US20070080071A1 - Internal combustion apparatus and method utilizing electrolysis cell - Google Patents

Internal combustion apparatus and method utilizing electrolysis cell Download PDF

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Publication number
US20070080071A1
US20070080071A1 US11/544,370 US54437006A US2007080071A1 US 20070080071 A1 US20070080071 A1 US 20070080071A1 US 54437006 A US54437006 A US 54437006A US 2007080071 A1 US2007080071 A1 US 2007080071A1
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anode
cathode
chamber
electrolytic
electrolytic liquid
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Robert Perry
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Go Green Fuel Na Lp
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All My Relations Inc
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Publication of US20070080071A1 publication Critical patent/US20070080071A1/en
Assigned to GO GREEN FUEL N.A., L.P. reassignment GO GREEN FUEL N.A., L.P. NUNC PRO TUNC ASSIGNMENT (SEE DOCUMENT FOR DETAILS). Assignors: ALL MY RELATIONS, INC., GO GREEN FUEL N.A., L.P.
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    • C—CHEMISTRY; METALLURGY
    • C25—ELECTROLYTIC OR ELECTROPHORETIC PROCESSES; APPARATUS THEREFOR
    • C25B—ELECTROLYTIC OR ELECTROPHORETIC PROCESSES FOR THE PRODUCTION OF COMPOUNDS OR NON-METALS; APPARATUS THEREFOR
    • C25B1/00—Electrolytic production of inorganic compounds or non-metals
    • C25B1/01—Products
    • C25B1/02—Hydrogen or oxygen
    • C25B1/04—Hydrogen or oxygen by electrolysis of water
    • C—CHEMISTRY; METALLURGY
    • C25—ELECTROLYTIC OR ELECTROPHORETIC PROCESSES; APPARATUS THEREFOR
    • C25B—ELECTROLYTIC OR ELECTROPHORETIC PROCESSES FOR THE PRODUCTION OF COMPOUNDS OR NON-METALS; APPARATUS THEREFOR
    • C25B1/00—Electrolytic production of inorganic compounds or non-metals
    • C25B1/01—Products
    • C25B1/02—Hydrogen or oxygen
    • C—CHEMISTRY; METALLURGY
    • C25—ELECTROLYTIC OR ELECTROPHORETIC PROCESSES; APPARATUS THEREFOR
    • C25B—ELECTROLYTIC OR ELECTROPHORETIC PROCESSES FOR THE PRODUCTION OF COMPOUNDS OR NON-METALS; APPARATUS THEREFOR
    • C25B11/00—Electrodes; Manufacture thereof not otherwise provided for
    • C25B11/04—Electrodes; Manufacture thereof not otherwise provided for characterised by the material
    • C25B11/051—Electrodes formed of electrocatalysts on a substrate or carrier
    • C25B11/073—Electrodes formed of electrocatalysts on a substrate or carrier characterised by the electrocatalyst material
    • C25B11/091—Electrodes formed of electrocatalysts on a substrate or carrier characterised by the electrocatalyst material consisting of at least one catalytic element and at least one catalytic compound; consisting of two or more catalytic elements or catalytic compounds
    • C—CHEMISTRY; METALLURGY
    • C25—ELECTROLYTIC OR ELECTROPHORETIC PROCESSES; APPARATUS THEREFOR
    • C25B—ELECTROLYTIC OR ELECTROPHORETIC PROCESSES FOR THE PRODUCTION OF COMPOUNDS OR NON-METALS; APPARATUS THEREFOR
    • C25B15/00—Operating or servicing cells
    • C—CHEMISTRY; METALLURGY
    • C25—ELECTROLYTIC OR ELECTROPHORETIC PROCESSES; APPARATUS THEREFOR
    • C25B—ELECTROLYTIC OR ELECTROPHORETIC PROCESSES FOR THE PRODUCTION OF COMPOUNDS OR NON-METALS; APPARATUS THEREFOR
    • C25B9/00—Cells or assemblies of cells; Constructional parts of cells; Assemblies of constructional parts, e.g. electrode-diaphragm assemblies; Process-related cell features
    • C25B9/17—Cells comprising dimensionally-stable non-movable electrodes; Assemblies of constructional parts thereof
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
    • F02D19/0642—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions
    • F02D19/0644—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions the gaseous fuel being hydrogen, ammonia or carbon monoxide
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0668—Treating or cleaning means; Fuel filters
    • F02D19/0671—Means to generate or modify a fuel, e.g. reformers, electrolytic cells or membranes
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
    • F02D19/081—Adjusting the fuel composition or mixing ratio; Transitioning from one fuel to the other
    • 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
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/30—Hydrogen technology
    • Y02E60/36—Hydrogen production from non-carbon containing sources, e.g. by water electrolysis
    • 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

Definitions

  • the present disclosure relates generally to the production of hydrogen and oxygen within an electrolysis cell such that these can be used in combination with a fuel source in a combustion engine system.
  • the present disclosure can be best understood and appreciated by undertaking a brief review of the problems facing the world with respect to the operation of the millions of automobiles, trucks, buses, and other internal combustion engines utilizing hydrocarbon or fossil fuel as its energy source.
  • Hydrogen gas has been explored as a power source.
  • Hydrogen gas has been generally proposed as a potential burning fuel or in other fuel cells. When hydrogen gas is burned, substantially more energy (approximately three times) may be released as compared to some fossil fuels. In such systems, the hydrogen may be combusted in the presence of oxygen to release energy. Moreover, under the right conditions, hydrogen gas reacts with oxygen very cleanly, basically producing pure water as the by-product.
  • the prior art failed to provide a device that had the ability to provide stable reliable efficiencies in the operation of the combustion engine.
  • the prior devices failed to offer designs that compactly provided controlled benefits of hydrogen and oxygen gases.
  • the art often had complicated constructions wherein the chambers were constructed with the anodes and cathodes in such a manner that the thermal dynamics of the systems were not adequately controlled. Similarly, such systems failed to recognize and address such parameters while also controlling the proper production of hydrogen.
  • the orientation of the prior art chambers was subject to electrical field deficiencies, failure to provide optimum electrolysis, failure to provide control, as well as failure to provide proper aqueous and conductor thermal dynamics while maintaining compact size and simple construction.
  • the present disclosure comprises an improved internal combustion system utilizing a hydrogen/oxygen fuel cell and apparatus and methods involving same.
  • the disclosure provides for different aspects and modifications of the system that is highly advantageous over the prior disclosures.
  • the disclosure is not limited to any particular embodiment or the best mode which is disclosed, but encompasses the contribution to the science that the disclosure provides.
