WO2011031770A1 - Système permettant de produire un mélange sensiblement stœchiométrique d'hydrogène et d'oxygène à l'aide d'une pluralité de cellules électrolytiques - Google Patents

Système permettant de produire un mélange sensiblement stœchiométrique d'hydrogène et d'oxygène à l'aide d'une pluralité de cellules électrolytiques Download PDF

Info

Publication number
WO2011031770A1
WO2011031770A1 PCT/US2010/048144 US2010048144W WO2011031770A1 WO 2011031770 A1 WO2011031770 A1 WO 2011031770A1 US 2010048144 W US2010048144 W US 2010048144W WO 2011031770 A1 WO2011031770 A1 WO 2011031770A1
Authority
WO
WIPO (PCT)
Prior art keywords
product gas
fluid
producing
fuel
combustion
Prior art date
Application number
PCT/US2010/048144
Other languages
English (en)
Inventor
John Dee
Steve Fulton
Dan Kujawski
Jason D. Tuzinkewich
Original Assignee
Geo Firewall Sarl
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Geo Firewall Sarl filed Critical Geo Firewall Sarl
Priority to SG2012017539A priority Critical patent/SG179108A1/en
Priority to AU2010292328A priority patent/AU2010292328A1/en
Priority to EP10768828A priority patent/EP2475806A1/fr
Publication of WO2011031770A1 publication Critical patent/WO2011031770A1/fr

Links

Classifications

    • 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
    • C25B15/00—Operating or servicing cells
    • C25B15/08—Supplying or removing reactants or electrolytes; Regeneration of electrolytes
    • 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
    • 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
    • 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
    • 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
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • 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

