US20150167180A1

US20150167180A1 - Oxyhydrogen Gas Generating System

Info

Publication number: US20150167180A1
Application number: US14/575,623
Authority: US
Inventors: James B. Maddox
Original assignee: Individual
Current assignee: Individual
Priority date: 2013-12-18
Filing date: 2014-12-18
Publication date: 2015-06-18

Abstract

A system for generating ortho-Oxyhydrogen uses a number of electrolytic cells to convert water into gas via electrolysis, with the resulting oxygen and hydrogen gas mixture being input into a combustion engine through the air intake duct. The system results in increased engine efficiency. The electrolytic cells are split into a two by three grid, with two rows of anodes and two rows of cathodes. A primary anode and a primary cathode serve to split current from a power source in order to ensure current is evenly split between the rows. Water for the electrolysis is supplied from a fluid storage tank, from which it passes through a fluid leveling tank into the electrolytic cells via a fluid pan. The system is operated by a control module which manages several aspects such as temperature, system shutdown, and circuit protection.

Description

The current application claims a priority to the U.S. Provisional Patent application Ser. No. 61/917,547 filed on Dec. 18, 2013.

FIELD OF THE INVENTION

The present invention relates generally to a system for generating ortho-Oxyhydrogen gas in order to improve fuel economy and increase horsepower in combustion-powered vehicles.

BACKGROUND OF THE INVENTION

Hydrogen gas, also referred to as “Oxyhydrogen”, has been applied for decades in a variety of fields. One area of particular interest is the automotive field, where there is a great demand for technology to decrease fuel consumption and reduce environmental impact by lowering greenhouse gasses. A number of products have been provided for utilizing electrolysis to generate hydrogen gas, which can be input into an engine to increase fuel efficiency. Because this process only requires water and an electrolyte and only produces water and hydrogen, it is especially environmentally friendly. It is therefore an object of the present invention to provide an ortho-Oxyhydrogen gas generating system which can be retrofitted to a diesel burning vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is an outline of the general operation of the present invention.

FIG. 2 is an outline of the electrolytic process of the present invention.

FIG. 3 is an outline explaining the arrangement of the generators of the present invention.

FIG. 4 is an outline showing the relation between the electrolytic cell and water storage system of the present invention.

FIG. 5 is an outline of the flow of the generated orth-Oxyhydrogen gas of the present invention.

FIG. 6 is an outline of the electrical circuit for the electrolytic cells of the present invention.

FIG. 7 is an outline of the water supply flow path for the electrolytic cells of the present invention.

FIG. 8 is an outline of the generated gas flow path via the electrolytic cells of the present invention.

FIG. 9 is a cutaway showing an individual electrolytic cell, with hydrolysis plates, of the present invention.

FIG. 10 is a diagram showing electrical connections for a number of sensors of the present invention.

FIG. 11 is a representation of the fluid tanks and associated fluid level sensors of the present invention.

