WO2011080521A2

WO2011080521A2 - A fuel enhancement system

Info

Publication number: WO2011080521A2
Application number: PCT/GB2011/000001
Authority: WO
Inventors: Peter George Dale Alexander Hornby
Original assignee: Aspiration Enhancement Systems Holdings Limited
Priority date: 2010-01-04
Filing date: 2011-01-04
Publication date: 2011-07-07
Also published as: GB201213813D0; GB2489189A; WO2011080521A3; GB201000061D0

Abstract

A hydrogen enhancement system for a vehicle with an internal combustion engine. The system includes a unit for electrolysis of water and cooling system actuatable by at least one thermal switch.

Description

A fuel enhancement system

The present invention relates to a fuel enhancement system. More especially, the invention relates to a hydrogen fuel enhancement system utilising an on- board electrolysis system to introduce hydrogen into the combustion cycle of an internal combustion engine to improve fuel economy, power and output.

The use of such a system on a vehicle deems the vehicle a "hybrid". Hydrogen fuel enhancement commonly refers to the practice of utilizing hydrogen produced through an electrolysis system on-board a vehicle. Scientifically accepted methods include storing hydrogen on the vehicle as a second fuel, or reforming conventional fuel into hydrogen using a catalyst. The benefits of such technology is widely reported and supported by many Governments throughout the world.

There are a number of hydrogen fuel enhancements currently in development and on the market. To the best of the Applicant's knowledge though all known systems suffers from various disadvantages which prejudice the commercial viability of the systems.

As will become apparent below, many technical and commercial problems and issues have been overcome during the development of the present system. The present invention seeks to provide a commercially viable hydrogen fuel enhancement system that is designed to be fitted as an accessory with little or no vehicle interface.

All cabling is attached to available outlet or output connecters, using on board auxiliary connections. Furthermore, any pipe work required does not interfere nor interface with the operational mechanics of the vehicle. All features of the system are fitted to and are not interfaced with the vehicle or plant to which the system is installed. Moreover, all features of the system are replaceable, repairable and forwardly updateable with thermal management, forced air cooling and changeover technology. Unlike other known systems, the units once fitted and configured, require little or no operator interface, apart from that for routine maintenance. There is no requirement, for example, to switch the unit on and off in accordance with an ammeter fitted to the dash board of the vehicle. The system does not require monitoring of amperage or temperature. Indeed, the system does not require an interface with the engine management system, the throttle position sensor or any part of the engine management or electrical control system.

Each component of the system is configurable to allow the operator to select an optimally designed unit, depending on the particular application and environment of use. The overall resulting system is exceptionally stable with a reliable on-board electrolysis package designed to suit the majority of situations from static generator sets, to cars, vans and small trucks.

The system is also applicable to large commercial vehicles, coaches or buses. Furthermore, the system can be applied to non-road vehicles such as boats, trains, large plants and machinery.

The system has been thoroughly tested and has acquired full CE approval for fitment to all types of vehicles and plant. The system does not require E mark approval.

Embodiments of the present invention will now be described, by way of example, with reference to the accompanying figures, in which : Figure 1 is a basic schematic illustration of a fuel enhancement system constructed in accordance with the invention;

Figure 2 is a basic schematic illustration of the unit of Figure 1; Figure 3 is basic schematic illustration of an electrolytic array forming part of the unit;

Figure 4 is a basic schematic illustration of the array within the enclosure; and

Figure 5 is a basic illustration of an electrolysis unit constructed in accordance with a further embodiment of the invention utilising a multi-cell array.

Referring first to Figure 1, a system constructed in accordance with the invention comprises a unit 10 for the electrolysis of water and an outlet pipe 12 connected to a gas outlet 14 on the unit 10 to allow hydrogen and oxygen to flow freely from the electrolyser unit 10 into an air induction pipe 16 of an internal combustion engine (not shown). Alternatively, the outlet pipe 12 may be connected directly into the mouth of the throttle body of an engine.

An additional inlet 18 is provided to allow pressure from a turbo to assist the flow of the fuel gas into the air intake of the engine. It will, of course, be appreciated that the additional inlet is only required if the vehicle has a turbocharger fitted.

Air and gas flow assistance is provided from the turbo high pressure side to low pressure side to provide pressure differentials within the system. Valve arrangements aid the flow of gas into the air intake of an internal combustion engine.

By allowing the air intake to vacuum when the air intake is increased and providing a vent to the atmosphere during overrun or exhaust brake conditions, the gas flow can be managed passively without the need for mechanical or electronic devices. At the same time air flow and any over pressure conditions can be managed with additional valves and pipe work returning the flow to the low side of the induction system.