  • This system controls the operation of a hydrocarbon consuming process to improve the level of completion of the hydrocarbon combustion reaction by injecting a dynamically generated mixture of nascent hydrogen and oxygen into the combustion air to propagate the formation of hydroxide radicals, thereby promoting a higher degree of oxidative completion, and extracting more energy from the fuel and reduce the level of unburned hydrocarbons in the combustion exhaust.
  • HRM Hydrogen Enhanced Combustion Studies
  • the quantity of hydrogen added to the diesel fuel is defined in energetic proportion to the diesel fuel consumed.
  • the accepted premise of this model is that the energy derived from the combustion of diesel fuel is fixed within any particular system.
  • the aim of hydrogen addition in the HRM is to decrease diesel fuel consumption by replacing a portion of the diesel fuel with a volume of combustible hydrogen that carries the same energetic value as the diesel fuel. Emissions in this model are expected to be reduced relative to the quantity of carbon-based diesel fuel omitted.
  • the hydrogen combustion is characterized as being initiated via the compression ignition of the diesel fuel within the cylinders of the engine;
  • the standard diesel engine has specifically engineered air flow volumes which are designed to optimize stoichiometric concentrations of oxygen specific to the combustion of diesel fuel. If this combustion were to propagate to completion, the exhaust from the diesel engine would be comprised solely of carbon dioxide, water, and excess atmosphere. The presence of carbon monoxide, hydrocarbons, and soot are a consequence of other factors which inhibit the complete combustion of the diesel fuel.
  • Polymerization a form of quenching, occurs when active sites in adjacent carbon molecules of the diesel fuel react with one another to form a longer carbon chain. This is the mechanism responsible for the generation of soot and many hydrocarbon products in a diesel engine. Polymerization occurs when no oxygen is proximate to the active sites on the diesel fuel carbon molecules to continue the oxidation before polymerization can occur.
  • Another major form of quenching is oxygen depletion. Every oxygen atom that comes out of the combustion chamber attached to anything other than a carbon atom is an oxygen atom that did not fulfill its purpose in the combustion reaction. Likewise, any carbon atom that leaves the combustion chamber bonded to anything other than two oxygen atoms is taking potential energy with it.
  • Competing combustion reactions in the cylinders of the diesel engine such as the formation of NOx, strip the primary reaction of oxygen and rob the system of power. Even the combustion of hydrogen, as proposed by the HRM, removes reactive oxygen from the system. Oxides of nitrogen (NOx) are hazardous by-products of combustion reactions in internal combustion engines where atmospheric air is used to supply oxygen.
  • NOx nitrogen
  • H nascent hydrogen
  • O hydroxide radicals
  • the Combustion Management System provides product gas volumetric requirement information and takes into account the engine style, primary torque requests, and hydrocarbon fuel consumption information to develop an operating system specific application that produces consistent measurable results. Stoichiometric models are used versus trial and error data obtained from running the engine on a dynomometer through various load and engine speed conditions, which saves time and money while insuring that each Combustion Management System application is adequate for its intended use.
  • the Combustion Management System effects increased combustive potential by utilizing a dynamic mixture of nascent hydrogen (H) and oxygen (O) produced in the Product Gas Generator to propagate the formation of hydroxide radicals (OH).
  • H nascent hydrogen
  • O oxygen
  • HRM Hydrogen Replacement Model
  • thermodynamic model can be described in terms of order of completion of the hydrocarbon fuel combustion
  • the Product Gas Generator uses electrochemistry to produce a product gas, which is a combination of nascent hydrogen (H) and oxygen (O). This product gas forms a dynamic equilibrium with the diatomic and free radical constituents yielding a gas with exceptionally high oxidative potential.
  • the hybridized gas mixture is unique to the electrochemical process and cannot be replicated using compressed hydrogen gas (H ⁇ or fossil fuel reformation products.
  • Fuel savings are achieved as a result of extracting more stored energy from each hydrocarbon molecule. Every carbon-carbon and carbon-hydrogen bond in the cylinders of the internal combustion engine represents stored energy that could be translated into mechanical work. By promoting a higher degree of oxidative completion, the Combustion Management System extracts more energy from the hydrocarbon fuel. Similarly, emissions of particulate matter, hydrocarbons, and carbon monoxide from the internal combustion engine are a direct result of this hydrocarbon combustion not propagating to completion. Therefore, furthering the combustive process has a direct and measurable impact on both fuel consumption and emissions reduction.
  • the product gas injection port not only administers the activated gas but also is designed to increase turbulence and ensure homogeneous mixing. Fuel injectors are modified or replaced to optimize droplet size and injection timing. The activated reaction mechanism generates more molecules of smaller size and greater separation. All of these factors combine to facilitate a near total reduction of particulate matter emissions.
  • the Combustion Management System is geared toward increasing the reactivity of the hydrocarbon fuel itself.
  • the addition of nascent hydrogen (H) in stoichiometric balance with oxygen (O) nullifies the competition between the hydrogen (H) and carbon (C) for oxidation.
  • the creation of more active carbon sites reduces residence time of active oxygen and decreases the statistical probability that nitrogen and oxygen will collide during the optimum temperature threshold. Reaction rate reductions also serve to limit the timeframe where NOx formation is energetically feasible.
  • the Combustion Management System is a more universally applicable model because it is based on a principle of direcdy affecting the primary reaction rather than introducing a competing reaction mechanism.
  • the Combustion Management System model requires a lower volume of gas injection to achieve results. This system simultaneously affects fuel consumption and emissions reductions via the same mechanism. This process works for all oxidative processes with respect to hydrocarbon molecules.
  • Figure 1A illustrates, in tabular form, the operation of the Combustion Management System
  • Figure IB illustrates a Sankey Diagram of the combustion process controlled by the Combustion Management System
  • FIG. 2 illustrates, in block diagram form, the typical elements of one embodiment of the Combustion Management System which includes the Product Gas
  • Figure 3 illustrates a typical configuration of the metal plates contained in the Reactor Cell of the Product Gas Generator
  • Figure 4 illustrates the typical electrical current spread on typical plate geometries in the Reactor Cell of the Product Gas Generator
  • Figure 5 illustrates a typical gas scrubber for use in the Product Gas
  • Figure 6 illustrates, in block diagram form, the Combustion Management System as installed with a typical internal combustion engine. DETAILED DESCRIPTION OF THE INVENTION
  • a diesel engine is an internal combustion engine that uses the heat generated by the compression of the atmospheric air in the combustion chamber to initiate ignition which burns the diesel fuel, which is injected into the combustion chamber during the final stage of compression.