DETAIL DESCRIPTIONS OF THE INVENTION

All illustrations of the drawings are for the purpose of describing selected versions of the present invention and are not intended to limit the scope of the present invention.
The present invention is a system capable of producing ortho-Oxyhydrogen gas through the electrolysis of water. While the present invention could potentially be utilized in a variety of fields and applications, an embodiment designed for automotive applications is primarily described in this disclosure. The generation of ortho-Oxyhydrogen gas improves the fuel economy of traditional internal combustion engines, as well as increasing horsepower and reducing maintenance costs. In order to provide these advantages, the present invention comprises a power source 1, a control module 2, a fluid pan 3, a fluid storage tank 41, a fluid leveling tank 9, a filtration tank 5, a plurality of primary electrolytic cells 6, and a plurality of secondary electrolytic cells 7. The power source 1 supplies the necessary energy for operating the present invention and is such is electrically connected to the plurality of primary electrolytic cells 6 and the plurality of secondary electrolytic cells 7. The control module 2, meanwhile, enables control over subsystems and other aspects. The fluid pan 3, fluid storage tank 41, the fluid leveling tank 9 and filtration tank 5 serve to store, transport, and treat the water needed for electrolysis. The fluid pan 3 also serves as a base for the electrolytic cells, with the plurality of primary electrolytic cells 6 and the plurality of secondary electrolytic cells 7 being connected atop the fluid pan 3. The plurality of primary electrolytic cells 6 and plurality of secondary electrolytic cells 7 themselves are the heart of the present invention, using energy supplied from the power source 1 to produce desirable ortho-Oxyhydrogen gas from the stored water. Preferably the stored water is provided with an added electrolyte such as Potassium Hydroxide. Potassium Hydroxide is advantageous as it has a longer effective operation life, and does not need to be replaced except during servicing of the present invention. The water used should be distilled water for optimal operation. The present invention is explained in more detail via the illustrations provided in FIG. 1-FIG. 11.
As an aside, it is noted that the present invention prefers the RT-114-DSICM as the control module 2. This is because the RT-114-DSICM has been specifically designed and manufactured for use with the present invention, which means other control modules 2 may not function properly if used with the present invention. Thus, while it is ultimately possible to adapt other control modules 2 for use with the present invention, the RT-114-DSICM is used in the preferred embodiment.
While the different ratios of oxygen and hydrogen gases may be prepared but the present invention, it has been found that a five-to-one ratio of ortho-hydrogen to oxygen is ideal. Thus, from each plurality of hydrolysis plates 87 (described in more detail later), five plates produce ortho-hydrogen while one plate produces oxygen. In total, there are thirty plates producing ortho-hydrogen and six plates producing oxygen. This helps to improve efficiency as heat, amperages drawn, and steam production is all minimized.
The plurality of primary electrolytic cells 6 and the plurality of secondary electrolytic cells 7 each comprise a cylinder block 81, a cylinder head 82, an intake port 83, an exhaust port 84, an anode terminal 85, a cathode terminal 86, and a plurality of hydrolysis plates 87. The cylinder block 81 and head form the primary structure for each electrolytic cell. The intakes and exhausts allow generated ortho-Oxyhydrogen to be routed through the electrolytic cells, while the anode terminal 85, cathode terminal 86, and plurality of hydrolysis plates 87 are electrically connected with the power source 1 in order to enable the electrolysis process.
The individual cells themselves are formed by sealing the cylinder head 82 atop the cylinder block 81, creating a fluid reservoir 811 within the cylinder block 81. The plurality of hydrolysis plates 87 is positioned within the fluid reservoir 811, where they directly contact water in the fluid reservoir 811 as necessary for the electrolysis process. The intake port 83 and exhaust port 84 traverse into the cylinder head 82, allowing generated gases to be transferred between individual cells and ultimately to the air duct of a combustion engine, where the ortho-Oxyhydrogen mixture will improve operation of said combustion engine. The anode terminal 85 and cathode terminal 86 allow the hydrolysis plates 87 to be electrically connected into an electrolysis circuit. The cylinder block 81 and hydrolysis plates 87 are secured to the fluid pan 3 in a manner that allows water into the fluid reservoir 811 as required for the electrolysis process. The generated gases (oxygen and hydrogen) are contained thanks to the cylinder head 82 being hermetically sealed with the cylinder block 81.
In order to optimize the electrolysis process, the present invention provides a number of specific electrical connections between the electrolytic cells and the power source 1. These connections are centered a round the use of two primary electrolytic cells 6, each with two corresponding subsidiary electrolytic cells, in order to ensure current is split evenly between each of the individual electrolytic cells. Effectively, the two primary electrolytic cell 6 s act as current splitters. Three electrolytic cells are provided as “anode generators” and three electrolytic cells are provided as “cathode generators”, such that there are six electrolytic cells in total. The three anode generators are a primary anode generator 61 grouped with a first subsidiary anode generator 71 and a second subsidiary anode generator 72. The three cathode generators are a primary cathode generator 62 grouped with a first subsidiary cathode generator 73 and a second subsidiary generator. The six electrolytic cells are electrically connected in a circuit with the power source 1 via their individual anode terminal 85 s and cathode terminals 86. These anode terminals 85 and cathode terminals 86 allow current to be supplied to the hydrolysis plates 87 of each electrolytic cell, as required for the electrolysis process.
In describing the electrical connections of the electrolytic cells in more detail, the power source 1 supplies current directly to the primary generators, with the current then being split to the secondary generators. The power source 1 comprises a positive terminal 11 and a negative terminal 12; the positive terminal 11 is provided for connection with the anode terminal 85 of the primary anode generator 61 while the negative terminal 12 minors this as it is connected with the cathode terminal 86 of the primary cathode generator 62. The current from the primary anode generator 61 is then split between the first subsidiary anode generator 71 and second subsidiary anode generator 72. This is accomplished by connecting the anode terminal 85 of the primary anode generator 61 to the anode terminal 85 of the first subsidiary anode generator 71 and the anode terminal 85 of the second subsidiary anode generator 72. Likewise, the primary cathode generator 62 splits current to the subsidiary cathode generators by connecting the cathode terminal 86 of the primary cathode generator 62 to the cathode terminal 86 of the first subsidiary cathode generator 73 and the cathode terminal 86 of the second subsidiary cathode generator 74.