By combining the use of the turbo high pressure and induction low pressure, valve systems can control and manage over flow ratios and any pressure issues, which known systems are otherwise susceptible to. By utilising turbo boost pressure and additional switching where required, additional generators can be run to provide additional economy and/or additional power when full turbo is employed and more power is required.

The electrolyser unit 10 is assembled as a robust enclosure 19 made from a non- metallic, non-conductive material. The unit 10 includes in its tops surface a simple filler 20 to allow charging of the unit 10. Referring now to figure 3, the unit 10 contains an electrolysis array 22 in electrolytic solution. The electrolysis array 22 consists of a plurality of anode and cathode plates 24 in a passive parallel configuration. Sacrificial anodes are also included in the array 22 to improve longevity of use. During development of the present invention, it has been found that the anode exhibits more stress than the rest of the array. By adding additional material to the anode the life of the anode is extended. The design of plate array of the present invention allows the use of any number of sacrificial anodes. By the introduction of an additional active anode combined with other aspects of the design, operational longevity can be increased.

The array 10 may consist of any of number plates 24, within reason. Generally, an odd number of plates 24 is preferred. The array 22 is housed within an enclosure 26 and surrounded by insulating material 28 to contain the flow of electrons within the electrolytic environment. The fact that the plate array 24 is insulated on all four sides has been found to improve the efficiency of the electrolysis process. It has been concluded that the electron flow is focused to the next plate in the array as opposed to the electron flow skipping a plate or plates and flowing to the other plates in the array thus reducing output and efficiency.

Insulation of the array makes more effective use of the electrical energy which enhances the production of the hydrogen gas from the electrolysis. By insulating the array it is possible to maintain dry cell efficiency in a wet cell environment. Consequently the thermal management of the product is more readily controllable utilising the additional fluid as a heat sink or cooling jacket.

The array enclosure 26 is metallic to provide RF and EMC shielding characteristics for containment and protection. The design of the system allows for all components to be housed in the metal enclosure 26 for the overall protection of the system and to provide additional EMC protection.

The enclosure 26 includes a gasket arrangement (not shown) that is able to discharge the electrolyte and any residual gas when pressure is built-up to an excessive level, thereby rendering the unit 10 an open circuit and thus inert.

The unit enclosure 19 is fitted with forced air cooling and temperature control mechanisms.

Forced air, which can be provided by a fan or may simply be provided from the atmosphere reduces the operating temperature and reduces the possibility of water vapour entering the combustion chamber as steam. This also allows the generator to function with greater stability and consistency.

The air-flow also allows any discharged gas to be dispersed into the atmosphere as soon as possible to improve safety. As a safety feature, air flow over the unit allows any expunged gas to be dispersed into the atmosphere more readily. The temperature is managed by forced-air cooling to prevent the generation of water vapour from heat, thereby eliminating the possible introduction of water into the engine causing mechanical damage. Additionally, temperature management increases the efficiency of the electrolysis process. Thermal management allows the system to produce hydrogen on a more stable and consistent level without intervention and monitoring. The use of thermal switching increases stability of the electrolytic process and, in conjunction with vapour barriers, ensures that the heat created does not become stream and hence moisture that could otherwise enter the combustion chamber. Air flow management allows the system to produce hydrogen more efficiently and consistently. In conjunction with the switching system utilised in the thermal management of the process, forced air cooling can be introduced either from the existing cooling system of the vehicle, or by forced air cooling via exhaust fans or blowers.

The thermal management system, including forced air cooling (or other means), and thermal fusing or switching using heat generated from the electrolysis allows the system to be thermally managed rather than being controlled electronically. The fuses work from a temperature coefficient derived from the system itself such that the current flow and thus the temperature can be controlled. In simplistic terms, the thermal fuse may switch off at a certain temperature and the reset at another temperature thus allowing thermal management and current management of the entire system. This results in superior stability when compared to other known hydrogen enhancement systems. Moreover, by managing temperature and current flow in this way, the system can be prevented from over-heating and, as a consequence, generating steam. This will, in turn, prevent moisture ingress into to the mechanical engine components of the engine.

Steam prevention is further improved by an arrangement of non-return valves arranged in a "vacuum, pressure, pressure, vacuum" configuration. Combined with a dual induction pipe gas flow to the engine both pre and post_, turbo can be managed.

The system may also accommodate exhaust braking on heavy commercial verhicles.

It will be appreciated that other thermal control mechanisms may be used rather than forced air cooling. For example, passive air cooling or water cooling may be employed.

Further insulating material 30 is provided between each plate 24. The plates 24 are assembled onto studs 32 that extend out of sides of the enclosure 26 such that the studs 32 form connectors to allow direct connection of the available power supply. Within the array 22, the studs act as connectors between the plates 24 to allow opposing flow of current across the array 22. Connections and fixings form one complete module including mounting points. The mounting points are thread sealed, to be chemically and mechanically locked as they pass through the wall of the enclosure 26.