  • This is in contrast to a gasoline engine, which uses the Otto Cycle, in which an air- fuel mixture, located in the combustion chamber and compressed by a piston, is ignited by a spark plug.
  • the gasoline engine has a thermal efficiency (the conversion of fuel into work) of 8% or 9%, while the diesel engine has a thermal efficiency of about 30%.
  • the fuel injector ensures that the fuel is broken down into small droplets and that the fuel is distributed evenly.
  • the heat of the compressed air vaporizes fuel from the surface of the droplets.
  • the vapour then is ignited by the heat from the compressed air in the combustion chamber, the droplets continue to vaporize from their surfaces and burn, getting smaller, until all of the fuel in the droplets has been burned.
  • the start of vaporization causes a delay period during ignition, i.e., the characteristic diesel knocking sound as the vapor reaches ignition temperature, and causes an abrupt increase in pressure above the piston.
  • the rapid expansion of combustion gases then drives the piston downward, supplying power to the engine crankshaft.
  • a high compression ratio greatly increases the engine's efficiency.
  • Increasing the compression ratio in a spark-ignition engine where fuel and air are mixed before entry to the cylinder is limited by the need to prevent damaging pre-ignition. Since only air is compressed in a diesel engine, and fuel is not introduced into the cylinder until shordy before top dead centre (TDC), premature detonation is not an issue and compression ratios are much higher.
  • Advancing the start of injection injecting before the piston reaches TDC results in higher in-cylinder pressure and temperature, and higher efficiency, but also results in elevated engine noise and increased oxides of nitrogen (NOx) emissions due to higher combustion temperatures. Delaying the start of injection causes incomplete combustion, reduced fuel efficiency, and an increase in exhaust smoke, containing a considerable amount of particulate matter and unburned hydrocarbons.
  • Diesels develop maximum horsepower and efficiency over a wide range of speeds.
  • Diesel engines typically are also equipped with a turbocharger, which uses exhaust gases from the diesel engine to drive a turbine that supplies highly compressed air to rapidly remove (scavenge) exhaust gases from the cylinders. This increases the compression in the cylinders and helps to cool the cylinders and cylinder heads. The increased compression in the cylinder results in higher efficiency in burning the fuel, and hence, more horsepower.
  • a turbocharger can increase the power output of a diesel engine by 30% to 50%, depending on various factors.
  • FIG. 6 illustrates, in block diagram form, Combustion Management System 200 as installed in an existing internal combustion engine 602, as an example of the use of the Combustion Management System 200 with a hydrocarbon combustion process.
  • the internal combustion engine 602 is equipped with standard components consisting of an exhaust system 604, an atmospheric air intake supercharger 606, and an electrical power generator 610.
  • the Combustion Management System 200 is powered by electrical energy generated by the electric power generator 610 and produces a product gas PG which is mixed with the incoming atmospheric air at the supercharger 606 and injected into the internal combustion engine 602 in well-known fashion.
  • FIG. 2 illustrates, in block diagram form, the typical elements of one embodiment of Combustion Management System 200.
  • a set of fluid reservoirs 201 is provided to store a plurality of fluids, each in a designated one of reservoirs 201A-201C.
  • a first reservoir 201A stores a quantity of water, which is used to dissociate monatomic Hydrogen (H) and monatomic Oxygen (O);
  • a second reservoir 20 IB is used to store an electrolyte, which is used in Reactor Cell 204 as described below; and
  • a third reservoir 201C is used to store a catalyst, which is used to enhance the reactions in Reactor Cell 204 as described below.
  • Each of the reservoirs 201A-201C includes a corresponding fluid level sensor S1-S4, as described below, to provide indications of the fluid level in each reservoir 201A-201C. Controller
  • the Controller 220 includes hardware and software specifically designed to manage the Combustion Management System 200 functionality and safety protocol.
  • Controller 220 includes a Processor 221 which monitors and controls the major logic components, including the capacity to manage the multiple iterations of the Reactor Cell Power Switch 210. Controller 220 also manages fluid transport, user interface, data logging, and real time remote access functions.
  • thermodynamic model The development of a workable thermodynamic model is the first step in the development of a viable product.
  • the next critical consideration is understanding the mechanical system into which the product is integrated and identifying the key variables pertinent to the success of the integration.
  • Fuel delivery, sensory control loops, fuel consumption rates, duty cycle, transient state dynamics, and mean RPMs are just a few of the variables to consider when preparing to integrate.
  • the Combustion Management System 200 is optimized for low RPM, high-duty-cycle engines. Long operating times in steady state conditions and limited feedback loop management systems provide for a simpler interface than the dynamic and stringently managed systems seen in the higher RPM and lower-duty-cycle systems.
  • FIG. 1A illustrates, in tabular form, the operation of the Combustion Management System 200.
  • the Combustion Management System 200 makes use of a hydrocarbon combustion process model, stored in memory 222, which determines the volume of a product gas PG required for a volume of hydrocarbon fuel F which is required to improve the level of completion of the hydrocarbon fuel combustion process. Also provided is a mapping of the number of Reactor Cells 204 that need to be active in order to provide an adequate amount of the product gas PG, as determined from this chart. There is shown a column labelled "Throttle Setting" which is one of the simple metrics which can be associated with a volume or range of volumes of hydrocarbon fuel which is consumed by the hydrocarbon fuel consuming process.
  • an engine operating characteristic is indicative of a corresponding hydrocarbon fuel consumption volume, which can actually be a range of hydrocarbon fuel volumes, since the engine operating characteristic may not be a simple immutable number but can consist of a "level" of operation.
  • the throttle setting T is indicative of a demand for power from the engine, but the throttle setting can be a continuous variable; and a particular throttle setting T3 could be indicative of a request which falls between predetermined limits on a range of the continuum of throttle settings.
  • the product gas volume also is indicative of a required volume of product gas PG for the volume of hydrocarbon fuel associated with a selected throttle setting (or other measured engine operating characteristic).
  • the number of Reactor Cells required to supply this volume of product gas PG is selected to provide ample reserve to account for changes in the demand for product gas PG.
  • the Reactor Cell Power Control 225 optimizes the electrochemical reaction in Reactor Cell 204 within the parameters of the
  • Combustion Management System 200 This component manages the extremely high current utilized by the Reactor Cell 204. Current is monitored using current sensor 210A, and decisions are made by the Reactor Cell Power Control 225 as a function of the present request for current received from Reactor Cell 204. A square wave signal is generated by the Reactor Cell Power Switch 210 at frequencies which optimize the electrochemical reaction in Reactor Cell 204, while the duty cycle of the square wave signal is adjusted to limit the effective current draw with sensitivity to the capacitive effect of the reaction.