In addition to the electrical connections described above, the anode generators are electrically connected to paired cathode generators. There are three of these paired connections, two between the subsidiary generators and one between the primary generators. In order to connect the primary generators in such a manner, the cathode terminal 86 of the primary anode generator 61 is connected to the anode terminal 85 of the primary cathode generator 62. The subsidiary generators are connected in a similar manner; the cathode terminal 86 of the first subsidiary anode generator 71 is connected to the anode terminal 85 of the first subsidiary cathode generator 73 while the cathode terminal 86 of the second subsidiary anode generator 72 is connected to the cathode terminal 86 of the second subsidiary cathode generator 74.
In order to allow the generated gases to flow between cells, the cells are separated into groups of anode generators and cathode generators. In the illustrated embodiment (as previously described), there are three anode generators, specifically a primary anode generator 61, a first subsidiary anode generator 71. The cathode generators parallel this, with there being a primary cathode generator 62, a first subsidiary cathode generator 73, and a second subsidiary cathode generator 74. Each primary generator is flanked by its respective secondary generators, such that the generators are aligned into a two rows of three columns each; the first row is one set of generators (e.g. the anode generators) while the second row is the other set (e.g. the cathode generators). The generators in each row are in fluid communication with each other via the intake ports 83 and exhaust ports 84. Thus, the exhaust port 84 of the first subsidiary anode generator 71 is routed to the intake port 83 of the primary anode generator 61. The exhaust port 84 of the primary anode generator 61 is then routed to the intake port 83 of the second subsidiary anode generator 72. The cathode generators are configured similarly; the exhaust port 84 of the first subsidiary cathode generator 73 is routed to the intake port 83 of the primary cathode generator 62, and the exhaust port 84 of the primary cathode generator 62 is routed to the intake port 83 of the second subsidiary cathode generator 74. This configuration, as earlier referenced, allows flow of the generated gases through the cells. The gases are then routed from the exhaust ports 84 of the second subsidiary anode generator 72 and second subsidiary cathode generator 74 into the filtration tank 5, which is the last stage prior to being input into the combustion engine via the air duct. The result of the above layout is the creation of a fluid flow path for combining, mixing, and outputting a desirable ortho-Oxyhydrogen mixture into an automotive engine.
The filtration tank 5 is positioned adjacent to the second subsidiary anode generator 72 and second subsidiary cathode generator 74, allowing their exhaust ports 84 to be more easily fed into the filtration tank 5. The filtration tank 5 serves to remove impurities and debris from the gases. It also acts as a damper for any back flashes, such as live sparks, that could travel back along the supply line into the system. Furthermore it helps to manage moisture levels, as detailed shortly hereafter.
To help reduce moisture losses in the electrolytic cells and ensure that the generated gases output to the engine are sufficiently dry, the cylinder head 82 comprises a plurality of moisture-collecting chambers while a dehumidifying mechanism 51 is installed within the filtration tank 5 in order to remove moisture from the ortho-Oxyhydrogen gas. The moisture-collecting chambers capture condensation and allow it to drop back into the electrolytic cells to improve efficiency. The dehumidifying mechanism 51, such as a caption dryer tube, removes moisture from the gases as they are transported to a vehicle engine. The moisture removed by the caption dryer tube accumulates on the walls of the tube as droplets which eventually run back into the filtration tank 5. Overall, the filtration tank 5 removes impurities before the gasses reach the mass air intake duct of the vehicle's engine, and further dries the gasses by condensing moister on the wall of the caption dryer tube before they enter into the ortho-Oxyhydrogen supply line. This is in addition to acting as a damper to arrest back flashes that could travel back through the hydrogen line into the system.
As thus far described, the electrolytic cells and power source 1 enable the present invention to produce ortho-Oxyhydrogen gases from water. The water for the present invention is provided through a fluid storage tank 41. This fluid storage tank 41 is in fluid communication with the electrolytic cells through a fluid leveling tank 9, with the fluid leveling tank 9 ensuring that ideal fluid levels for electrolysis are maintained. That is, as fluid levels reduce during the electrolysis process, stored water in the fluid storage tank 41 is supplied to the fluid leveling tank 9 to maintain optimal levels. The fluid leveling tank 9 effectively supplies water to individual cells through the fluid pan 3, with the fluid leveling tank 9 being in fluid communication with the fluid pan 3. Fluid flow is enabled by gravity, as gravity creates a pressure in the fluid leveling tank 9 that is greater than that in the electrolytic cells. This negates the need for a pumping device to transfer water from the fluid leveling tank 9 to the electrolytic cells via the fluid pan 3.
Fluid flow between the fluid storage tank 41, the fluid leveling tank 9, and the fluid pan 3 is enabled by a number of ports. For example, the fluid pan 3 comprises a fill port 31 that is connected to the fluid leveling tank 9, allowing fluids from the fluid leveling tank 9 to be transferred to the fluid pan 3. In order to monitor and control the fluid levels, the fluid leveling tank 9 comprises a first plurality of fluid-level sensors 91, an overflow sensor 92 and an overflow valve 93. The fluid storage tank 41 comprises a second plurality of fluid-level sensors 41 and a pump 42, while the fluid pan 3 comprises a drain port 32 in addition to the fill port 31. The sensors, e.g. the first plurality of fluid-level sensors 91 and the second plurality of fluid-level sensors 41, are electrically connected to the power source 1 and electronically connected to the control module 2. The power source 1 allows the sensors to operate while the control module 2 uses the data collected from the sensors to adjust operating parameters of the present invention. The first plurality of fluid-level sensors 91 are provided for the fluid leveling tank 9 and are thus mounted to the interior of the fluid leveling tank 9. Similarly, the second plurality of fluid-level sensors 41 is provided for the fluid storage tank 41 and is thus mounted to the interior of the fluid storage tank 41.
The first plurality of fluid-level sensors 91 are provided to measure fluid levels in the fluid leveling tank 9; preferably, sensors are provided for detecting a preferable “low” fluid level and “high” fluid level. These levels are detected via electrodes, with a ground electrode being placed at the bottom of the fluid leveling tank 9, a low level electrode being placed at a desirable low level fluid height, and a high level electrode being placed at a desirable high level fluid height. The readings from the first plurality of fluid-level sensors 91 are provided to the control module 2, which can direct other components of the present invention to adjust fluid levels. One such connection is the control module 2 being electronically connected to the pump 42 and the first plurality of fluid-level sensors 91. This allows the control module 2 to activate the pump 42 when the first plurality of fluid-level sensors 91 detects insufficient fluid levels in the fluid leveling tank 9. The pump 42 then moves water from the fluid storage tank 41 to the fluid leveling tank 9 in order to maintain optimal levels.