  • the disclosure includes aspects relating to the production and implementation of an internal combustion system utilizing hydrogen and oxygen gases where the system operates substantially at ambient or slightly above ambient pressure or not under significant pressure relative to the generation of the hydrogen and oxygen gases.
  • the disclosure relating to the configuration and placement of the anode and the cathode as part of the electrolytic chamber, including novel and advantageous size ratios.
  • apparatus and methods to control thermal dynamic stability.
  • configurations disclosed which provide for controlled release of hydrogen and oxygen gases over time.
  • FIG. 1 illustrates a schematic with parts of a combustion engine cylinder along with piston, associated fuel, crankshaft and other connections, including an electrolysis cell supplying hydrogen and oxygen;
  • FIG. 2 illustrates a cross sectional view of a preferred electrolysis cell with component parts
  • FIG. 2 a illustrates an anode
  • FIG. 3 illustrates a cut-away sectional view of a preferred anode used in an electrolysis cell
  • FIG. 4 illustrates a schematic view of a preferred electrolysis cell liquid level arrangement and associated piping to the engine and atmosphere;
  • FIG. 5 illustrates an enlarged view of a preferred electrolysis cell as shown in FIG. 4 ;
  • FIG. 6 illustrates an even more enlarged view of a preferred electrolysis cell liquid level as shown in FIG. 4 and contains dimensioning for the liquid level and the gas production dimensions;
  • FIG. 7 illustrates a preferred predominant or significant water flow patterns through the liquid shown in FIG. 6 ;
  • FIG. 8 illustrates a schematic view of a preferred predominant or significant water flow patterns through an anode
  • FIG. 9 illustrates a location of water addition to a preferred electrolysis cell as shown in FIG. 5 ;
  • FIG. 10 illustrates an electrical schematic representing a power controller of an electrolysis cell
  • FIG. 11 illustrates a circuit design for a controller as shown in FIG. 10 ;
  • FIG. 12 illustrates a preferred injector used to deliver hydrogen gas from an electrolysis cell to a combustion engine.
  • FIG. 13 illustrates an exploded perspective side view of a preferred electrolysis cell, showing top separated from the main body, and indicating the locations of electrodes, gas delivery line, and the like.
  • FIG. 14 illustrates a schematic combination view of an electrolysis cell with an internal combustion engine connected with a preferred nozzle.
  • An internal combustion engine is generally based on the release of energy from one or more combustion chambers.
  • the engines operate as including within them or in association with them systems for providing fuel and oxygen gas.
  • the oxygen gas is provided through the inclusion of air which is rich in nitrogen.
  • the internal combustion engine in a preferred embodiment includes the production of hydrogen and oxygen gases through electrolysis.
  • the released hydrogen and oxygen gases are typically provided with the air as a mixture.
  • the gases and the fuel are brought together so that they are present in the combustion chamber at the same time.
  • the fuel may be provided with the hydrogen and/or oxygen gases as in a typical carburetor arrangement.
  • the fuels may also be provided directly to the chamber as in fuel injection.
  • the ignition of the aggregate of the materials may occur as the result of the ignition of a spark plug or through other methods such as pressure ignition, etc.
  • a preferred embodiment provides that a catalytic converter may not be required to meet the standard emissions required for some combustion engines.
  • a preferred embodiment also provides that preferred embodiments may be employed to further reduce toxins present in an engine employing a catalytic converter.
  • the hydrogen and oxygen gases of a preferred embodiment are provided in an electrolysis chamber which is substantially at ambient or slightly above ambient pressure. Such slightly above ambient conditions include those experienced both above and below sea level as well as a small amount increased thereof, which in preferred embodiments is less than three atmosphere equivalents above ambient, and in even more preferred embodiments is less than about one atmosphere equivalent above ambient and possibly about 3 psi above ambient pressure.
  • the hydrogen and oxygen gases may then be communicated to the combustion chamber by any method.
  • the hydrogen and oxygen gases may be included into the air transfer passages that typically are used in present combustion engines.
  • a nozzle may be utilized in a preferred embodiment that permits the hydrogen and/or oxygen gases to be more fully dispersed into the passage.
  • a preferred nozzle includes a larger conduit with the supply of hydrogen and oxygen gasses and small orifice or series of orifices for release of the hydrogen and oxygen gases into the passages leading to the combustion chamber as a preferred configuration.
  • Such nozzle which may operate at substantially ambient or near ambient or slightly above ambient pressure under low pressure differentials converts the flow of hydrogen and/or oxygen gases into a dispersed mixture of hydrogen and/or oxygen molecules in the passage leading to the combustion chamber.
  • a preferred embodiment provides that the dispersion of the hydrogen and/or oxygen provides for surprising benefits as to the performance and reduction of toxic substances.
  • the gases could be separated into substantially only hydrogen gas.
  • a preferred embodiment includes the control of the system based on the production and introduction of hydrogen gas.
  • the production of the hydrogen gas should be controlled to better control the performance of combustion. In such instances, the production of the hydrogen gas may be controlled by the design and energy provided to the unit.
  • electrolysis is accomplished through the powering of an anode and a cathode in the presence of an electrolytic liquid.
  • the preferred electrolyte is potassium hydroxide (KOH) provided in deionized, distilled or otherwise similarly processed water.
  • KOH potassium hydroxide
  • the electrolyte could include equivalent forms and other chemicals known in the field, such as sodium hydroxide or other alkaline substances, mixtures with other non-alkaline substances, or the like.
  • the pH of the liquid in the presence of the KOH is preferred to operate in the range of about 7 to 14 pH which is substantially non-toxic. Other preferred pH ranges are from substantially about 9 to about 14, and substantially about 10 to about 13.
  • the molar concentrations of the KOH are preferred to be in substantially the range of about 0.001 to 0.2 on a molarity (or mol/L) basis, or more preferred in substantially the range of about 0.005 to about 0.1 on a molarity basis.
  • the electrolyte comprises between about 0.05 to about 3% of the total solution. In preferred embodiments, about 1 to about 25 grams of KOH is added per one gallon of water.
  • an electrolytic chamber is filled with water in the presence of a predetermined amount of KOH or other electrolyte.
  • the chamber includes an anode which is conductive so as to energize the electrolytic liquid while being constructed to avoid decomposition and corrosion.
  • the preferred anode is provided by CerAnode Technologies International (Dayton, Ohio).
  • Preferred anodes may be formed of a substrate metal (or combination of metals) such as a noble metal, valve metal, precious metal, metal alloy and any of the like, coated by a protective conductor that is resistant to corrosion and decomposition as available in the art.
  • Coatings may be comprised of precious metals, conductive metal oxides, mixed metal oxides, conductive polymers, cermet, ceramics and any of the like as are available in the art.