  • An H-bridge 210A which is an electronic circuit which enables a voltage to be applied across a load in either direction, is utilized to reverse polarity across the terminals of the Reactor Cell 204 with regularity to reduce migration, again with special accommodations for the Reactor Cell's capacitance.
  • Fluid Control Module 224 In the event that sensors S1-S4 indicate a need for addition of water from reservoir 201A, concentrated electrolyte from reservoir 201B, or catalyst from reservoir 201C, the request is communicated to Fluid Control Module 224 for fluid transport management;
  • Controller 220 communicates with Controller 220 at regular intervals, and goes into an error mode if communication cannot be confirmed;
  • a sensor S7 is built into the structure of the Reactor Cell 204 to monitor the fluid at the minimum desired level; the sensor signal is "de-bounced", meaning that a low level indication must persist for a predetermined time before it is acted upon to compensate for the effects of normal fluid motions in a moving application;
  • Monitor supply voltage If supply voltage begins to drop, the power source 610 is not providing sufficient power to support the operation of the Reactor Cell 204 as well as the internal combustion engine's operating systems; a drop of 1.5 V or more is an indication that the Combustion Management System 200 needs to shut down until the Combustion Management System 200 can be inspected.
  • the Controller 220 responds to received fluid level indications by activating selected ones of the input solenoids 202 to enable fluid flows from reservoirs 201A-201C to Reactor Cells 204 as provided by associated fluid pumps 203.
  • Figure 4 illustrates a typical configuration of the metal plates contained in the Reactor Cell 204 of the Product Gas Generator.
  • the design utilizes bridged pair plates 404 with insulating partitions dividing each pair 406 and an entry electrode 402. Plate design and configuration are based on a combination of electrochemical standards and physical electron transport process dynamics.
  • Figure 5 illustrates the typical electrical current spread on typical plate geometries in Reactor Cell 204 of the Product Gas Generator and is an example of current dispersion optimization based on 30% electron drift (506, 512) along the diagonal (504, 510).
  • the square plate (502) has a great percentage of surface area that does not achieve enough current to propagate reasonable reaction efficiency.
  • the plate dimensions By changing the plate dimensions to a 3:1 ratio (508), such as 2"x6", the current effective area is a much greater percentage of the surface area of the plate. Maximizing current saturation has the following effects: more electrons propagating reaction, increased reactor efficiency, and lower heat generation.
  • Electrochemically, a 1.23V potential will break the Hydrogen- Oxygen bonding in water. In a twelve- volt system, this corresponds to ten plate pairs in series, with twenty plate pairs for a twenty- four volt system configuration. The plates are part of an induced series configuration propagating the current through an alternating sequence of straight shorts and electrolytic media connection. In one implementation of the Combustion Management System 200, nonconductive dividers are used to ensure proper charge orientation and distribution.
  • the Reactor Cells 204 contain, for example, twenty plate pairs. The pairs are separated into four sets of six pairs, which are individually connected in series. The design allows for two sets to be connected in parallel for twelve-volt applications and in series for twenty-four volt systems. Furthermore, entire Reactor Cells 204 may be linked in either series or parallel so a wide array of varying voltage applications can be supported in optimal fashion. In other words, in the case of a heavy duty twelve- volt engine application, four Reactor Cells 204 configured for twelve volts can be linked in parallel, thus providing 96 pairs of reactive plates with a 1.9-volt potential. Furthermore, for a 74-volt system, such as a railroad locomotive, one and a half cells configured for twenty- four volts can be connected in series to offer 36 reactive pairs of the same potential.
  • Hose barbs are molded into the components with specialized molding processes.
  • Product gases PG are extracted from the Reactor Cells 204 through output solenoid 205 and flow switch 206, then pulled through the gas scrubber 207 by a vacuum pump 208.
  • the Combustion Management System product gas PG is a mixture of nascent hydrogen (H) and oxygen (O) in dynamic equilibrium with hydroxide radicals, and diatomic oxygen and hydrogen, (termed “oxyhydrogen” herein) produced via an electrolytic reaction in the reaction cells, part of the physical Combustion Management System (200).
  • the plate configuration of the Reactor Cell 204 comprises an inductive series circuit of pairs of plates, with each plate being one half of a reactive pair of plates.
  • the inter-plate (reaction specific) voltage is a function of the number of pairs of plates between the contact electrodes of the Reactor Cell 204:
  • Inter-Plate Voltage Supply Voltage/ # of Reactive Pairs of Plates
  • the optimum voltage is dependent on the reaction, and a typical value is between 1.8V and 2.1V. This configuration is self correcting for reaction propagation.
  • a further alternative material is nanoparticle impregnated carbon fibers, which have a low cost of manufacture, are light weight, dramatically increase surface area and gas releasing properties, an ability to engineer current dispersion properties, improved efficiency, and zero atomic drift and dissociation over time.
  • Figure 2 illustrates a typical product gas PG scrubber 207 for use in the Product Gas Generator, which is a component that purifies the product gas PG prior to delivery to an internal combustion engine 602.
  • the product gas PG scrubber 207 further provides a flashback arrestor.
  • the product gas PG scrubber 207 removes collective moisture such that there is 5% or less moisture in the product gas PG administered to the internal combustion engine 602.
  • the functional design of product gas PG scrubber 207 is a hybrid of impingement plate and irrigated filter wet scrubber models.
  • the product gas PG scrubber 207 uses a combination of absorption and Brownian diffusion modes to extract particulate contaminants as well as excited molecular vapor contamination.
  • Product gas PG transport is promoted by a vacuum pump 208 connected to the product gas PG scrubber's output port regulating a 5 to 13 L/ min output flow (flow varies based on production capabilities of an application based on Reactor Cell 204).
  • Contaminated and vapour-saturated product gas PG enters the product gas PG scrubber 207 at the bottom of the chamber where it is immediately forced through a diffusion plate oriented 90° to the input stream.
  • the diffusion plate serves to decrease the velocity of the incoming gas stream as well as to begin separation via product diffraction.
  • the constituents of the product gas PG being of different mass experience, different acceleration of entry into the fluid extraction membrane.
  • the product gas PG scrubber 207 is a reservoir comprised of one input port and two output ports, a level sensor, and four gas diffusion plates.
  • a vacuum pump is connected to the output port at the top of the reservoir.
  • the Reactor Cell product gas PG output ports are connected to the input port at the base of the reservoir.
  • the reservoir contains an electrolyte fluid, which acts as a filter and a separator.