A modular system allows for flexibility of usage and installation. The system provides flexibility of installation as the system can be customised to fit different environments. By using a selection of enclosures, the system is customisable and flexible such that there are numerous installation options, including the provision of multi-cell multi-array configurations for large and small installations. The flexibility of the array assembly allows for flexibility in specification for a more efficient system. Multiple arrays can be combined into a single enclosure. This is illustrated by way of example in Figure 5.

The flow may however be reversed to flow in the same direction as the cooling mechanism if required.

The array 22 is assembled, for use, in such a way that the associated current flow is in the opposite direction to the cooling mechanism. The array plates 24 are made from 316 stainless steel with a brushed finish. This material has been found to allow gaseous bubbles to be more freely released thus increasing gas production. Other materials may be suitable for such a purpose. The conditioning process employed involves the removal of surface impurities by the use of coarse polishing prior to assembly and an ultrasonic cleaning process after assembly. Such processes aid the gas production considerably. During development of the present invention, one of the problems encountered was that bubbles appeared to get stuck to the plates causing pitting and reducing operational longevity. The array 24 is mounted in the enclosure 26 in such a way to absorb vibrations from the vehicle when travelling which pass through the unit 10 causing a resonance within the solution. The mounting also helps with removal of adhered bubbles from the plate array (an issue that appears to affect other known devices).

The size of the plates and the mounting point positions play a strategic role in the efficiency of the array including longevity of use and controlled sacrificial breakdown. The numerical relationship between the dimensions, including material thickness and spacing, are determining factors of the voltage and the current consumed.

The array 22 is immersed in de-ionised or, alternatively, distilled water with a chemical as an electrolyte. The electrolyser has a nominal amount of electrolytic chemical, sufficient only to produce a nominal current draw on the associated electrical system. Electrolyte is of a minimal concentration, so the chemistry is dilute in its nature. The addition of only a small amount of electrolytic chemical to the de-ionised or distilled water causes only a nominal load is applied to the electrical system thus allowing electrolysis to take place on a free energy basis. A weak electrolyte induces a low current draw which allows the use of "free energy" from the alternator. Spinning of the alternator is maintained due to a continual small current drawn from the alternator. This means that the present invention does not use fuel to produce the current required to power the electrolytic process.

The electrolytic solution has no special material handling requirements so specialised carriers are not required. The solution is considered mildly caustic as opposed to acidic. The HGV chemistry would have a concentration of approximately 75ml per 1000ml. After considerable tests conducted by the Applicants, it has been found that a 7.5 cc concentrate per litre of distilled water provides sufficient Hydroxy gas to provide in the region of a 30 to 35% increase in fuel economy, irrespective of whether the system runs at 5 amps or 15 amps.

The design of the array utilises harmonic coupling and frequency efficient assembly between the plates and the gap between the anode and the cathode. The design also utilises tuneable passive plates within the array to manage the frequency of the applied current and voltage.

The modular design of the plate array allows for stacking of the arrays into single cells.

The overall system includes temperature reset for the unit 10 with one or more cooling fans that may be turned on or off. The resulting air-flow allows any discharged gas to be dispersed into the atmosphere as soon as possible for safety.

The temperature range may be alternated so as to allow an always-on situation between multiple cells. Additional fans may be provided for warmer environments. The fans may be activated by temperature sensors. In such circumstances, the switching range for the fans is approximately between 45 degrees to 70 degrees in staggered steps. During combustion the unit 10 utilises residual energy from the engine's electrical system generated by the alternator after the vehicle has recovered from start up. The system therefore uses minimum current and does not impart large stresses on the engine unlike other known fuel enhancement systems. This system described enhances the combustion of fuel in the combustion cycle in an endeavour to combust the existing fuel during use more efficiently. This reduces the particulate output from the combustion cycle and operates on the simple principle that "waste" electricity from the alternator is used to convert water to hydrogen and oxygen. The hydrogen and oxygen then combine in the combustion process to drive the engine, thereby allowing the vehicle to be determined a hydrogen hybrid. During normal operation, a nominal amount of gas present at any one time (a maximum 100 millilitres), thereby making the unit 10 significantly safer than conventional fuel storage systems. The hydrogen and oxygen generated is used and not stored, and when the engine is switched off all electrolysis ceases. As previously described, the modular construction of the components allows a specific system to assembled specific to requirements and its application. Information required for analysis of the optimum system can be simply retrieved by a survey sheet completed at the time of initial inspection of the vehicle or other article to which it is to be used.

Moreover, the modular structure of the system allows for the simple upgrading of internal components to increase overall life expectancy and efficiency.