To allow for servicing of the present invention, the drain port 32 of the fluid pan 3 is in fluid communication with the fluid leveling tank 9. The drain port 32 can be implemented in a number of ways (e.g. a simple hand operated valve, a plug, or even an electromechanical component operated by the control module 2), all of which can open in order to drain fluid from the fluid pan 3. Potentially, the drain valve could be opened in combination with the overflow valve 93 (discussed subsequently) to more rapid drain fluids, whether for maintenance or overflow protection purposes.
In order to reduce fluid levels (e.g. in the event of an overflow) the overflow valve 93 is electronically connected to the overflow sensor 92 by means of the control module 2. When the overflow sensor 92 detects that fluid levels have exceeded operational parameters, the control module 2 is notified. The control module 2 then opens the overflow valve 93 in order to allow fluid levels in the fluid leveling tank 9 to be reduced to normal parameters. In this manner the control module 2 interacts with components of the fluid storage tank 41 and the fluid leveling tank 9 to ensure ideal fluid levels are maintained during operation of the present invention.
To ensure that the fluid supply does not dry up during operation of the present invention, the second plurality of fluid-level sensors 41 is provided to monitor the levels of available fluids in the fluid storage tank 41. The second plurality of fluid-level sensors 41 reports the amount of fluids in the fluid storage tank 41 and transmits this information to the control module 2. The control module 2 can then display this via various means so that a user of the present invention remains aware of the current level of fluids at any given instance. In combination with the control module 2 the second plurality of fluid-level sensors 41 effectively act as a fuel gauge for the present invention.
The control module 2, which oversees general operation and maintenance of the present invention, comprises a plurality of sensors to help monitor a variety of conditions and statuses. In the illustrated embodiment, the plurality of sensors comprises a temperature sensor 22, a voltage sensor 23, and a shutdown sensor 24. While other sensors are possible (examples of which are described later), these sensors provide a number of key features. The temperature sensor 22 monitors the temperature of the present invention, protecting against potential damage that can occur when operating in temperatures that are too high or too low. The voltage sensor 23 detects whether the power source 1 (e.g. from the vehicle) is active or not, such that the present invention automatically shuts down when the power source 1 is not operating. The shutdown sensor 24 monitors the circuits of the present invention, initiating a system shutdown if a fault or similar issue is detected. These sensors are powered by being electrically connected to the power source 1, with the gathered data being communicated to the control module 2 by means of an electronic connection.
A manual shutdown switch 25 is also provided, which can open or close (e.g. break or complete) the circuit between the power source 1 and the other components (e.g. the electrolytic cells) of the present invention. This manual shutdown switch 25 allows a user to engage or disengage the present invention as desired. The most common example would be when turning the associated vehicle on or off, though the user can ultimately shut down the present invention for any reason.
To allow the control module 2 to be operated from a short distance (e.g. from within a vehicle cabin), a remote module can be provided for the control module 2. The remote module allows remote operation of the control module 2, relaying information from the control module 2 to a component which is easily seen and manipulated by an operator.
In addition to the above sensors the control module 2 can comprise a number of additional sensors for a variety of functions. The control module 2 can update a user about various system statuses through visual indicators such as light-emitting diodes (LEDs), gauges, or even a digital display or audible indicators such as buzzers. Such indicators will alert the user to issues that crop up during normal operation of the present invention and can even force shutdown of the system if said issues go unaddressed (similar to the shutdown sensor 24 earlier described).
One potential indicator is a “run-time” indicator. Since debris can build up in each of the electrolytic cells during normal operation, it is desirable to perform maintenance on the present invention at given intervals. A run-time display (such as through a digital meter similar to modern day tripometers found in cars) shows how long the present invention has been in operation. A reset switch is also provided to reset the value to zero after maintenance has been performed. When the operation time has reached a service interval (e.g. 2200 hours) the run-time indicator will activate, such as powering a flashing yellow LED to notify an operator that maintenance is necessary. If maintenance is not performed and the run time is allowed to reach a greater value (e.g. 2222 hours) the system will automatically shutdown, with a flashing red LED notifying an operator of the shutdown.
An indicator can also be provided for the earlier referenced second plurality of fluid-level sensors 41. If a low fluid level is detected, an operator is notified by a flashing amber LED. If the fluid level becomes too low (e.g. insufficient for safe operation of the electrolytic cells), a number of flashed red LEDs notify the user of the situation; in addition, the control module 2 automatically initiates a system shutdown in order to prevent potential damage.
Another potential indicator is provided for a possible ventilation system. The ventilation system is provided for embodiments where temperature modulation is especially desirable; the ventilation system can be activated or deactivated depending on the readings of the temperature sensor 22, cycling between on and off as necessary. This cycling is indicated by a blue LED (producing a constant light, rather than flashing) to inform a user that the ventilation system is operating as intended.
In the preferred embodiment of the present invention, the indicator module comprises a plurality of indicators, symbols and markings which indicate its functions to the operator (e.g. its non-flashing green LED's=Power On, its amber-flashing LED=Low Water, its red-flashing LED=Water Default Shut-Down, its yellow-flashing LED=Service Now, its red-flashing LED for the service run-time meter=Service Default Shut-Down, its non-flashing blue LED=Pump On, its non-flashing red LED=Fan On. If none of the indicators are on, this indicates that the remote module has shut-down the system in safe mode.
As the control module 2 has several electrical connections which may be difficult to diagnose, several troubleshooting suggestions are provided. The module will shut down into a safe mode if a potential malfunction is detected, visibly shown via deactivation of all LED indicators. Error codes are output to a digital display to help users quickly and easily address malfunctions. Potential error codes that can be displayed are E01, E02, E03, and E04. These codes are described as follows:

- E01=Short Circuit
  - Probable Cause: An output circuit is shorted.
  - Solution: Disconnect the power source 1 circuit at the anode electrode of the primary generator cell to rule out the possibility of a hydrolysis plate failure. If the message still appears after the Cell has been disconnected, make sure that all terminals and connectors are tight; the control system may otherwise be defective.
- E02=Over current
  - Probable Cause: User has increased current above useable limit (above 55 amps).
  - Solution: Lower the work cycle current or use fewer electrolytes.
- E03=Over Draw
  - Probable Cause: Electrolytic cell load is drawing too much current (i.e. the electrolytic mix is too strong).
  - Solution: First close an input valve (from the pump 42) on the leveling tank and completely drain the water pan. Then reopen the valve and allow the Electrolytic cells to refill from the leveling tank, while adding a fresh mixture into the holding tank.
- E04=Over Heat
  - Probable Cause: The system temperature is exceeding safe limits (i.e.

remote module temperature exceeds optimal range; the ventilation system may be at fault).

- - Solution: Check the ventilation (air circulating) system for possible issues.

For safe operation of the control module 2, it should not be run at high current with low work cycles, such as less than 70%. Percentages less than 70% indicate that the amount of electrolytes in the distilled water is too high. At initial startup of the system, the target current should be at or very close to 100% of the work cycle (assuming the system is started cold). After the system warms up the target current should be set closer to 80%, provided frequency is set at 700 hertz. If the current is 30 amps and the work cycle is 80% then the system is pulsing the preferred 37.5 amps. If the current is 30 amps at a 50% work cycle, then the system is actually pulsing 60 amps, which is not sustainable for regular operation and will generally result in an error code (e.g. the E03 or E04 previously described), being displayed to a user.
To make the present invention easier to install within a vehicle, it is preferable for the indicators (grouped together on an indicator module as a subsystem of the control module 2) to be secured via hook-and-loop fasteners or similar tool free method; another example is the use of suction cups. More permanent solutions, such as drilling holes and using fasteners such as screws, can be used if desired. Communications can be enabled through a number of standards (e.g. conductors or a wireless remote); though in the described embodiment wired conductors are used to complete electrical connections for communications.
Potentially, the connecting means for the control module 2 can be based upon a color coded array of conductors, which would then be connected and terminated as such:
the green wire is terminated with an insulated ring terminal size 8 stud; this green wire would connect to the manual shutdown switch 25 and terminate at the grounding distribution block. The white/green wire is terminated with an insulated piggy back female terminal size 0.250 and would connect to the control module's 2 disable terminal. An orange wire is terminated with an insulated ring terminal size 8 stud; this orange wire would connect to the positive side of the non-flashing green light-emitting diode and terminate at the power distribution block. The white/orange wire would connect to the positive side of the red light flashing-emitting diode and terminate at the power distribution block. The blue wire is terminated with an insulated ring terminal size ¼ inch stud; this blue wire would connect to the ground side of the non-flashing green light-emitting diode and terminate at the ground load of the primary cathode generator 62. The white/blue wire is terminated with an insulated female terminal size 0.250; this white/blue wire would connect to the ground side of the red light flashing-emitting diode and terminate at the control module's 2 disable terminal. The brown wire would connect to one side of the red light flashing-emitting diode and would terminate at the shutdown sensor 24 inside the fluid storage tank 41. The white/brown wire would connect to the other side of the red light flashing-emitting diode and terminate with an insulated female terminal size 0.250″ and connect to the control module's 2 disable terminal. It is noted that the pump 42 motor and fan motor indicators are integrated into the embodiment so as to activate when power is supplied to each respective circuit.
A number of commercially available control modules 2 can be implemented for the present invention. In one embodiment the RT-114-DSICM: Dual System Indicator Control module 2 is preferred as it offers a number of features.
Preferably, the control module 2 is factory programmed to comply with and not interfere with the preset values of the existing host vehicle, and offers a number of important safety and reliability features beyond those previously described. These features are consistent with safe operation of the host vehicle and the present invention; the RT-114-DSICM is preferable as it provides many features which are not provided in other system controllers. Examples of these features include, but are not limited to:

- an auto-atmospheric temperature indicator and control circuit.
- an auto-water leveling indicator and control circuit.
- an auto-runtime service indicator and control circuit.
- an auto-functionality indicator and control circuit.
- an auto-fail-safe indicator and control circuit.
- an auto-current indicator and control circuit.
- an auto-power source indicator and control circuit.
- an auto-short circuit indicator and control circuit.
- an auto-over current indicator and control circuit.
- an auto-power source sensing indicator and control circuit.
- an auto-over draw indicator and control circuit.
- an auto-thermal indicator and control circuit.
- an auto-amperage indicator and control circuit.
- an auto-work cycle indicator and control circuit.
- an auto-frequency indicator and control circuit.
- an auto-power on/off indicator and control circuit.
- an manual-power on/off indicator and control circuit.
- an auto-multi circuit controller circuit.
- an auto-backup safe-system controller circuits.