  • Product gasses are forced via the vacuum produced by the pump through the primary diffusion plate, traveling through the fluid in the form of small bubbles. Surface area and bubble size are a primary consideration because this media separation allows the system to collect/ scavenge impurities for return to the liquid medium.
  • the three diffusion plates at the top of the reservoir have offset porting and act as a condensation matrix.
  • the liquid level in the reservoir will rise, which is monitored by the level switch.
  • the secondary output port is attached to a liquid pump which extracts excess liquid and returns it to the reaction supply.
  • the product gas PG scrubber fluid is the same as the electrolyte in the cells.
  • the fluid transport system is responsible for maintaining proper electrolyte levels in the Reactor Cells 204 as well as ensuring proper extraction and delivery of product gases PG.
  • a liquid pump and solenoid valve manifold transport water, concentrated electrolyte, and catalyst to designated compartments.
  • a system of level sensors and control logic directs operations, as well as monitors functioning of components.
  • All liquid media is filled and stored in one or more reservoirs— unique to each particular application.
  • a short haul operating system where the truck returns to a base at the end of every day generally can function on a five-gallon water tank that can be topped off at the beginning of each day, whereas a locomotive engine that runs for many days at a time without reaching a servicing base will likely require a much larger water reservoir.
  • Storage levels are set according to the duty cycle of the engine the unit to which it is attached.
  • filling is a "no touch" pump driven operation.
  • the reservoir may be connected to the solenoid manifold and liquid pump.
  • the manifold is connected to other components of the system to manage fluid flow between the components.
  • Level sensors in each component work with the manifold and pump to maintain proper levels in each unit during operation.
  • the process control logic contains de-bouncing algorithms, event timers, alerts, and corresponding event handlers (e.g., to provide information regarding proper functioning of the liquid system, to automatically shut down in the event of a failure or procedural anomaly, etc.) and/ or so on.
  • a basic de-bouncing algorithm will require the reed switch to trigger for a full 5 seconds to insure that the trigger event wasn't a product of an instantaneous event such as bouncing or sloshing.
  • the fuel interface method mixes the product gases PG direcdy into the combustive fuel prior to injection.
  • the system utilizes a venturi effect mixing apparatus to dissolve the product gas PG components into the diesel fuel in the line. Due to the low solubility of oxygen, the un-dissolved gas is extracted using a fluid/gas extractor component installed pre- fuel filter. The extracted gas is administered to the air supply using the air interface component.
  • Fuel interface technology is novel as compared to the Hydrogen Enhanced Combustion state of the art. To ensure repeatable success of this method, the following considerations are achieved:
  • a dosing pump is calibrated to application-specific fuel line requirements
  • KOH is the electrolytic catalyst of choice in the Hydrogen Enhanced Combustion (HEC) market, although concentrations vary from company to company.
  • HEC Hydrogen Enhanced Combustion
  • the Combustion Management System technology utilizes a 1.5% molar concentration of KOH, which is a strong Base (alkaline). Theoretically, any alkaline can serve the primary function, but other characteristics of the alkaline elements make them unfavorable as catalysts in this environment.
  • the reaction equation is multi functional. KOH dissociates in water to form K +aq + OH_ aq . These components, being catalytic, have no place in the actual half reactions.
  • Combustion Management System 108 also utilizes the wetting properties of a non- foaming surfactant as a process catalyst in specialized applications. Surfactant catalysis provides energetic favorability and promotion of a hydrogen specific product gas.
  • HEC technology utilizes catalysis as a promoter of electrochemical efficiency and increased product gas PG production by reducing the enthalpy of decomposition.
  • Proper electrolyte chemistry promotes current transfer between electrodes.
  • a good electrolytic catalyst also facilitates extraction of product gas PG atoms from the reactive electrode.
  • the first three items can be classified as a measure of the degree of the combustion.
  • Hydrocarbons having the lowest degree of decomposition, represent stored energy that has not been transferred to the drive train system.
  • the combustion of carbon molecules described in its simplest form is a decomposition of molecules such that energy is derived from the breaking of covalent bonds.
  • the following is a list of bond energies for carbon molecules:
  • Theoretical output 62.45 kW
  • the Combustion Management System has effected a 73% reduction in hydrocarbon emissions and a 4% reduction in carbon dioxide while burning 17% less fuel and supplying 1.91% greater load.
  • the argument is that these results require clarification as to their feasibility. We will start by analyzing combustive energetics.
  • Air Fuel Ratio (in this case measured lb air:lb fuel)
  • the Combustion Management System reduces thermal efficiency losses by reducing combustion temperatures, which in turn reduces cylinder head and exhaust temperatures.
  • Hydrocarbon emissions are a mixture ranging from unburnt fuel C 12 H 23 to methane CH 4 .
  • a mean hydrocarbon such as hexane C 6 H 14 .
  • the 13% gain in combustive completion can be represented as the burning of 2 mol C 6 H 14 :
  • This set of computations is designed to establish a fundamental agreement that there is a non-complete combustion process in the cylinder.
  • the computational analysis is designed to quantify the degree to which the combustion achieves completion. This analysis describes the percentage of input carbon which is completely oxidized (decomposed to CO ⁇ in terms of that which is not (all other carbon derivatives).
  • HC hydrocarbon
  • PT particulate
  • the fuel input relative to the exhaust is a critical dataset with respect to the computation at hand. This is the information upon which the entire computation is predicated and must be as accurate as possible in order to produce a reasonable solution.
  • Fuel Input (g/kWh): 203.3 (From ABC)
  • the first set of computations regard the overall efficiency of the system in terms of potential energy administered versus derived power.
  • the next step is to analyze the combustive efficiency of the engine.
  • the same methodology has been employed as the previous document, only utilizing the information pertinent to the ABC engine. All computations are conducted using 1472 kW.
  • Carbon atoms administered to the system in the form of diesel fuel is fully converted to C0 2 (611.71 mol C/h - 130.90 mol C/h) / 611.71 mol
  • non-C0 2 carbon constituents of diesel engine exhaust are a mixture of literally hundreds of different molecular structures ranging from the polymerase soot molecules and unchanged diesel fuel molecules down to the simplest hydrocarbon, methane.
  • methane the mean energetic value between the diesel fuel model and methane has been used as a solid estimate of the energetic value for the hydrocarbon and particulate constituents of the exhaust.
  • the Combustion Management System models each hydrocarbon combustion application and supplies a product gas PG, comprising a dynamic mixture of nascent hydrogen (H) and oxygen (O), to the internal combustion engine to propagate the formation of hydroxide radicals (OH) and thereby to improve the level of completion of the hydrocarbon combustion reaction.
  • a product gas PG comprising a dynamic mixture of nascent hydrogen (H) and oxygen (O)
  • H nascent hydrogen
  • O oxygen

