WO2019106600A1

WO2019106600A1 - System for saving and catalyzing fuels

Info

Publication number: WO2019106600A1
Application number: PCT/IB2018/059466
Authority: WO
Inventors: Carlos E. Baquero; Miguel S. Arango
Original assignee: Baquero Carlos E
Priority date: 2017-11-29
Filing date: 2018-11-29
Publication date: 2019-06-06
Also published as: CO2017012309A1

Abstract

The present invention relates to a system for saving and catalyzing fuel, comprising a catalyst for liquids, consisting of a container housing metal catalyst particles; a generator comprising blades which, by means heat transmission and friction with the liquid fuel, cause the fuel to evaporate and polarize, said generator also including an air inlet or bubbler; a reactor comprising a container and a diffuser; and a catalyst for gases, containing a mesh of a structural magnetic material supporting alternating, variable-thickness sections of filters, organic catalysts and chemical catalysts. The device of the invention improves the efficiency of liquid fuel combustion for powering engines.

Description

Fuel saving and catalyst system

Technological Sector

The present invention relates to the field of mechanical engineering, specifically with application in the field of engine fuel optimization.

This invention corresponds to the development of a saving and energy catalyst system that evaporates liquid fuel, catalyzes it, mixes it with the air that enters the engine, and then mixes it in the combustion chamber with the native fuel of the engine. It is composed of a liquid catalyst, a generator, a reactor and a gas catalyst.

State of the Prior Art

The efficient consumption of fossil fuels is a recurrent problem, especially in light of current environmental concerns. Internal combustion engines that operate with fossil fuels are inefficient in transforming the latter into usable energy. The incomplete combustion of the fuels generates a high wear of the engines, their lubricants, and high levels of toxic emissions to the environment. According to the US Environmental Protection Agency (EPA, for its acronym in English) combustion engines waste up to 65% of the energy provided by fuels. The unburned fuel results in a loss of power in the engine, and in pollutant emissions. Therefore, new mechanisms are required to solve this technical problem, in order to take advantage of a greater percentage of the energy provided by fuels.

An approach that aims to improve the efficiency of combustion in engines is described in patent US 6681749 B2. Said patent discloses a device that delivers steam fuel to the engine, and that one includes a chamber where the liquid fuel is evaporated by agitation. The system allows mixing ambient air with fuel vapor to achieve a certain efficiency depending on the engine. On the other hand, the French Jean Marie Chambrin describes in patent WO 1982004096 A1, a reactor associated with a motor, which transmutes the fuel in liquid, solid or gaseous state. The described reactor is cylindrical, of a metallic material with high conductivity, and houses longitudinal barriers. The latter when colliding with the fuel in its primary state cause it to evaporate and acquire a charge. The American Paul Pantone subsequently patented a series of systems and devices, working on the Chambrin disclosures.

On the website entitled Geet-Pantone Plasma Systems, the author bases multiple patents, including those of Chambrin and Pantone, to propose a system that improves the use of fossil fuels. Taking elements from multiple sources, the author of the text proposes to evaporate the liquid fuels with heat from the engine, ionize the gaseous fuel, and dry said gas to finally provide it to the combustion engine. Although the patents initially pose the management of fossil fuels, the author focuses, on the contrary, on water as the main source of hydrogen to create fuel, with small additions of alcohol. The proposed system integrates known elements such as longitudinal obstacles, heat exchange, and magnetism, and integrates them with new elements such as spiral structures for heat exchange, among others. Although the text analyzes the different elements necessary to increase the efficiency of fuel consumption, it does not offer a definitive configuration of the elements or a proven disposition.

None of the developments described in the prior art discloses a system whose configuration observes the use in conjunction with the original or native fuel of the vehicles

Description of the invention

Saving system and fuel catalyst characterized in that it comprises a liquid catalyst, a generator, a reactor and a gas catalyst. The system increases the efficiency of combustion in engines, by providing gaseous fuel obtained from liquid fuel, and mixing it with the native fuel of the engine.

In a general aspect of the invention, a liquid catalyst is the first element of the system, which is arranged in a container and receives liquid fuel, which is different from the original fuel of the vehicle. After remaining in this container for at least 6 hours, the fuel that has been oxidized in the liquid catalyst passes to a generator. By transmitting heat from the motor through the blades, and the bubbling of incoming liquid fuel, the fuel evaporates and becomes polarized. Polarized gas circulates through a pipe to a reactor. Said reactor ionizes the gas by the theft of electrons with its structure made of a non-polar material. The ionized gas finally flows to a gas catalyst. The gas catalyst arranged inside a container, eliminates all the impurities and supplies the gaseous fuel to the intake manifold, where it is mixed with the air that enters the engine. Subsequently, in the combustion chamber, the gaseous fuel is mixed with the native fuel of the engine.