These features are very useful in a number of scenarios, such as a component failure in which a backup component would then be activated as a secondary measure to protect the host vehicle and the present invention by either rectifying the issue or shutting the system down in safe mode. Another example would be a head-on collision in which the engine stalls; while another controller might continue to supply power to the generators, the RT-114-DSICM would immediately rectify the situation by shutting down the system. Another benefit of the preferred control system is that it does not required the use of additional components as all these features have been integrated into the RT-114-DSICM (i.e. the preferred control module 2) and do not need to be separately acquired, installed into a vehicle, and connected to the present invention.
Preferably, the control system only activates when the vehicle is running as it is powered by the vehicle's alternator or battery. If the engine is turned off, the operating system also turns off, ensuring that hydrogen production is immediately stopped, and that the vehicle's battery is not drained or weakened. In other words, the control system only draws power from its designated source (whether alternator or battery) which also handles the ground connection of the 6-IHCS: Interactive Hydro-Cell System, allowing the control system to interact with the electrolytic cell. The control system determines if the vehicle is running by monitoring the source voltage. When a charge voltage greater than (approximately) 13.8 volts are sensed, current is latched on until the voltage drops below (approximately) 13.2 volts, when the alternator stops generating sufficient current.
Resultantly, the control system will only activate the electrolytic cells if it detects sufficient voltage, a situation that should only occur when the vehicle is running. This prevents the electrolytic cells from activating when the host vehicle's alternator stops generating current. Since the control system is self-contained, it's installation and operation does not require the use of other components or modifications of the host vehicle or its existing circuitry.
A basic outline of how to operate the preferred control module 2, the RT-114-DSICM, is subsequently detailed:

- First - - - adjust the “selector mode switch” to the “work cycle mode,” which is the “top most position.”
- Second - - - adjust the “work cycle adjuster” all the way counter-clockwise. You may now start the vehicle's engine. Resultantly, within a few seconds, the green light-emitting diodes (LED's) lights up on both the indicator module and the remote module (i.e. RT-114-DSICM); this also enables the digital/resettable service run-time meter on the indicator module to start recording time. At this point, the viewer display on the remote module will indicate “zero” work cycle. The factory default setting for the remote module is manual mode; if the viewer displays anything other than 0% or if the blue “auto current limiter” is illuminated - - - push the “programmable set button” to return to factory default.
- Third - - - adjust the “work cycle adjuster” clockwise. The viewer display will then indicate the “work cycle” from 0% to 100%.
- Fourth - - - adjust the “selector mode switch” to the “frequency mode,” which is the “center most position.”
- Fifth - - - adjust the “frequency adjuster” from high frequency (i.e. counter-clockwise) to low frequency (i.e. clockwise), the frequency will be indicated in the “viewer display” of the remote module. (Note that the viewer on the remote module reads in hertz, if no decimal point is displayed, this indicates that the viewer is reading in hertz (i.e. 3.00=3 kHz, 300=300 Hz). You may now adjust the preferred frequency for the 6-IHCS, which is recommended at 700 Hz.) It is noted that the “work cycle adjuster” on the remote module must read from 1-99% or frequency will be displayed at zero, because no frequency will be generated at 0% and 100% (these percentages being either fully off or fully on respectively.)
- Sixth - - - adjust the “selector mode switch” to “current mode,” which is the “bottom most position.” You may now adjust the “work cycle adjuster” to your specified current. Resultantly, you may now adjust the “current limit” by turning the “work cycle adjuster” to maximum clockwise or until you reach your target current, which is recommended at 30 amps for the 6-IHCS. If you don't yet know what your target current should be, you should allow for the cells to warm up while keeping the “work cycle adjuster” fully clockwise; the current will then be indicated in the viewer display of the remote module as the temperature rises in the cells. Once the cells are warmed up and drawing 30 amps, push the “programmable set button”; the blue “auto current limiter” should light up and you may now observe the current that the cells are drawing in the viewer display; the RT-114-DSICM has latched on the current at the specified 30 amps.
- Seventh - - - you may now select the “top most position” of the “selector mode switch” to view the “work cycle” as it slowly rolls back as the cells heats up and demands more current. Resultantly, the “work cycle adjuster” is no longer controlling the current; and the RT-114-DSICM is now maintaining current in auto-mode.