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Electrochemistry (AREA)
  • Organic Chemistry (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Metallurgy (AREA)
  • Materials Engineering (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Inorganic Chemistry (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrolytic Production Of Non-Metals, Compounds, Apparatuses Therefor (AREA)
  • Electrodes For Compound Or Non-Metal Manufacture (AREA)

Abstract

La présente invention se rapporte à un système permettant de produire un gaz produit à l'aide d'une pluralité de cellules électrolytiques. Ledit système comprend : une pluralité de cellules électrolytiques, chaque cellule électrolytique comprenant un réservoir contenant un fluide comprenant un mélange d'eau et d'électrolyte, une pluralité d'ensembles de plaques d'anode et de cathode immergées dans le fluide, et un orifice de sortie, positionné au-dessus d'une surface du fluide et sensible à un gaz produit qui émane du fluide, pour délivrer le gaz produit à un système qui consomme le gaz produit ; et une source de courant électrique appliqué auxdits ensembles de plaques d'anode de ladite cellule électrolytique pour générer le gaz produit par dissociation d'un mélange stœchiométrique d'atomes d'hydrogène, d'ions d'hydroxyde et d'atomes d'oxygène du fluide.
PCT/US2010/048144 2009-09-11 2010-09-08 Système permettant de produire un mélange sensiblement stœchiométrique d'hydrogène et d'oxygène à l'aide d'une pluralité de cellules électrolytiques WO2011031770A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
SG2012017539A SG179108A1 (en) 2009-09-11 2010-09-08 System for producing a substantially stoichiometric mix of hydrogen and oxygen using a plurality of electrolytic cells
AU2010292328A AU2010292328A1 (en) 2009-09-11 2010-09-08 System for producing a substantially stoichiometric mix of hydrogen and oxygen using a plurality of electrolytic cells
EP10768828A EP2475806A1 (fr) 2009-09-11 2010-09-08 Système permettant de produire un mélange sensiblement st chiométrique d'hydrogène et d'oxygène à l'aide d'une pluralité de cellules électrolytiques

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
US24178309P 2009-09-11 2009-09-11
US61/241,783 2009-09-11
US12/877,038 2010-09-07
US12/877,038 US20110100803A1 (en) 2009-09-11 2010-09-07 System for producing a substantially stoichiometric mix of hydrogen and oxygen using a plurality of electrolytic cells

