illustrated shape of the evaporator, it will be appreciated that several other shapes of evaporators may be used in other embodiments of the invention.

FIG. 5 shows a modified embodiment of the present invention that does not require an inverter to supply power to the evaporator when starting the engine. A valve 90 diverts fuel supplied from tank 92 by pump 94 to either a conventional type carburetor 96 or an evaporator/vaporizer 98 formed in accordance with the present invention. Engine 100 receives fuel from either carburetor 96 or evaporator/vaporizer 98 . engine is alternator 1
02, and this alternator supplies power to the evaporator/vaporizer 98. When starting the engine, the valves are adjusted to supply fuel to the carburetor 96 and the engine is started in the normal manner.

After starting, when the valve 90 is switched to supply fuel to the evaporator/vaporizer 98, the engine 100 begins to be driven by steam. Steam generation begins sufficiently quickly that no discontinuities in fuel supply due to the steam generation process are observed. The above device requires a water and hydrocarbon emulsion containing an electrolyte for use in both a conventional vaporizer and an evaporator.

The fuel described in Example 1 below was found to meet this requirement. The fuel used in the engine is
It is basically an emulsion of conductive water and gasoline.

The preferred amount of water is about 1/3 or less and 2 to 3% by volume or more. For conventional automotive engines, engine performance appears to be optimal when approximately 26% water is present. Emulsions of water and gasoline can be made according to the teachings of the prior art. For example, the inventor's pending patent application, U.S. Patent No. 54,
No. 4,145 discloses emulsions formed using nonionic ethoxylated alkylphenols as surfactants. However, it has been found that the viscosity of the mixture obtained by adding a suitable electrolyte to the above emulsion becomes very high, making it difficult to design an effective evaporator. Therefore, in the present invention, it is preferable to use a fuel having the following composition. Example 10.6% muscle volume sodium butylnaphthalene sulfonate (B
NS; manufactured by Emkay; anionic; modified with sodium hydroxide) 0.6% by volume of modified sodium sulfonate (No. 98 Petrochemical
anionic dispersant) 0.6% by volume sodium sulfate of alcohol (Rexowet NF; trade name);
(manufactured by Emkay; anionic) 0.6 % by eave volume of alkylbentel (B; manufactured by Emkay; nonionic surfactant) 25.6 % by eave volume of tap water 72.0 % by eave volume Total Commercially Available Gasoline 100.0% by volume The alkylterbenes described above and the sodium sulfate salt of the alcohol form the basic surface-active system that emulsifies the water and gasoline.

These surfactants provide a suitable hydrophobic-hydrophilic balance and create emulsions with higher viscosity than gasoline suitable for use in the preferred embodiment of the evaporator. The dispersants described above are used in conjunction with a surfactant system to prevent agglomeration of the emulsion components and produce a smooth, uniform milk solution.

Modified sodium sulfate is an aqueous solution containing 2 parts of sodium sulfate in 100 parts of water. Sodium butylnaphthalene sulfonate acts as an electrolyte.

It has been modified by the addition of sodium hydroxide, resulting in a basic pH value. This is an organic substance known as mahogany acid. Other monobasic sulfonate salts may be used in other embodiments of the invention, and broadly any organic alkali metal compound that is soluble in the emulsion may be used as the electrolyte. The volume of tap water in the above composition can be varied within the range of 3% to 33%, thus changing the amount of gasoline that makes up the remainder without changing the other chemical components.
Zayoi.

All of the fuels thus obtained give satisfactory results.
Antifreeze agents, rust inhibitors and other known additives can be added as desired. In combining the components of the above composition, the surfactant is first introduced into the aqueous phase, and then the gasoline is added over a period of 3 to 10 minutes with an air-driven mixing motor at a rate of 100 pm with constant rotation. do.

It is important to ensure that as little air as possible is entrained in the emulsion, as increased bulk requires higher pressure and air bubbles can cause intermittent fuel flow. The emulsion remains stable over long periods of time, even at extreme temperature changes, and will not freeze with commonly used gasoline antifreezes.

Example 2 Potassium butylnaphthalene sulfonate at 0.6% cough volume 0.60% by volume Modified potassium sulfonate 0.6% potassium sulfonate of alcohol 0.6% by volume Alkyl terbene 2 .0% by volume of butyl ether (Butylthrosolve from Union, Carbide) 2.8% by volume of alkynolamides (Calamide C from Pilon Chemical Co.) ) 1.0% muscle volume ethylene oxide condensate (Stepan Chemical Company [S
tepan Chemical Co. ] Manufactured by Macon [Ma
con] 4) 24.0% by volume of tap water 67.0% by volume of commercially available gasoline Total 10
The 0.0% muscle volume butyl ether acts as a solvent and reduces the viscosity of the emulsion.