After these steps have been followed the “power source 1 and circuit protection” can be enabled by turning on accessories you intend to use on a daily basis, which would include the hydrolysis system; others would include headlights, radios, etc, but it is important to make sure that the heat/AC blower is turned off. Then the “programmable set button” must be depressed until the red light-emitting diode comes on (which can take a few seconds) and then released; “power source 1 and circuit protection” is now enabled.
It is now safe to turn on other accessories that are not normally used, such as wipers, heat/AC blower, and so on. The red light-emitting diode should come on and the current is lowered by some degrees; these accessories can then be turned off, which should result in the current regaining its pre-set value. In the preferred embodiment, the “work cycle adjuster” must never be in the zero position when the “programmable set button” is pushed or auto-current mode will be reset to default, and will require you to start all over. Ideally, when the engine is stopped, the control module 2 will immediately power-down its outputs.
In the preferred embodiment, in order to restore the “work cycle operation” and cancel auto current mode, the “work cycle adjuster” must be turned all the way to its minimum position; then press the “programmable set button,” which will turn off the blue “auto current limiter” and allow you to manually readjust the “work cycle current” again.
While the above described operation of the present invention with a preferred control module 2, ultimately it is possible to substitute different models as produced by various manufacturers without affecting the core concepts of the present invention, specifically provided electrolysis system. While the present invention has been described with regards to an automobile, it can be utilized with a number of different vehicles such as diesel engine automobiles, tractor-trailers, motor homes, trains, ships, combines, barges, cargo-ships, freight-liners, cruise-liners, and virtually any size application by implementing the step-up conversion capability of the present invention. The present invention can be housed in an enclosed single body unit (advantageous for better temperature management and installation) or alternatively installed at any desirable and available location on the vehicle it is noted that it is beneficial to place the electrolytic cells adjacent to the engine to make routing the generated gases easier.
Although the invention has been explained in relation to its preferred embodiment, it is to be understood that many other possible modifications and variations can be made without departing from the spirit and scope of the invention as hereinafter claimed.

Claims

What is claimed is:

1. An oxyhydrogen gas generating system comprises:

a power source;

a control module;

a fluid pan;

a fluid storage tank;

a filtration tank;

a plurality of primary electrolytic cells;

a plurality of secondary electrolytic cells;

each of the plurality of primary electrolytic cells and each of the plurality of secondary electrolytic cells comprises a cylinder block, a cylinder head, an intake port, an exhaust port, and a plurality of hydrolysis plates;

the plurality of primary electrolytic cells and the plurality of secondary electrolytic cells being mounted atop the water pan;

the power source being electrically connected to the plurality of primary electrolytic cells;

the plurality of secondary electrolytic cells being electrically connected to the plurality of primary electrolytic cells;

the anode terminal and the cathode terminal being electrically connected to the plurality of hydrolysis plates;

the power source being electrically connected to the control module;

the water reservoir being in fluid communication with the water pan; and

the plurality of primary electrolytic cells and the plurality of secondary electrolytic cells being in fluid communication with an air intake duct of a combustion engine through the filtration tank, wherein generated ortho-Oxyhydrogen improves efficiency of the combustion engine.

2. The oxyhydrogen gas generating system as claimed in claim 1 comprises:

the plurality of primary electrolytic cells further comprises a primary anode generator and a primary cathode generator;

the plurality of secondary electrolytic cells further comprises a first subsidiary anode generator, a second subsidiary anode generator, a first subsidiary cathode generator, and a second subsidiary cathode generator;

the power source comprises a positive terminal and a negative terminal;

the positive terminal being electrically connected to an anode terminal of the primary anode generator;

the negative terminal being electrically connected to a cathode terminal of the primary cathode generator;

the cathode terminal of the primary anode generator being electrically connected to the anode terminal of the primary cathode generator;

the anode terminal of the primary anode generator being electrically connected to an anode terminal of the first subsidiary anode generator and the second subsidiary anode generator;

the cathode terminal of the primary cathode generator being electrically connected to a cathode terminal of the first subsidiary cathode generator and the second subsidiary cathode generator;

the cathode terminal of the first subsidiary anode generator being electrically connected to the anode terminal of the first subsidiary cathode generator; and

the cathode terminal of the second subsidiary anode generator being electrically connected to the anode terminal of the second subsidiary cathode generator.

3. The oxyhydrogen gas generating system as claimed in claim 1 comprises:

the cylinder block comprises a fluid reservoir;

the cylinder head being connected atop the cylinder block;

the cylinder head being hermetically sealed with the cylinder block;

the cylinder block and the plurality of hydrolysis plates being mounted to the water pan;

the fluid reservoir being housed within the cylinder block;

the plurality of hydrolysis plates being positioned within the fluid reservoir;

the intake port traversing into the cylinder head;

the exhaust port traversing out of the cylinder head;

the exhaust port of a first subsidiary anode generator being in fluid communication with the intake port of a primary anode generator;

the exhaust port of the primary anode generator being in fluid communication with the intake port of a second subsidiary anode generator;

the exhaust port of a second subsidiary anode generator being in fluid communication with the filtration tank;

the exhaust port of a first subsidiary cathode generator being in fluid communication with the intake port of a primary cathode generator;

the exhaust port of the primary cathode generator being in fluid communication with the intake port of a second subsidiary cathode generator; and

the exhaust port of a second subsidiary cathode generator being in fluid communication with the filtration tank.