Publications (1)

Publication Number Publication Date
WO2011031770A1 true WO2011031770A1 (fr) 2011-03-17

Family

ID=43303936

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/US2010/048144 WO2011031770A1 (fr) 2009-09-11 2010-09-08 Système permettant de produire un mélange sensiblement stœchiométrique d'hydrogène et d'oxygène à l'aide d'une pluralité de cellules électrolytiques

Country Status (5)

Country Link
US (1) US20110100803A1 (fr)
EP (1) EP2475806A1 (fr)
AU (1) AU2010292328A1 (fr)
SG (1) SG179108A1 (fr)
WO (1) WO2011031770A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20190132563A (ko) * 2012-02-27 2019-11-27 디이이씨 아이엔씨 내연 기관을 추진하기 위한 산소-풍부 플라즈마 발생기
JP7129339B2 (ja) 2016-03-07 2022-09-01 ハイテック パワー，インコーポレーテッド 内燃エンジン用第２燃料を発生させかつ分配する方法
US20190234348A1 (en) 2018-01-29 2019-08-01 Hytech Power, Llc Ultra Low HHO Injection

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1998009001A1 (fr) * 1996-08-28 1998-03-05 Green Gas Generator Pte Ltd. Procede et dispositif utilises pour produire de l'hydrogene et de l'oxygene
US5843292A (en) * 1993-09-06 1998-12-01 Hydrogen Technology Ltd. Electrolysis systems
US6332434B1 (en) * 1998-06-29 2001-12-25 Fatpower Inc. Hydrogen generating apparatus and components therefor
WO2007022637A1 (fr) * 2005-08-25 2007-03-01 Canadian Hydrogen Energy Company Limited Regulation du debit et systeme d'alimentation en gaz ameliorant la combustion
DE102008003126A1 (de) * 2007-08-06 2009-02-12 Clean World Energies Gmbh Verbrennungskraftmaschine und Verfahren zum Betrieb einer Verbrennungskraftmaschine

Family Cites Families (24)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1552311A (en) * 1977-03-10 1979-09-12 Inoue Japax Res Electrolytic gernaration of hydrogen and oxygen
US4394230A (en) * 1981-06-10 1983-07-19 Puharich Henry K Method and apparatus for splitting water molecules
US5105773A (en) * 1991-10-21 1992-04-21 Alternate Fuels, Inc. Method and apparatus for enhancing combustion in an internal combustion engine through electrolysis
GB9508248D0 (en) * 1995-04-24 1995-06-14 Ass Octel Process
US6047543A (en) * 1996-12-18 2000-04-11 Litex, Inc. Method and apparatus for enhancing the rate and efficiency of gas phase reactions
US6576096B1 (en) * 1998-01-05 2003-06-10 Lynntech International, Ltd. Generation and delivery device for ozone gas and ozone dissolved in water
US20090148731A1 (en) * 1998-01-20 2009-06-11 Mills Randell L Hydride battery and fuel cell
US20040118348A1 (en) * 2002-03-07 2004-06-24 Mills Randell L.. Microwave power cell, chemical reactor, and power converter
MXPA04009982A (es) * 2002-04-11 2006-02-22 Richard A Haase Metodos, procesos, sistemas y aparatos con tecnologia de combustiion de agua, para la combustion de hidrogeno y oxigeno.
US20030198843A1 (en) * 2002-04-19 2003-10-23 Enernext, Llc Hydrocarbon fueled liquid gallium fuel generator system
GB0219955D0 (en) * 2002-08-28 2002-10-02 Univ Newcastle Fuel cell electrode
US7014740B2 (en) * 2002-12-11 2006-03-21 Sang-Nam Kim Brown gas mass production apparatus including a line style electrolytic cell
GB2400611B (en) * 2003-04-15 2006-03-15 Empower Corp H An integrated renewable energy system
US6719817B1 (en) * 2003-06-17 2004-04-13 Daniel J Marin Cavitation hydrogen generator
US7021249B1 (en) * 2003-09-02 2006-04-04 Christison J Devon Hydrogen addition to hydrocarbon fuel for an internal combustion engine
NZ522619A (en) * 2004-06-18 2005-08-26 S Hydrogen electrolysis with pyramid shaped reaction cell and moderated production rate
US7799485B2 (en) * 2004-07-09 2010-09-21 Nissan Motor Co., Ltd. Fuel cell system and composition for electrode
JP5233069B2 (ja) * 2005-12-15 2013-07-10 日産自動車株式会社 燃料電池システム及び燃料電池車両
US7475656B2 (en) * 2006-03-14 2009-01-13 Yuriy Yatsenko Hydrogen and oxygen production and accumulating apparatus including an internal combustion engine and method
WO2007133174A1 (fr) * 2006-04-12 2007-11-22 Mesa Energy, Llc Générateur à hydrogène
WO2009051788A2 (fr) * 2007-10-15 2009-04-23 Transphorm, Inc. Appareil électrique compact produisant des injections d'hydrogène pour améliorer le fonctionnement des moteurs à combustion interne
KR20110033212A (ko) * 2008-06-18 2011-03-30 메사추세츠 인스티튜트 오브 테크놀로지 물의 전기분해를 위한 촉매 물질, 전극 및 시스템, 및 다른 전기화학 기술
JP2011525146A (ja) * 2008-06-19 2011-09-15 テナント カンパニー 一定出力をもつ電解スケール除去方法
US20110203917A1 (en) * 2008-11-14 2011-08-25 Yehuda Shmueli System for the electrolytic production of hydrogen as a fuel for an internal combustion engine