  • Such anodes may be made from any known available materials including such as, by way of example, disclosed in U.S. Pat. Nos. 4,138,510;785 4,297,421; 4,468,416; 4,486,288; 4,946,570; 5,055,169; and 6,217,729: each patent of which is expressly incorporated in its entirety herein by reference thereto.
  • the anode may be passivated, stabilized and/or corrosion protected in any known manner.
  • Preferred anodes are characterized with having no undesirable electrode dissolution, no production of undesired by-products, no need for frequent purging of the chamber, and no need for frequent anode replacement.
  • a preferred valve metal base material is titanium, but also may be tungsten, tantalum, niobium, aluminum, or zirconium or alloys of two or more of them, or a base material may also include in addition to the foregoing valve metal(s) another metal (or metals) having low overvoltage such as cobalt, nickel, palladium, vanadium, molybdenum or mixtures thereof.
  • a typical ceramic coating is a multi phase rutile mixture of iridium oxide, tantalum oxide, and titanium oxide, and while the exact coating can vary, it will generally comprise a mixed metal oxide film incorporating Ta 3 O 5 and IrO 2 , with or without doping.
  • a metal oxide with a valence of less than +4 is used to increase the catalytic activity for oxygen evolution without adversely affecting coating mechanical properties.
  • the doping metal oxide may be present from about 0.1 to about 5 wt %, preferably about 1.5 to about 3.0 wt % of the coating.
  • Suitable doping metal oxides include, but are not limited to, alkaline earth metals such as calcium, magnesium, barium, and members of Groups VIII, VI B, and VII B of the periodic table such as cobalt, iron, nickel, chromium, molybdenum, manganese, etc.
  • the anode comprises an electroconductive base of titanium with a conductive coating over at least a portion of its outer surface, the coating comprising at least one material selected from the group consisting of precious metals, precious metal oxides, valve metal oxides, and combinations thereof.
  • the conductive coating comprises at least one oxide selected form iridium oxide, tantalum oxide, titanium oxide, or combinations thereof.
  • the electroconductive base comprises at least one valve metal, and more preferably comprises an alloy of at least one valve metal with at least one of the platinum group metals, and even more preferably comprises an alloy of titanium containing up to 0.2 wt % of palladium.
  • the container holding the water and electrolyte is itself the cathode.
  • Such preferred cathode and container is constructed of stainless steel.
  • the cathode acts as a heat sink to transfer thermal energy to the atmosphere outside of the electrolysis cell. Thermal energy is generated within the electrolysis cell. In a preferred embodiment, such thermal energy is first distributed to the electrolytic liquid and to the entirety of the cell. The electrolytic liquid is circulated throughout the volume to disperse heat from the areas of heat production. The thermal energy may be substantially removed through the cathode or wall of the cell container.
  • the cathodic container may include heat sinks, fans or other structures to facilitate the transfer of thermal energy to the surrounding atmosphere or other system such as a fan may be provided.
  • the anode is closely placed to the cathode and there is significant volume of liquid so that the system may efficiently transfer and dissipate thermal energy.
  • the compartment where the electrolysis occurs includes substantial water that is not needed to maintain electrolytic liquid between the anode and cathode.
  • the electrolytic liquid by virtue of the release of the hydrogen and oxygen gas, provides for circulation of the electrolytic liquid.
  • the circulation tempers the generation of temperature gradients and hot spots as the temperature is more equally distributed throughout the electrolytic liquid.
  • the anode is constructed with openings therein so that the electrolytic liquid may circulate through the anode and transfer thermal energy generated in the region of the anode and cathode interface to other parts of the electrolytic liquid.
  • such region includes the region where the anode and cathode are separated substantially by a distance d over the length of the anode.
  • the circulation of the electrolytic liquid and the thermal energy is controlled and moved by the release of the hydrogen or oxygen gases.
  • gas release causes thermal cooling electrolytic liquid to pass through openings in the anode to provide for a temperature gradient that it substantially uniform and does not include significant hot spots where the liquid could boil or otherwise degrade or malfunction.
  • predominant, salient or significant flow patterns of electrolytic solution flow radially inwardly in a plane substantially perpendicular to the axis of the rotor and/or the cathode.
  • Such flow may also include vector currents in directions which are not substantially perpendicular to the axis of the rotor and/or the cathode.
  • the vectors of fluid flow along the surface of the anode include a substantial vector flowing inwardly along the radial line.
  • Such flow patterns are advantageously and surprisingly utilized to permit the placement of the anode so that it may substantially close to the cathode while permitting for efficient thermal transfer of energy to the larger electrolytic system.
  • the anode When the chamber is full of electrolytic liquid, the anode is completely submerged and there is significant liquid above the anode, especially where the anode is closest to the cathode. As the hydrogen and oxygen gases are released, the electrolytic liquid level or volume becomes less. As the level or volume becomes less, the concentration of KOH and the pH of the remaining electrolytic liquid increases. In a preferred embodiment, the current applied to the cathode and the anode is maintained substantially constant. It was surprisingly found that the production of hydrogen and/or oxygen gases could be controlled to be substantially constant by the substantially constant current even though the nature of the electrolytic liquid changed. In a preferred embodiment, the level or volume of the electrolytic liquid does not have to be maintained constant.
  • the level or volume of the electrolytic liquid is permitted to be reduced as hydrogen and oxygen gases are released while maintaining a substantially uniform production of hydrogen and oxygen gases.
  • the effective resistivity of the electrolytic liquid changes which is reflected in a related signal to a control unit.
  • Such signals may be monitored as change in the effective voltage across the anode and cathode.
  • the effective voltage is utilized to provide control signals to other parts of the vehicle and to the user. Among the various signals, the user may be informed when it is necessary to add water to the electrolytic chamber.
  • the potential difference across the anode and cathode under substantially constant current is utilized to determine a cut-off threshold where the power to the anode and cathode is discontinued.
  • the voltage drop can be measured effectively through other parameters such as resistivity, wattage, conductivity, capacitance, or other electrical phenomenon.
  • the hydrogen and oxygen gases are used to combine with non-fossil fuels such as bio-fuels, ethanol, and others including mixtures of fuels where the mixture of non-fossil fuels to fossil fuels is increased.
  • non-fossil fuels such as bio-fuels, ethanol, and others including mixtures of fuels where the mixture of non-fossil fuels to fossil fuels is increased.
  • the hydrogen and oxygen gases are combined in the burning of fuel where the ethanol content is above 10%. It was surprisingly found that higher content of non-fossil fuels could be made to burn more efficiently and thereby provide further alternatives to higher grades of fossil fuels.
  • alternative fuel sources may be utilized such as fuels with a non-fossil fuel content above 10% as is the standard for some ethanol containing fuels presently on the market.
  • oxygenates may be advantageously used, including branched ethers and other alcohols.