The system is fully maintainable with all components including the array being fully replaceable, repairable and up-dateable. The unique configuration of the array allows it to be easily replaceable without sacrificing the overall cell. The cell can be simply opened and to allow removal; of the internal array components for replacement, repair or upgrade. The cell can then simply be reassembled and returned to service.

As a small cell, the system can be disposed and replaced of simply and economically.

By optimising the operational environment of the system, fuel reduction can be maximised. Particular application for the system currently is as an HGV product as it is suited to long haul and continental driving with the use of cruise control on motorways and duel carriageways. The system can though, of course, be configured specifically to operate on short haul and multi drop situations. The units 10 are sufficiently small to be capable of being fitted in front of the radiator where the unit will not cause hot/cold spots. The units 10 may, alternatively be fitted behind the radiator. In this case the thermal duty cycle may be adjusted.

The unit 10 may alternatively be located in the boot of a vehicle, on the back of a truck or on the roof plant and machinery.

A wind chill deflector plate (not shown) is fitted to the front of the unit or on the vehicle a small distance from the unit. This plate is designed to deflect the wind chill in cold conditions while allowing cooling in both hot and cold conditions. The plate protects the unit from extreme wind chill in cold or freezing conditions when the unit is fitted to the front of a vehicle. The plate also acts a frost guard in such conditions.

The system includes a moisture trap and associate filters. The filter consists of a small enclosure containing high a quality stainless steel ribbon. The enclosure includes a gas inlet and a gas outlet. The filter is preferably mounted on top of a moisture trap which consists of a larger enclosure with a gas inlet, a gas outlet and and moisture drain. Both items can be used together or separately as required. The installation of a moisture trap would be of particular importance HGV tip wagons, for example, and could be integrated into the HGV unit.

The system is modular and can be built to most environments and maintain CE approval integrity, all our components come with necessary certification. At all times the cooling system and thermal management technology allows the right amount of gas to be produced for the correct environment at the appropriate time. The system initiates as soon as the vehicle engine starts and does not require a time lag before becoming effective, unlike known systems.

The system can be configured to run using a two cell multi-array for larger engine capacity and may be included in the vehicle during the build stage or may be retro-fitted to existing vehicles. It will be appreciated that the foregoing are merely an examples of embodiments and just some examples of their use. The skilled reader will readily understand that modifications can be made thereto without departing from the true scope of the inventions.

Claims

1. A system for increasing the fuel efficiency and power output of a combustion engine, comprising a unit for electrolysis of water and cooling system actuatable by at least one thermal switch, whereby an increase in temperature of the unit above a pre-determined threshold value causes the thermal switch to actuate the cooling system, thereby limiting temperature fluctuations of the unit, in use.

2. A system according to claim 1, wherein the cooling system comprises at least one electronically driven fan or blower.

3. A system according to claim 1 or claim 2, wherein the electrolysis unit consists of an array of anode and cathode plates connected in a passive parallel configuration and immersed in a weak electrolytic solution, the array being and housed in an insulated manner within a further enclosure.

4. A system according to claim 3, wherein the unit housing is formed from a non-metallic, non-conductive material.

5. A system according to claim 4, wherein the unit further includes a filler in its top surface to allow charging of the unit.

6. A system according to any one of claims 3 to 5, wherein the array is surrounded by insulating material to contain a flow of electrons in an electrolytic environment.

7. A system according to any one of claims 3 to 6, wherein the array enclosure is made from a metallic material.

8. A system according to claim 7, wherein the array enclosure included a gasket arrangement to discharge the electrolytic solution .

9. A system according to claim 7 or claim 8, wherein the unit enclosure further includes a temperature control mechanism .

10. A system according to any one of claims 3 to 9, wherein the insulating material is provided between each plate in the electrolysis array.

11. A system according to claim 10, wherein the plates are assembled onto studs that extend out of the sides of the enclosure such that the studs form connectors to allow direct connection to an available power supply.

12. A system according to claim 11, wherein the studs act as connectors between the plates to allow opposing flow of current across the array.

13. A system according to any one of claims 3 to 12, wherein the array plates are made from 316 stainless steel with a brushed finish.

14. A system according to any one of claims 3 to 13, wherein the electrolytic solution has a chemical concentration of approximately 75 ml per 1000 ml.

15. A system according to any preceding claim further comprising a wind deflector plate fitted to the unit or on the vehicle dose to the unit.

16. A system according to any preceding claim, further comprising a inlet linked to a turbocharger, if installed on the vehicle.

17. A system according to claim 16, comprising means to provide a flow of air and gas from the high pressure side of the turbo to the low pressure side of the turbo.

18. A system for increasing the fuel efficiency and power output of a combustion engine, comprising a unit for electrolysis of water, wherein the unit, during use, utilises residual energy from the engine's electrical system generated by the alternator after the vehicle has recovered from start up.