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5843292A (en) * 1993-09-06 1998-12-01 Hydrogen Technology Ltd. Electrolysis systems
WO1998009001A1 (fr) * 1996-08-28 1998-03-05 Green Gas Generator Pte Ltd. Procede et dispositif utilises pour produire de l'hydrogene et de l'oxygene
US6332434B1 (en) * 1998-06-29 2001-12-25 Fatpower Inc. Hydrogen generating apparatus and components therefor
WO2007022637A1 (fr) * 2005-08-25 2007-03-01 Canadian Hydrogen Energy Company Limited Regulation du debit et systeme d'alimentation en gaz ameliorant la combustion
DE102008003126A1 (de) * 2007-08-06 2009-02-12 Clean World Energies Gmbh Verbrennungskraftmaschine und Verfahren zum Betrieb einer Verbrennungskraftmaschine

Also Published As

Publication number Publication date
AU2010292328A1 (en) 2012-05-03
EP2475806A1 (fr) 2012-07-18
US20110100803A1 (en) 2011-05-05
SG179108A1 (en) 2012-04-27

Similar Documents

Publication Publication Date Title
US20110094459A1 (en) Regulating a hydrocarbon combustion process using a set of data indicative of hydrocarbon fuel consumed corresponding to a monitored engine operating characteristic
US20110094457A1 (en) System for regulating a hydrocarbon combustion process using a substantially stoichiometric mix of hydrogen and oxygen
El-Kassaby et al. Effect of hydroxy (HHO) gas addition on gasoline engine performance and emissions
Fayaz et al. An overview of hydrogen as a vehicle fuel
Zhou et al. Toward highly-efficient combustion of ammonia–hydrogen engine: Prechamber turbulent jet ignition
Subramanian et al. Detailed analysis on engine operating in dual fuel mode with different energy fractions of sustainable HHO gas
Karagöz et al. Effect of hydrogen and oxygen addition as a mixture on emissions and performance characteristics of a gasoline engine
Manu et al. Experimental investigation using an on-board dry cell electrolyzer in a CI engine working on dual fuel mode
Polverino et al. Study of the energetic needs for the on-board production of Oxy-Hydrogen as fuel additive in internal combustion engines
US20110094456A1 (en) System for increasing the level of completion of diesel engine hydrocarbon combustion
Bhardwaj et al. Effect of Brown gas on the performance of a four stroke gasoline engine
Leelakrishnan et al. Performance and emission characteristics of Brown’s gas enriched air in spark ignition engine
WO2008013468A2 (fr) Procédé d'utilisation de mélanges carburés pauvres à tous les régimes de fonctionnement d'un moteur à allumage commandé
Saravanan et al. An experimental investigation on hydrogen fuel injection in intake port and manifold with different EGR rates.
US20110094878A1 (en) Product gas generator for producing a substantially stoichiometric mix of hydrogen and oxygen
Patil et al. Generation of oxy-hydrogen gas and its effect on performance of spark ignition engine
US20110100803A1 (en) System for producing a substantially stoichiometric mix of hydrogen and oxygen using a plurality of electrolytic cells
US20110094458A1 (en) System to dynamically vary the volume of product gas introduced into a hydrocarbon combustion process
Gohar et al. Comparative Analysis of Performance Chacateristicts of CI Engine with and without HHO gas (Brown Gas)
Prasetya et al. The experimental study of wet cell HHO generator type with Ba (OH) 2 catalyst on performance and exhaust gaseous emissions of 4 stroke engine 120 cc
Pratilastiarso et al. Performance and Exhaust Gas Analysis Of A Four Stroke Engine Using Oxy hydrogen Gas As Supplementary Fuel
KR20200074499A (ko) 물을전기분해하여 생성된 가스를 액체연료에 마이크로버블의 형태로 용존시킨 혼합연료 및 그의 제조방법
Horcasitas-Verdiguel et al. Design and manufacture of ice test module to reduce gasoline consumption using oxyhydrogen gas from an alkaline electrolyzer
Mahendran et al. Review of performance and emission characteristics of HHO Gas as a fuel
Eissa et al. Improving SI Engines Performance to Obtain Lower Operating Cost and Emissions Using In-situ Produced HHO Gas

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 10768828

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

WWE Wipo information: entry into national phase

Ref document number: 2010292328

Country of ref document: AU

Ref document number: 2010768828

Country of ref document: EP

ENP Entry into the national phase

Ref document number: 2010292328

Country of ref document: AU

Date of ref document: 20100908

Kind code of ref document: A