In this same aspect of the invention, said mixture of the fuel coming from the system, and the native fuel of the vehicle, enters the engine, allowing a more efficient combustion, at a lower temperature, which generates savings of at least 25% of fuel. Therefore, the system prolongs the useful life of the engine by improving lubrication, removing soot from valves and engine rings, reducing metal particles suspended in the oil caused by wear on the running surfaces and decreasing emissions to the environment by at least 50%.

Description of the Figures Figure 1. Liquid catalyst where (1) represents the fuel inlet, (2) outlet, (3) lid, (4) container, (5) catalyst particles.

Figure 2. Generator where (6) represents the studs, (7) flange, (8) fuel inlet, (9) outlet to the reactor, (10) pressure leveler or bubbler, (11) supercharger.

Figure 3. Reactor where (12) represents the fuel inlet, (13) outlet to the gas catalyst, (14) cylindrical container, (15) diffuser, (16) fitting, (17) seal, (18) couplers, (19) receiver.

Figure 4. Gas catalyst where (20) represents NPT connections of ¼ "inlet and outlet, (21) lid, (22) filter, (23) organic catalyst, (24) chemical catalyst.

Detailed description

Saving system and fuel catalyst characterized in that it comprises a liquid catalyst, a generator, a reactor and a gas catalyst.

Particularly, the liquid catalyst (Figure 1) is the first element of the system, is placed in a container and receives liquid fuel. The liquid catalyst is composed of a container (4) that houses catalytic particles (5) that oxidize the liquid fuel. The tank stores the fuel for at least 6 hours, which once it has oxidized, passes to the generator.

In the same particular aspect, the generator (Figure 2), which is the second element of the system, includes some external blades that receive heat from the engine. The generator is located between the liquid catalyst and the reactor. By transmitting heat, and bubbling the incoming liquid fuel, the blades cause the fuel to evaporate, and become polarized. The generator also includes an air inlet, which allows to divide the liquid fuel, and increase the friction of the particles with each other. Polarized and molecularly ordered gas in chains circulates through a pipeline to the reactor. The latter is the third element of the system.

Optionally, and depending on the engine, the generator allows adding water to the fuel and preventing it from being consumed too quickly in cases of excess efficiency. The generator makes that, after polarization, the evaporated water particles (H ₂ 0) become a brown gas, HHO structure. Water also acts as a fuel to be a source of hydrogen for combustion.

In this same aspect, the reactor (Figure 3) is the third element in sequence of the system, and consists of a container and a diffuser (15). It is located between the generator and the gas catalyst. Said reactor ionizes the gas by stealing electrons with its structure made of a non-polar material. The ionized gas finally flows to the gas catalyst. In the same particular aspect, the gas catalyst (Figure 4) is a container containing a mesh of a magnetic material, which supports Interleaved and variable thickness sections of: filters (22) that remove residual moisture; organic catalysts (23) that trap particles; and chemical catalysts (24). Said gas catalyst is last in sequence, and is disposed after the reactor. The gas catalyst removes all the impurities and supplies the fuel to the intake manifold, where it is subsequently mixed with the original or native fuel of the vehicle in the cylinder chamber. Said mixture of the fuel coming from the system of the invention, and the native fuel of the vehicle, enters the engine and generates a more efficient combustion.

More particularly, the system can be incorporated in vehicles with direct injection, indirect or with carburetor, and whose original or native fuel is gasoline, diesel, vehicular natural gas, or with hybrid vehicles. Therefore, the system allows to mix the gaseous fuel generated by the system of the invention, with different types of native fuel. In addition, the system of the invention does not interact in any way with the vehicle's urinal fuel circulation circuit.

The fuel saving and catalyst system allows a more efficient combustion, and at a lower temperature, generating savings of 25% fuel, depending on the engine. It also reduces the conventional engine temperature and therefore prolongs its life, improves lubrication, removes soot from valves and engine rings, reduces metal particles suspended in the oil and prolongs its life, and decreases the emissions to the environment between 80-100%.

Optionally, an automatic filling subsystem allows to keep the generator tank full for ease of application. Said automatic filling system includes one or more storage tanks, which house the liquid fuel to feed the system of the invention; at least one level sensor located inside the generator tank, which detects the level of filling of said tank; at least one relay which is attached to at least one pump and at least one solenoid valve, and receives the signal from the sensor to control the passage of fuel from the one or more storage tanks to the liquid catalyst filter; at least one pump that is activated by the relay and sucks the fuel from the one or more storage tanks and supplies it to the liquid catalyst filter; and at least one solenoid valve that is activated by the relay and controls the passage of the fuel from the one or more storage tanks to the liquid catalyst filter.