  • bio fuels or blends like Flex Fuels or other types of mixes with components selected from the group consisting of bio-materials, hydrocarbons, oxygenates and mixtures thereof) may be utilized with the addition of the hydrogen and/or oxygen gases provided by the electrolysis cell.
  • FIG. 1 illustrates a schematic showing main parts of a combustion engine including an electrolysis cell 1 , an engine cylinder block 2 (also representing an engine itself in some embodiments), a piston 3 , a connecting rod 4 , and a crankshaft 5 .
  • the schematic also shows a power source 6 .
  • the power source 6 provides a substantially constant current where the current is maintained at about 30 amps. Accordingly, hydrogen and oxygen gases that are produced upon application of an electric current to a cell 1 travel to a block 2 via a conduit or passage 7 that may also allow entrance of other gases such as air via passage 12 .
  • the aforesaid gases enter engine cylinder block 2 via an intake port 8 where they combine with fuel supplied by fuel port 9 .
  • the piston Upon combustion of the fuel mixture, the piston is driven in the well known means to operating combustion engines by those skilled in the art. Products of the combustion exit via exhaust port 10 .
  • FIG. 2 illustrates an embodiment of an electrolysis cell 1 along with related component parts, including the following components:(a) an electrolysis chamber 101 that is connected to a tubing 102 (such as thermally stable nylon tubing); (b) a control unit (CU) 118 ; (c) a portion of a wiring harness that connects (i) the chamber 101 to the control unit 118 , (ii) the control unit 118 to the electrical system separator 507 to the electrical potential source (e.g. a typical vehicle battery or vehicle electrical system (not shown)), and (iii) the control unit 118 to a display unit, if applicable (e.g.
  • a light emitting diode or LED 529 a light emitting diode or LED 529 ); (d) a water trap/spark arrestor 106 located on the tubing 102 ; and/or (e) such other device so located to diffuse sparking from combustion engine backfire should it occur and also to prevent any electrolyte solution from accidentally getting into the line and into the engine in the event of an accident where the cell 1 is turned the wrong way.
  • Some or all of the components can be contained within a box 108 , which can help facilitate the installation and insulation of the embodiment.
  • a typical control unit may be supplied from Neuron Technology.
  • the box 108 can be constructed from aluminum and can comprise a front wall (not shown) that can be opened, an adjustable draft vent 109 that may be located on a rear wall (not shown) of the box 108 , a fan 111 mounted on the interior or exterior side of the chamber 101 ) and a heater 113 mounted on the interior side of a bottom wall 114 .
  • the heater 113 typically is generally encased in a stainless steel housing from which an electrical wire and plug are extended and may have a setting control and a temperature sensor. It will be understood by one skilled in the art, however, that although the illustrated embodiment depicts the box 108 having a rectangularish shape, the box 108 may be constructed in any geometrical shape, as is true for other geometries disclosed herein.
  • the box 108 may be constructed of other materials besides aluminum, including plastics and metals, without departing from the scope and spirit of the present disclosure. It will also be understood by one skilled in the art that the components within the box 108 may be installed on a vehicle or other equipment using an internal combustion engine 508 without the box 108 , without departing from the scope and spirit of the present disclosure. (For the purposes of illustration of an embodiment of the present disclosure, this embodiment has been described showing the box 108 . The scope of the disclosure of this Application is not intended to be limited by such description or any other preferred embodiment).
  • the box 108 or other various components can be mounted to a vehicle's frame (not shown), inside the vehicle, or mounted near the combustion engine system to which the disclosure is to be utilized (also not shown).
  • the box 108 can comprise a front wall (not shown) that is solidly hinged across the bottom, a lock loop 115 at a distal end and a latch 116 (such as a butterfly snap latch) on each side. It will be understood by one skilled in the art, however, that although this embodiment uses such an opening and locking system, any opening and locking system may be used, without departing from the scope and spirit of the present disclosure.
  • the draft vent 109 generally comprises at least one opening allowing air flow to enter and cool the electrolysis chamber 101 to provide for assisted air flow for transferring thermal energy from the electrolysis chamber 101 to the air flow through the box 108 .
  • a heater 113 such as a typical coiled heater or another any type, may also be included for heating the chamber 101 without departing from the scope and spirit of the present disclosure.
  • the heater 113 typically is generally encased in a stainless steel housing from which an electrical wire and plug are extended and may have a setting control and a temperature sensor(not shown).
  • a portion of the electrolysis cell 1 is shown in cut-away sectional view in FIG. 2 to reveal an anode 204 .
  • the electrolysis chamber 101 comprises a cathode 201 defining a volume (which is generally equivalent to the cylindrical volume of the wall of chamber 101 in preferred embodiments); a power connection 199 is also illustrated, a temperature sensor 202 attached to the cathode 201 or the chamber for the cooling fan control unit, a refill orifice 203 that can be screwed or clamped to the top of the cathode 201 , the tubing 102 (such as nylon tubing) securely attached to the lid 120 , an anode 204 located within the volume but not in contact with the cathode 201 , and an electrolyte solution 13 (also shown in, e.g., FIG.
  • the size of the electrolysis cell 1 may vary according to the size of the combustion engine 2 to which it is attached or incorporated.
  • the cathode 201 can have a cylindrical shape.
  • the lid of the cathode 201 may be typically constructed with a lipped threaded orifice with a screw on lid, which allows for refilling the cathode cylinder with deionized or distilled water as applicable.
  • the cathode 201 also has an orifice from which the tip of the anode 204 can protrude (e.g. as illustrated at the bottom of chamber 101 in FIG. 2 ), and a smaller lipped orifice (e.g. as illustrated at the top of chamber 101 in FIG. 2 ) into which the tubing 102 is inserted that transports the hydrogen and oxygen gases to the combustion engine compartment.
  • the cathode 201 is typically constructed from stainless steel. It will be understood by one skilled in the art, however, that although the shown embodiment depicts the cathode 201 having a cylindrical shape, the cathode 201 may be constructed in any geometrical shape, including, but not limited to, spherical shapes, rectangular shapes, hexagonal shapes, triangular shapes or custom fitted depending upon spatial requirements, without departing from the scope and spirit of the present disclosure.
  • cathode 201 being constructed from stainless steel
  • any material capable of being used as a cathode 201 for the production of hydrogen may be used, without departing from the scope and spirit of the present disclosure, including by way of example the material used in connection with the anode.
  • the electrolysis cell 1 further comprises a temperature sensor 202 , as shown in FIG. 2 , which can be placed on the outer wall of the cathode 201 and can be in communication with the control unit 118 , the cooling fan 111 and/or the heater 113 , and in preferred embodiments is connected directly with the cooling fan 111 as shown in FIG. 2 .