4. The oxyhydrogen gas generating system as claimed in claim 1 comprises:

a fluid leveling tank;

the fluid leveling tank comprises a first plurality of fluid-level sensors, an overflow sensor, and an overflow valve;

the fluid storage tank comprises a second plurality of fluid-level sensors and a pump;

the fluid pan comprises a fill port and a drain port;

the fluid storage tank being in fluid communication with the fluid leveling tank through the pump;

the fill port being in fluid communication with the fluid leveling tank;

the drain port being in fluid communication with the fluid leveling tank;

the first plurality of fluid-level sensors being mounted within the fluid leveling tank;

the power source being electrically connected to the first plurality of fluid-level sensors and the second plurality of fluid-level sensors;

the control module being electronically connected to the first plurality of fluid-level sensors and the second plurality of fluid-level sensors;

the overflow sensor being mounted within the fluid leveling tank;

the overflow valve being electronically connected to the overflow sensor through the control module;

the pump being electronically connected to the first plurality of fluid-level sensors through the control module; and

the second plurality of fluid-level sensors being mounted within the fluid storage tank.

5. The oxyhydrogen gas generating system as claimed in claim 1 comprises:

a dehumidifying mechanism being operatively integrated with the filtration tank, wherein the dehumidifying mechanism removes condensed moisture from the filtration tank.

6. The oxyhydrogen gas generating system as claimed in claim 1 comprises:

a temperature sensor;

a voltage sensor;

a shutdown sensor;

the power source being electrically connected to the temperature sensor, the voltage sensor, and the shutdown sensor;

the control module being electronically connected to the temperature sensor, the voltage sensor, and the shutdown sensor; and

a manual shutdown switch being electrically connected between the power source, the plurality of primary electrolytic cells, and the plurality of secondary electrolytic cells.

7. The oxyhydrogen gas generating system as claimed in claim 1 comprises:

the power source being an alternator.

8. An oxyhydrogen gas generating system comprises:

a power source;

a control module;

a fluid pan;

a fluid storage tank;

a fluid leveling tank;

a filtration tank;

a plurality of primary electrolytic cells;

a plurality of secondary electrolytic cells;

the fluid pan comprises a fill port and a drain port;

the power source being electrically connected to the control module;

the water reservoir being in fluid communication with the water pan;

the plurality of primary electrolytic cells and the plurality of secondary electrolytic cells being in fluid communication with an air intake duct of a combustion engine through the filtration tank, wherein generated ortho-Oxyhydrogen improves efficiency of the combustion engine;

the fill port being in fluid communication with the fluid leveling tank; and

the drain port being in fluid communication with the fluid leveling tank.

9. The oxyhydrogen gas generating system as claimed in claim 8 comprises:

the power source comprises a positive terminal and a negative terminal;

10. The oxyhydrogen gas generating system as claimed in claim 8 comprises:

the cylinder block comprises a fluid reservoir;

the cylinder head being connected atop the cylinder block;

the cylinder head being hermetically sealed with the cylinder block;

the fluid reservoir being housed within the cylinder block;

the plurality of hydrolysis plates being positioned within the fluid reservoir;

the intake port traversing into the cylinder head;

the exhaust port traversing out of the cylinder head;

11. The oxyhydrogen gas generating system as claimed in claim 8 comprises:

the overflow sensor being mounted within the fluid leveling tank;

12. The oxyhydrogen gas generating system as claimed in claim 8 comprises:

13. The oxyhydrogen gas generating system as claimed in claim 8 comprises:

a temperature sensor;

a voltage sensor;

a shutdown sensor;

14. The oxyhydrogen gas generating system as claimed in claim 8 comprises:

the power source being an alternator.

15. An oxyhydrogen gas generating system comprises:

a power source;

a control module;

a fluid pan;

a fluid storage tank;

a fluid leveling tank;

a filtration tank;

a plurality of primary electrolytic cells;

a plurality of secondary electrolytic cells;

a dehumidifying mechanism being operatively integrated with the filtration tank, wherein the dehumidifying mechanism removes condensed moisture from the filtration tank;

a temperature sensor;

a voltage sensor;

a shutdown sensor;

the fluid pan comprises a fill port and a drain port;

the power source being electrically connected to the control module;

the water reservoir being in fluid communication with the water pan;

the fill port being in fluid communication with the fluid leveling tank;

the drain port being in fluid communication with the fluid leveling tank;

16. The oxyhydrogen gas generating system as claimed in claim 15 comprises:

the power source comprises a positive terminal and a negative terminal;

17. The oxyhydrogen gas generating system as claimed in claim 15 comprises:

the cylinder block comprises a fluid reservoir;

the cylinder head being connected atop the cylinder block;

the cylinder head being hermetically sealed with the cylinder block;

the fluid reservoir being housed within the cylinder block;

the plurality of hydrolysis plates being positioned within the fluid reservoir;

the intake port traversing into the cylinder head;

the exhaust port traversing out of the cylinder head;

18. The oxyhydrogen gas generating system as claimed in claim 15 comprises:

the overflow sensor being mounted within the fluid leveling tank;

19. The oxyhydrogen gas generating system as claimed in claim 15 comprises:

the power source being an alternator.