Preferred modalities In the preferred aspect of the invention, the system receives liquid fuels such as gasoline, diesel, or alcohol (butanol, pentanol, methanol, or ethanol, among others), or a mixture of these in different proportions, without being restricted thereto.

In the same preferred aspect, the proportions of the mixture of liquid fuels administered to the system depend on the variables of altitude, vehicle displacement, original fuel type of the vehicle, and the location of the system of the invention with respect to the engine.

In the preferred aspect of the invention, the liquid catalyst (Figure 1) consists of a container (4) with a fuel inlet (1) and an outlet to the generator (2), and a pair of lids (3) . The container houses metal catalators (5). These catallzadoras particles are a mixture of aluminum chip, copper, and stainless steel, preferably. The fuel inlet receives the liquid fuel or fuel mixture determined for optimum system efficiency.

The container of the liquid catalyst preferably has a cylindrical shape, but can adopt other geometries, depending on the place or shape of the space where it is necessary to locate it. In the same aspect, it is necessary that their form and material have the ability to interact with the environment in which they are, taking advantage of the outside temperature and accelerating the oxidation process.

In the same preferred aspect, the generator (Figure 2) consists of a container held by one or more studs (6) and one or more flanges (7), which has a fuel inlet (8) and an outlet to the reactor (9) and contains some external blades. The air inlet is, in the preferred embodiment, a pressure leveler or sparger (10), which allows to generate bubbles in the liquid fuel in such a way that the friction between particles and the heat of the external blades of the generator increases, and the liquid fuel evaporates more quickly. Said bubbler is preferably coupled to a filter that cleans the air entering the generator. The generator also includes at least one extractor (1 1) that allows to introduce water, and mix it to the liquid fuel so that it increases its performance in case of having too efficient combustion, which depends on the response of the motor to the system of the invention .

In the preferred aspect of the invention, the reactor (Figure 3) consists of a container in the form of a cylinder (14), a diffuser in the form of a coil (15), and a fuel inlet (12) and an outlet to the gas catalyst filter (13). The reactor is held by a fitting (16), a seal (17) and couplers (18). The reactor contains a stainless steel Internal receiver (19) which carries out a theft of electrons to the gaseous fuel, ionizing it. This allows Ionic bonds to be generated between the polarized chains from the generator, which form gaseous fuel chains. These chains when excited in the engine combustlonan more efficiently.

In the same preferred aspect, the material composing the reactor can be stainless steel, titanium, or other non-ferrous material that is non-polar, that is to say a non-polar conformation. polar. These materials must be able to generate a magnetic field capable of stealing electrons from the gas, and be resistant to high temperatures and solvents.

In the same preferred aspect, the gas catalyst (Figure 4) is a cylindrical container, which includes inlet and outlet connections (20). The gas catalyst elements are distributed as follows from the ends towards the center. First, a cover (21) at each end, next to the inlet and outlet connections. Next to the covers there is a filter strip (22) of paper moisture on each side of the container. Next to the humidity is found: on the one hand, a section of an organic catalyst (23), composed of activated carbon to remove the floating particles; and on the other hand a section of a chemical catalyst (24) composed of calcium chloride, which comes into contact with the remaining liquids and catalyzes its evaporation. Next to the catalysts, there are sections of humidity filter (22). The latter give way to a section of chemical catalyst (24), on the side of the organic catalyst (23), and vice versa. Finally, at the center, there is a strip of paper filter (22). These internal sections are supported by a structural steel mesh or titanium, which acquires a magnetic charge and traps charged particles ndeseadas. This particular structure of the gas catalyst allows the remaining moisture and floating particles to be completely removed, in order to deliver the gaseous fuel to the engine in the purest state possible.

The optional automatic filling subsystem, preferably includes one or more storage tanks with a total capacity between 50cc and 2000cc. The circulation of the fuel from the one or more storage tanks to the liquid catalyst is generated by a pump and a solenoid valve, which operate simultaneously under the orders of at least one relay that receives the signals from at least one level sensor. Alternatively, and depending on the location of the one or more storage tanks, the fuel flows to the liquid catalyst by gravity and without the need for a pump.