  • the temperature sensor 202 can be digital.
  • the sensor 202 signals the fan 111 to become operational when the temperature on bottom of the cathode reaches 130 F.
  • the anode 204 is secured within the electrolysis cell 101 in the volume defined by the cathode 201 , such that the anode 204 and the cathode 201 are not in contact.
  • disks 119 are utilized as securing spacers to keep the anode and the cathode optimally spaced, such disks comprising polytetrafloroethylene.
  • FIG. 2 illustrates a cross-sectional view of a portion of an embodiment of the disclosure to show features of the anode 204 .
  • the anode 204 is constructed such that it permits easy contact with electrolyte solution 13 , typically by constructing it with a mesh-like pattern, as reflected in FIGS.
  • anode 204 is generally coated with a protective material that will increase the life expectancy of the anode and that will decrease possible corrosion that could be caused by the electrolyte solution during the normal operation of the electrolysis cell.
  • anode 204 being an anode manufactured by CerAnode Technologies International
  • any material and coating being used as an anode 204 for the production of hydrogen and oxygen that are non-corrosive during alkaline electrolysis may be used, without departing from the scope and spirit of the present disclosure.
  • FIGS. 1-2 depict the anode 204 having a cylindrical shape
  • the anode 204 may be constructed in any geometrical shape, including, but not limited to, spherical shapes, rectangular shapes, hexagonal shapes, triangular shapes or custom shapes, without departing from the scope and spirit of the present disclosure.
  • the rod 207 of the anode 204 can exit the cathode 201 canister through an orifice in the bottom of the chamber 101 .
  • the anode rod 207 can be separated from the cathode 201 by a Teflon bushing that is flat on both sides.
  • the anode rod 207 can be held in place by hardware securing the anode 204 to the bottom of the cathode 201 .
  • the tip of the anode 204 may be connected to an electrical wire.
  • the electrolyte solution 13 as shown in FIG. 4 is filled in the electrolysis cell 101 to an electrolyte solution level, wherein the electrolyte solution fills a majority of the electrolysis chamber 101 (and coordinately the cathode 201 ).
  • the electrolyte solution level may be higher or lower without departing from the scope and spirit of the present disclosure.
  • the electrolyte solution used is a potassium hydroxide solution, of a strength which is environmentally friendly. It will be understood by one skilled in the art, that although this embodiment shows the electrolyte solution being a potassium hydroxide solution, any electrolyte solution capable of producing hydrogen may be used, without departing from the scope and spirit of the present disclosure.
  • the electrolyte solution can communicate electrically between the cathode 201 and the anode 204 .
  • the water in the electrolyte solution can decompose, in that the anode 204 forms oxygen while the cathode 201 forms hydrogen, both of which gases rise into a gas accumulation zone (such as a de minimus gas accumulation zone), located between the electrolyte solution level and the top of the cap of the cathode 201 or electrolysis chamber 101 .
  • the hydrogen and oxygen are instantly drawn from the gas accumulation zone via the tubing 102 .
  • the electrolyte solution 13 utilized in the embodiment shown in FIG. 4 comprises a small amount of electrolyte generally in de-ionized water or distilled water.
  • an electrolyte solution typically can be used wherein the amount of potassium hydroxide ranges between about 1.5 grams to about 12, to about 25 grams per gallon of water, and in preferred embodiments the amount of potassium hydroxide is typically about 37.5 grams to one and one half gallon of water or substantially similar molarity sufficient to stay within an acceptable range as discussed in greater detail above.
  • FIG. 4 illustrates a schematic view of electrolyte solution level 13 in between cathode 201 and anode 204 , along with a water trap/spark arrestor 106 (discussed in more detail below) and with an injector 117 (also discussed in more detail below), altogether to deliver the hydrogen and oxygen gases to the combustion engine 2 .
  • a pH range of about 7 to about 14 and above can easily be tolerated, as well as a range of electrolyte concentration and liquid levels such that a constant current applied electrolytically results in surprisingly constant hydrogen and oxygen gas evolution.
  • FIG. 4 illustrates a schematic view of electrolyte solution level 13 in between cathode 201 and anode 204 , along with a water trap/spark arrestor 106 (discussed in more detail below) and with an injector 117 (also discussed in more detail below), altogether to deliver the hydrogen and oxygen gases to the combustion engine 2 .
  • a pH range of about 7 to about 14 and above can easily be tolerated, as well as a range
  • FIG. 5 illustrates an enlarged view of the electrolyte solution 13 , cathode 201 , and anode 204 to show how bubbles of gas are continuously formed above the anode 204 .
  • FIG. 6 illustrates an even more enlarged view of the electrolyte solution 13 , wherein the dimensional spacing can be clearly marked and understood, such that even as the resistance changes as liquid level D drops with consumption of water through electrolysis and concentration of electrolyte increases, the spacing d between cathode 201 and anode 204 permits generally constant gas evolution based on the preferred relationship constituting generally high ratios of large D to small d.
  • Such a ratio of D:d is generally at least about 10:1 and preferably is even greater such as to be at least about 50:1, and is most preferably designed so that the anode 204 remains fully submerged in electrolyte solution throughout use in order to obtain constant hydrogen evolution.
  • the ratio of the diameter (Dia.) to the spacing d is quite large at about 50 to 1 and may also preferably be anywhere in the range of about 500 to 1 to about 1 to 1. In a preferred embodiment, the ratio of diameter (Dia.) to d is about 100 to 1 to about 20 to 1.
  • the volume of electrolytic liquid indicated by level D is substantially more in a preferred embodiment, than the volume indicated by h which generally reflects the height of the anode 204 along the area where such anode is in close proximity to the cathode 201 .
  • Such ratio of Dia. to d permits for efficient thermal transfer and dissipation according to a preferred embodiment.
  • the ratio of diameter (Dia.) to the height of electrolytic solution (D) is such that it forms a varying ratio of about 3:1 to about 1:1.
  • the height of the anode is preferred to be about half of the diameter (Dia.) in an embodiment, as the volume of the electrolyte solution decreases, the anode is not exposed and a constant substantially electrically effective surface area or Gaussian area is maintained.
  • the Gaussian area of the electrolysis is maintained substantially constant while the effective concentration of the electrolyte is varied.
  • Such configuration permits the resistivity across the distance d to be substantially lessened relative to the volume of electrolytic solution relatively indicated by the level D of the electrolyte liquid available in the volume including the dimension of the diameter.
  • FIG. 7 illustrates an embodiment showing the flow of electrolyte solution 13 between the cathode 201 and the anode 204 and into the volume of the electrolyte solution 13 .
  • FIGS. 5, 6 , and 9 depict the progression as the cell 1 (shown, e.g. in FIG. 1 ) produces hydrogen and oxygen gases which are generally depicted as bubbles.