The lower the viscosity of the water-fuel emulsion, the easier it is for the manifold pressure to draw the fluid into the interior of the evaporator without the need for pumping, thus varying the flow in direct proportion to engine demand. I found out that it can be done. In the same machine, ethylene oxide condensate also acts as a thinner,
Akiquinolamide acts as an emulsifier.

The best emulsion-forming method is to mix the chemicals with either gasoline or water and then with the other component.

That is, the chemicals are first added to the gasoline and the mixture of chemicals and gasoline is then added to the water, or vice versa. The compositions shown in the following examples represent additives that can be mixed with water and gasoline to form the fuel used in the present invention.

Example 3 16.0% by volume alcohol sulfate (Rexowet NF; EmK
anionic) 35.00% by volume Alkanolamine Super (Witcam
ide]#82; Witco Chemical Company
o Chemical Company) 20.0% by volume solvent emulsifier mixture (Shell Co., Ltd.)
rcomul〕F; Chefichi Chemical Co.〔Scher
erChemical Company) 25.0 eave volume% butyl ether (butyl cellosoflu; manufactured by Union CarbiG) 0.6
7 engine alkylterbenes (B; Emk
ay): non-ionic) 0.67% by volume sodium butylnaphthalene sulfonate (BNS: MK [E
mkay; anionic; modified with sodium hydroxide)
0.66% by volume modified sodium sulfonate (#98
; Manufactured by Petrochem; Dispersant) 2.0 volume % total tap water 100.0 volume % 11 volume % of the above additives and 63 volume % gasoline;
The electrolyte water and gasoline emulsion used in the present invention is formed using 2% by volume of water.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram showing a system for supplying fuel to an internal combustion engine according to the present invention. FIG. 2 is a cross-sectional view of a fuel evaporator and carburetor combination according to a preferred embodiment of the present invention. Figure 3 shows the second
FIG. 3 is a side view of the device shown in FIG. 2 taken along line 3--3; FIG. 4 is an explanatory diagram of a modified example of an evaporator and a device for supplying fuel to the evaporator. FIG. 5 is an illustration of another variation of the invention using a carburetor according to the follow-up technology to start the engine. 10... Tank, 14... Evaporator, 18... Inverter, 20... Battery, 22... Alternator, 24
... Carburetor, 26... Manifold, 28... Cylinder. FIG. l FIG. 2 FIG. 3 FIG4 FIG. 5

Claims (1)

[Scope of Claims] 1. A method for generating a gaseous fuel for an internal combustion engine containing hydrocarbon vapor and water vapor, wherein the amount of water or gasoline is at least 2% by volume and does not exceed one-third by volume. , a surfactant, and an electrolyte, and passing an electric current through the electrolysable conductive emulsion to extract a gaseous mixture containing hydrocarbons and steam from gasoline and water vapor. A method characterized by generating. 2. In an apparatus for generating a gaseous fuel for an internal combustion engine comprising hydrocarbon vapor and water vapor from an electrolyzable conductive emulsion, at least two cylindrical volumes are arranged concentrically and form at least one cylindrical volume between adjacent walls. a device for supplying the electrolytically conductive emulsion to at least a portion of the cylindrical volume; and applying a potential difference between the tubes to cause a current to flow through the emulsion to evaporate the emulsion. It is characterized by having an evaporator/vaporizer comprising a device for converting gaseous fuel into gaseous fuel, and a device for sucking gaseous fuel from the volume between the tubes through air tubes and mixing the gaseous fuel with air. Gaseous fuel generator. 3. In an apparatus for generating a gaseous fuel for an internal combustion engine containing hydrocarbon vapor and water vapor from an electrolysable conductive emulsion consisting of gasoline, water, a surfactant, and an electrolyte, a pair supported in parallel at a distance. a housing for enclosing a volume between the plates, a device for supplying an electrolyzable emulsion to at least a portion of the volume, and applying a potential difference between the plates to apply an electric current to the emulsion. 1. A device for generating gaseous fuel, comprising: a device for evaporating the emulsion and converting it into gaseous fuel.