Examples

Consumption efficiency test of the system of the invention

A first fuel consumption test was carried out in a real environment, consisting of carrying out a determined distance path, and of known consumption, after the installation of the invention in a car. The car was a gasoline truck with a 2L displacement, model 2013. The route traveled was the route Yarumal-Medellín-Alto de Minas- Santa Rosa de Cabal-Perelra-Call, with a total of 540Km. The normal consumption in this route with the same vehicle is 43.3Km / gal. After the installation of the system of the invention, the consumption was 67Km / gal, which implies a 55% saving in fuel consumption.

The second test was carried out in a 3L crossover truck, model 1997. The chosen route was Call-Perelra-Alto de Mlnas-Medellín-Coveñas, with a total of 908Km. The normal consumption of said vehicle is 20Km / gal. After the installation of the system of the invention the consumption It happened to be 61 Km / gal. The fuel savings in the diesel vehicle was 300%, making use of the fuel saving and catalyst system.

Emissions test of the system of the invention

Resolution 910 of 2008 establishes the permissible emission limits for gasoline vehicles according to Table 1. Likewise, it establishes the maximum opacity limits for diesel vehicles, according to Table 2.

Table 1 . Maximum allowable emission limits for gasoline-powered vehicles at cruising speed and in idle condition, idle or static test

Table 2: Maximum permissible opacity limits for vehicles driven with DIESEL (ACPM) in free acceleration. Resolution 910 of 2008

In the first place, a gas analysis was carried out for a petrol truck with 2L displacement, model 2013. The carbon monoxide (CO) reading was 0%, which means that the emissions of this gas are below limit of detection of the measuring instruments, and therefore satisfy the standard. This is an indicator of extremely efficient combustion. The reading of C0 ₂ , which was 12.3%, reinforces this idea and is indicative of a balanced stoichiometric mixture. For its part, unburned hydrocarbons during the combustion process (HC) were reduced from 180ppm to 48ppm, which is equivalent to a reduction of 375% of HC emissions. The percentage of oxygen was 0.14%, which is found in the lower limit accepted, and is an indicator of a good oxygen supply for combustion inside the cylinder. Finally, the AFR (air / fuel ratio) obtained is 16.9. This indicator represents the mixture of air with respect to the fuel in the engine. After the implementation of the invention, more air and less fuel is consumed to move the engine, thereby generating fuel savings. Secondly, a gas analysis was carried out for a 3L engine displacement truck, model 1997. The percentage of opacity obtained was 18.6% which satisfies the standard, and is more than 200% below the established limit for this.

Qualitative tests of the system of the invention

In the tests performed on the gasoline vehicle (2L, 2013 model), it was observed that the valves and spark plugs were completely clean, and there was no soot. This was contrasted to the valves before the installation of the system of the invention, which were covered with soot. The deposits of soot in the different parts of the engine when they are present alter the temperature of operation of the same, they contaminate faster the oils, they obstruct the correct lubrication of the engine, and they produce sediment in the crankcase.

Claims

Fuel saving and catalyst system characterized in that it comprises a liquid catalyst, a generator, a reactor and a gas catalyst.

Saving system and fuel catalyst according to claim 1, wherein the liquid catalyst receives in the first Instance the liquid fuel and is mainly composed of a container (4) that houses metal catacletizing particles (5) that oxidize the fuel. Said container stores the fuel for at least 6 hours, which once it has been oxidized, passes to the generator. It is the first element of the system sequence, and it is located before the generator.

3. Saving system and fuel catalyst according to claim 1, characterized in that the generator contains external blades that receive heat from the engine. By heat transmission, and friction with the oxidized liquid fuel that enters, the blades cause the fuel to evaporate, and become polarized. Said generator also includes an air inlet or bubbler (10), which allows the liquid fuel to be divided, and to increase the friction between the fuel particles. The generator provides polarized and molecularly ordered fuel in chains to the reactor. It is the second element in the system sequence, and lies between the liquid catalyst and the reactor.

4. Saving system and fuel catalyst according to claim 1, characterized in that the reactor comprises a container (14) and a diffuser (15). This reactor ionizes the gas by stealing electrons with its structure made of a non-polar material. The ionized gas eventually flows into the gas catalyst. It is the third element in the sequence of the system and is located between the generator and the gas catalyst.

5. Saving system and fuel catalyst according to claim 1, characterized in that the gas catalyst (Figure 4) contains a mesh of a structural magnetic material that supports interleaved and variable thickness sections of filters (22), organic catalysts ( 23), and chemical catalysts (24). Said gas catalyst eliminates all impurities and supplies the gaseous and clean fuel to the intake manifold where it is mixed with the original fuel of the vehicle, and subsequently enters the engine. It is the last element in the sequence of the system, and it is located after the reactor.