  • the volume of electrolytic liquid 13 which may be generally reflected depth D as shown in FIG. 6 , is greater than the volume of electrolytic liquid 13 depicted in FIG. 9 and substantially greater than the volume generally reflected by the height h of the anode 204 in the area where said anode and cathode 201 are in close proximity as indicated by distance d.
  • the concentration of electrolyte in FIG. 9 is greater than the concentration in FIG. 5 .
  • the volume of electrolytic solution 13 is reduced as in FIG. 9 the user may add water 15 to the cell.
  • the cycle of addition of water relative to the number of miles of operation is over 10,000 miles.
  • water 15 may be added once every approximately 20,000 miles.
  • the performance cycle for the cell 1 relative to the miles driven is preferably approximately 20,000 wherein the cell is closed and water (in combination with electrolyte) is maintained in a given volume, such volume being maintained at substantially ambient or slightly above ambient pressure.
  • a user may pour water 15 directly into an electrolysis chamber 101 (depicted as a cathode 201 ), even while the chamber 101 is in operation.
  • Such use of water 15 generally permits operation of the cell 1 in an engine 2 for over 20,000 miles.
  • FIG. 8 illustrates the predominate vector of water and gaseous flow in an embodiment. As shown there is a significant and predominate vector of gaseous hydrogen and oxygen production that moves in the radially inwardly direction.
  • the anode 204 (not depicted in FIG. 8 ) is configured to be spaced from the cathode such that the flow vectors in the radially inward direction are provided.
  • the close distance (d) as explained in connection with other drawings (e.g. FIG. 6 ) facilitates such operation.
  • FIG. 8 also demonstrates that the configuration of the anode, including openings, facilitates the flow from the region of the insubstantial distance (d) into the larger volume within the anode and above the anode.
  • the substantial flow vector in the radially inwardly direction provides for increased heat transfer and reduces sharp temperature gradients which might otherwise lead to degradation and volatility.
  • Such substantial vector is readily observed by lowering the depth D of the electrolytic liquid to the height h of the anode so that the top of the electrolytic liquid 13 may be observed as the electrolysis is conducted.
  • the control unit 118 shown in FIG. 10 and FIG. 11 can also be contained within the box 108 (but like other components does not necessarily have to be within an box 108 ).
  • the control unit 118 can be remotely connected to a display unit via a two-wire serial network, wireless connection or a fiber optic connection.
  • the control unit 118 may monitor data and compile it before sending the information to the display unit; thus, providing a user with indication (which may be visual) that the system is operating either properly or improperly.
  • the display unit may be LED 529 , LCD or any other type of display unit.
  • the control unit 118 illustrated in FIG. 2 can control the on/off operation of the entire system and can ensure that the hydrogen and oxygen gases are generated only when the engine is running.
  • the control unit 118 typically maintains a constant current output of about 30 amps, by allowing voltage to vary as the resistance of the electrolyte solution changes such that voltage can vary between 5.8 and 3.8 volts with a cutoff at 3.8 and other signals to indicate refill conditions in a preferred embodiment.
  • the control unit 118 may also adjust and/or determine input voltage range, output voltage, amperes, current ripple, input polarity protection, output short circuit protection, temperature control of the electrolyte solution, LED indicators for operating conditions, automatic on/off function relative to engine operation and a rocker switch to control on/off function manually.
  • the wire 508 is connected to the positive terminal block connection of the cell 101 which is connected to the anode.
  • the control unit 118 is connected with wire 515 to the output side of battery or electrical system separator 507 which is in turn connected to the positive pole of the electrical potential power source 6 with wire 501 .
  • Wire 502 connected to the battery negative post 504 is connected to control unit 118 negative input port 516 .
  • the battery or electrical system separator is not shown in FIG. 10 .
  • Wire 507 is connected to the negative output of control unit 118 and to ground post 119 .
  • Wire 520 is connected to the output side of the battery or electrical system separator 507 and to cooling fan 111 and/or cooling control unit 230 .
  • Temperature sensor 202 is connected to cooling fan 111 and/or cooling control unit 230 .
  • the battery separator contains the 12 volts until the engine 2 alternator (not shown) connected to the power source and the engine starter (also not shown) pulls about 13.5 volts from the power source to start the engine.
  • the 13.5 volts parameter is designed as a safety device to prevent the hydrogen gas from forming from the cell 1 unless and until the engine is operating.
  • the system's operation is straight-forward and operates on basic principles. Electrical current can be supplied to the electrolysis cell 1 by turning the internal combustion engine ignition switch to start the combustion engine 2 or by a separate toggle switch located in the vehicle cockpit or the toggle switch located on the control unit 118 .
  • the vehicle battery (not shown) then can provide the electrical current to the anode 204 .
  • the cathode 201 is grounded to the negative pole of the battery or other area suitable for grounding purposes.
  • the hydrogen and oxygen can be instantly drawn from the gas accumulation zone to the combustion engine intake via the tubing 102 .
  • the combustion engine intake is where the fuel mixes with the hydrogen and oxygen gases, and undergoes combustion. Hydrogen and oxygen can be generated as long as the combustion engine 2 is running.
  • the control unit 118 turns the system off. As the unit operates over time, the electrolyte solution becomes more concentrated with electrolytes because the de-ionized water or the distilled water has been dissipating and thus an increase in operating temperature resulting in a drop in compliance voltage triggering the display 529 to indicate that the water level is low.
  • the connection between control unit 118 and display 529 may be serial or otherwise. Further, control unit 118 may be integrated into the vehicle's central or auxiliary processing units (not shown).
  • the control unit 118 can further control the operation of the electrolysis cell 1 so that the operation is safer and there is little maintenance involved. If the temperature of the outer wall of the cathode 201 reaches 42° F., a temperature sensor 202 activates the heater 113 , which is connected to an electrical potential source (such as a vehicle battery (not shown)) to maintain that ambient temperature within the box 108 until the electrolysis cell 1 is operational and the temperature of the electrolyte solution increases.
  • an electrical potential source such as a vehicle battery (not shown)
  • the number of electrolysis cells 1 to be used in a system will vary.
  • FIG. 11 further depicts an embodiment of the control unit 118 .
  • a microprocessor 806 is provided with memory 803 , a central processing unit 804 and an input/output interface 805 .
  • This configuration may be implemented in any number of manners such as through PLCs, computers, etc.
  • a typical PLC is commercially available from TriPLC.
  • the memory provides storage of parameters for proper control of the systems from interval to interval.
  • the memory may be in the form of RAM, ROM, EEROM, etc.
  • the parameters stored therein may be used to provide other parameters and control variables for directing the operation of peripheral devices such as the Heat/cooling units 800 .
  • the parameters may also be employed to set or calculate the operation of a power source 801 , such as to control a substantially constant current of 30 A.
  • the I/O interface may communicate with peripheral devices in any known manner such as serially, in parallel, digitally or in analog.
  • a simple programmable controller could be used to limit the electrolysis current and/or temperature to prevent electrolyte from becoming undesirably too hot and/or boiling away.
  • the electrical system 6 of the vehicle is connected to the battery or electrical system separator 507 (not shown in FIGS. 10 and 11 ) which is connected to power source 801 which is connected further through the I/O 805 , which may be a bus connection within a PLC logic unit.
  • the microprocessor 806 sends control signals to the power source 801 such that the power source provides a substantially constant current to chamber 101 based on the power provided by electrical system 6 .
  • a voltage sensor 802 is also provided which generates a signal that is fed back to the I/O 805 . As explained, depending on the volume of electrolytic solution and the concentration of the electrolyte in the liquid within the chamber 101 , the apparent voltage drop across the chamber 101 will vary.
  • a signal depicting such changes may be directed to the I/O interface 805 for further processing and potential generation of other signals. For example, at a given signal, the current provided by power source 801 to the chamber 101 may be terminated. At another given signal, the user interface 50 could be sent a signal by the I/O interface 805 to indicate to the user the level of the electrolytic solution in the chamber 101 and that water needed to be added.
  • a temperature sensor 202 is provided to sense the temperature of the electrolytic liquid within the chamber 101 .
  • the temperature sensor 202 may provide a signal to the I/O interface 805 reflecting the temperature of the electrolytic liquid where the microprocessor 806 may generate other control signals that are provided through the I/O interface 805 .
  • Such provided signals can control the heat/cooling units 800 to provide either heat or cooling to the chamber 101 .
  • the temperature sensor 202 can be connected directly to the heat/cooling units 800 as shown by connection to fan 111 , which may be operated independently of the control unit 118 .
  • sensor 202 is connected to fan 111 directly.
  • the water trap/spark arrestor 106 is located on the tubing 102 , which supplies hydrogen and oxygen to the combustion engine intake via the injector 117 .
  • the water trap/spark arrestor 106 can be located within or outside the box 108 , without departing from the scope and spirit of the present disclosure.
  • the water trap/spark arrestor 106 serves a dual purpose. First, the water trap/spark arrestor 106 prevents water from traveling from the combustion engine intake to the electrolysis cell 1 . Second, the water trap/spark arrestor 106 prevents combustion engine backfire from reaching the electrolysis cell 1 , which would be an explosion hazard.
  • the injector 117 is used to deliver the hydrogen gas to the internal combustion engine 2 in a constant, slightly diffused stream that is consistent and uninterrupted.
  • the injector 117 can be a single unit milled from a solid block of aluminum that is 11 ⁇ 4 inches in length by 3 ⁇ 4 inches at its widest point and 1 ⁇ 4 inch in width at its narrowest point.
  • the injector 117 does not have to be of the same scale and further may be constructed of any material that can be precision milled and does not adversely react to the gas being injected.
  • a 0.032 inch injecting orifice can be drilled in the top center of the distal end of the injector 117 such that the injecting orifice continues through the entirety of the injector 117 .
  • the injecting orifice is threaded so as to be able to receive a slip-fitting locked onto the end of the plastic tubing.
  • the miniscule size of the injecting orifice can be utilized to create a slight backpressure, which causes the hydrogen supply stream to be uninterrupted and consistent.
  • the stream is characterized as having laminar flow.
  • the injector 117 utilizes a venturi effect to disperse the gas from the inlet to the air intake passage to the combustion chamber. The velocity of flow of the gas increases as it passes through the injector 117 and there is a pressure drop.
  • the top half of the injector 117 can be rectangular and larger than the bottom half so as to serve as a secure connector housing between the slip fitting of the tubing 102 and the injecting orifice, thereby eliminating the risk the low density gas may escape.
  • the bottom half of the injector 117 can be a rounded cantilevered shape and can be partially threaded on its exterior so as to provide a secure fitting at the point where the injector 117 is attached to the combustion engine intake or the turbine housing (not shown).
  • the size of the injector 117 and the injecting orifice may be adjusted to fit the size of the internal combustion engine 2 for which the present disclosure is used.
  • the injector 117 may be used in instances where the hydrogen is delivered by a free-flow method or with the assistance of a pumping mechanism.
  • the tubing 102 from the electrolysis cell 1 is generally snap-lock fitted and can connect to either the low pressure side of a combustion engine intake via the injector 117 (if the hydrogen and oxygen is to be delivered via the free-flow method) or the high pressure side of the combustion engine intake via the injector 117 (if the hydrogen and oxygen is delivered via the pump-flow method).
  • the vehicle type along with other determinates can determine the flow method.
  • the pump-flow method can be used if the combustion engine 2 is operated in primarily sub-freezing temperatures during winter months or if the combustion engine 2 has been retrofitted with an exhaust gas recirculation device (not shown).
  • the installation is typically simple and does not require modifications to the existing system.
  • a positive crankcase ventilation (PCV) system (not shown) of the engine 2 typically acts with a vacuum or negative pressure effect to assist the flow of hydrogen and oxygen gases.
  • FIG. 13 An embodiment is illustrated in FIG. 13 , showing an electrolysis canister 28 which is formed of stainless steel or other chemically compatible metal.
  • canister 28 has a bottom 29 and a canister head 31 with integral o-ring seal 32 and threaded lock ring 33 which secures and seals the canister head 31 to the canister cylinder 30 , but allows easy removal for servicing.
  • the canister cylinder 30 of canister 28 also serves as the cathode.
  • connection rod 35 Located within the canister 28 is anode 34 secured concentrically by means of connection rod 35 which is electrically connected to anode 34 at one end via titanium bracket (not shown) and the other end becomes an electrical terminal 36 for an electrical wire.
  • Rod 35 is insulated from contact with canister head 31 by means of centralizer 38 A and o-ring seal 38 B.
  • Anode 34 is insulated from canister cylinder 30 with spacers at each end of anode 34 .
  • Anode 34 is best configured as an open mesh or perforated solid (not illustrated in FIG. 13 ).
  • FIG. 14 An embodiment is illustrated in FIG. 14 , which illustrates an embodiment of the electrolysis cell of the invention as used connected with a vehicle combustion engine 508 .
  • the battery is shown as 505 , which acts a source of electric potential.
  • Tubing 102 is illustrated connecting the chamber 101 to the engine 508 via the injector 117 . If the hydrogen and/or oxygen gas is to be delivered via a free flow method, then typically the connection may be to the low pressure side of the engine 505 air intake. If the hydrogen and/or oxygen gas is to be delivered via a pump flow method, then typically the connection may be to the high pressure side of the engine 505 air intake. Generally vehicle type and use will determine the best method for delivery.
  • the pump flow method typically is used if the engine 508 is operated primarily in sub-freezing temperatures during winter months or if the engine has been fitted with an exhaust gas recirculation device (not shown).
  • the method that is typically used is the simplest one that does not require modifications to the existing system.
  • the number of chambers 101 to be used in a system typically may vary.
  • Some of the advantages of the present disclosure include its safety aspects, economic benefits and environmental benefits. For instance, burning the conditioned mixture of hydrogen and oxygen gases produces high temperature steam; accordingly, the exhaust gases from the engine typically may be steam cleaned and may have substantially lower concentrations of combustible particles.
  • the elegance of the design decreases the necessity for maintenance other than for the occasional addition of deionized or distilled water to the cathode 201 container.
  • the environmentally friendly electrolyte solution is safe for the user and will not cause harm in the event of an accidental spill from the cathode 201 container.
  • the simplicity of the present design allows for an economically viable product which can be used in applications, including all combustion engines used in automobiles, trucks, agricultural equipment, construction equipment, trains, power generators, motorcycles, mining equipment, and in non-combustion engine fossil fuel burning applications including coal fired power plants.
  • the present disclosure is designed so as to eliminate any moving parts which results in higher durability and longer life expectancy.
  • Some of the safety feature of the present disclosure include the use of a water trap/spark arrestor 106 in the tubing 102 , the top cap being securely attached to the cathode 201 , the control unit 118 ensuring that the present disclosure is not operational unless the engine is running, a display unit to allow the user to determine that the system is operating properly, and the control unit 118 controlling the present disclosure's operation (i.e., turning the system off and on in accordance with electrolytic liquid level and controlling the electrical current applied to the anode 204 .)
  • the trap/spark arrestor 106 also acts as a backflash arrestor and prevents accidental ignition of hydrogen and oxygen gases in the event of engine backfire.
  • Another expected advantage of the present invention is less indirect maintenance on the engine 2 due to improved efficiency such that the exhaust system requires less maintenance due to decreased corrosion, engine oil levels require less frequent inspection due to easier running conditions, engine oil stays cleaner, and other aspects of vehicle maintenance repair are expected improved by use of the cell 1 .
  • Some embodiments of the disclosure are expected to have an approximate 25% reduction in NOx emissions, while simultaneously not increasing the percentage of NO 2 emissions.
  • the NO 2 emissions according to some current regulations, must be 20% or less of the total emissions. Further, there is a substantial improvement in fuel mileage obtained, which results in less fuel being used and less environmental pollution that is added to the atmosphere. Also, dilute potassium hydroxide, which is environmentally friendlier than many alternatives, is used in the electrolyte solution within the electrolysis cell.
  • the following experimental data shows an embodiment of the present disclosure operating with an increased efficiency, a lower NOx emissions while simultaneously not increasing NO 2 emissions.
  • the experimental data also illustrates a comparison of mileage increases between the present disclosures' operation and the hydrogen/oxygen fuel cell data disclosed and published in the Stowe Patent.
  • the electrolysis cell used in the following experiments was based on a coated anode system (commercially available from CerAnode) having a mixed oxide coating believed to comprise a dual rutile phase of tantalum oxide and iridium oxide applied to a substrate comprising titanium alloy with less than 0.2 wt % palladium.
  • a fuel cell configuration employed in these examples included a cathode container, an anode separated from the cathode as essentially described herein, a battery separator, and a hydrogen injector as described.
  • the Stowe patent disclosure publication asserted increases in miles per gallon ranging between 22.8% and 34.8%. Hence in comparison, the present disclosure delivers approximately a maximum of about 30% more miles per gallon and/or a minimum of about 10% more miles per gallon than the published Stowe Disclosure. Such an improvement over the art was clearly considered to be significant even under any possible variations in normal field testing conditions. Accordingly, an embodiment of the present disclosure was found to have increased the miles per gallon of fuel of the combustion engine by at least about 40 percent on an absolute basis in compassion to baseline testing without any electrolysis cell, and in one instance the cell increased the miles per gallon of fuel of the combustion engine by at least about 50% or more.
  • the analyzer measured gases and calculated in PPM (parts per million) combustion parameters.
  • the AC incorporated a high flow pump, a radiant gas cooler and self-draining moisture trap to properly cool the gas samples.
  • the results of this testing with the engine operating under substantially constant and similar conditions in all instances is reflected in Table 2: TABLE 2 CO NO x BASELINE EMISSION TEST DATA WITHOUT ELECTROLYSIS CELL: Overall Average for three (3), 134 173 Five 5 Minute Emissions Tests EMISSION TEST DATA WITH ELECTROLYSIS CELL OF EXAMPLE 1: Overall Average for one (1), 103 129 Thirty 30 Minute Emissions Tests
  • the electrolysis cell decreased the CO emission by about 23% and the NOx by about 25% when applied within an internal combustion engine using the above testing methods. Therefore, such an electrolysis cell decreases both NOx and CO emissions by at least about 20% as compared to test data without use of an electrolysis cell in the combustion engine.
  • these tests show some advantages that may be obtained under some conditions. Obviously, results may vary depending on a multitude of conditions including the condition of the engine, environmental conditions, fuel being used, etc. such that improvements are not seen in every instance.
  • This example demonstrates how various coated and uncoated anodes were evaluated to determine suitable anodes for long term use in potassium hydroxide electrolyte solutions in order to find materials that would have sufficient longevity of a vehicle, or approximately five to ten years. Accordingly, conventional accelerated testing conditions were determined based on using slightly concentrated potassium hydroxide at temperatures slightly above ambient and under electrolysis conditions of slightly increased current application.
  • Titanium metal reacted to reduce its conductivity when connected as an anode in any strength of potassium hydroxide.
  • Nickel plate corroded, dissolved and left an undesirable black electrolyte.
  • Copper metal turned green when used with potassium hydroxide, and it corroded and dissolved.
  • aluminum was used as the anode, it burned off, creating aluminum compounds. While these anodes were useful, a titanium anode coated with a ceramic coating that was electrically conductive and resistant to decomposition was advantageous.
  • a coated material was used for testing which was believed to comprise a titanium substrate alloyed with less than 0.2 wt % palladium coated with a dual rutile phase of tantalum oxide and iridium oxide commercially available from CerAnode. Under similar testing conditions used above for the uncoated materials, the coated anode was stable, undissolved, and gave good performance while also not contaminating the electrolyte solution.
  • a stationary generator was used to examine fuel consumption with and without an embodiment of the electrolysis cell.
  • the cell used was substantially similar to the cell used in Examples 1 and 2.

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