Abstract:
A system for supplying power with a combustion engine includes an engine having fuel and air intake lines, and an exhaust line. The engine has a combustion chamber volume defining a number of liters of engine displacement. A fuel cell has a gas outlet that communicates with the air intake line, and selectively produces hydrogen and oxygen gases through an electrolysis process. An oil pressure sensor communicates with the engine to sense when the engine is operating. A switch communicates with the sensor and is closed when the sensor senses that the engine is operating. The switch is open when the sensor senses that the engine is not operating. A battery communicates with the fuel cell and selectively supplies electrical power for the electrolysis process when the switch is closed.

Description:
1. FIELD OF THE INVENTION  
       [0001]     This invention relates in general to devices for producing hydrogen and oxygen for injection into engines powered by gasoline or diesel.  
       2. BACKGROUND OF THE INVENTION  
       [0002]     There are two major problems in the operation of fossil fueled vehicles that have existed for some time. The first is the apparently limited supply of fossil fuels. The second is the pollution that these vehicles produce. Even if the supply of fossil fuels expands, it is still good policy to conserve as much as practical. One of the key concerns of conservation is the cost of the particular measure. So, the ideal conservation measure is one that produces significant reductions in fuel use at the lowest possible cost.  
         [0003]     The second problem centers on the emissions produced when burning fossil fuels. Vehicles burning such fuels often produce carbon monoxide, nitrous oxides, sulfur dioxide and other noxious gasses. These products are a result, in part, of engines not completely burning the fuel.  
         [0004]     It has long been known that hydrogen is a near perfect fuel. It releases almost three times the energy of fossil fuels when burned, it produces only water as the product of combustion, and it can be readily produced from water by electrolysis. Despite these advantages, hydrogen has one serious drawback—it is highly explosive. Thus, it has not proved practical to operate vehicles using pure hydrogen as a fuel source. Moreover, although it can be readily produced from water, it takes energy to produce the hydrogen, which typically is produced from fossil fuel sources.  
         [0005]     Despite these drawbacks, considerable research has been done on the effects of mixing hydrogen with gasoline in motor vehicles. We know that mixing hydrogen with gasoline and air in the combustion chamber of a conventional engine produces improved thermal efficiency and a reduction in emissions of pollutants. Although tests have shown that mixing hydrogen with gasoline and air in the combustion chamber can reduce pollution, there has not been prior art that devices have also reduced the horsepower and therefore the performance of the engine. Moreover, no one has determined the optimum amount of hydrogen and oxygen gases from hydrogen-oxygen fuel cells to mix with the air and fuel in the combustion chambers of engines.  
       SUMMARY OF THE INVENTION  
       [0006]     In order to reduce emissions and improve engine performance, a system for supplying power with a combustion engine includes a combustion engine having a fuel intake line, an air intake line, and an exhaust line. The fuel intake line receives fuel from a fuel source and the air intake line receives filtered air from an air source. The fuel can be diesel or regular gasoline. The combustion engine has a combustion chamber volume defining a predetermined number of liters of engine displacement. A hydrogen-oxygen fuel cell has a gas outlet in fluid communication with the air intake line. The hydrogen-oxygen fuel cell selectively produces hydrogen and oxygen gases through an electrolysis process. An oil pressure sensor is also in fluid communication with the combustion engine. The oil pressure sensor senses when the combustion engine is operating. A switch is in communication with the oil pressure. The switch is in a closed position when the oil pressure sensor senses that the combustion engine is operating. The switch is in an open position when the oil pressure sensor senses that the combustion engine is not operating. A battery is in electrical communication with the hydrogen-oxygen fuel cell that selectively supplies electrical power for the electrolysis process when the switch is in a closed position.  
         [0007]     The hydrogen-oxygen fuel cell can supply between about 50 and 90 cubic centimeters of hydrogen and oxygen gases per minute, per liters of engine displacement. The hydrogen-oxygen fuel cell can also more specifically supply between about 75 and 90 cubic centimeters of hydrogen and oxygen gases per minute, per liters of engine displacement. Preferably, the hydrogen-oxygen fuel cell supplies about 80 cubic centimeters of hydrogen and oxygen gases per minute, per liters of engine displacement.  
         [0008]     The hydrogen-oxygen fuel cell has a housing defining a base, side walls, and a cover. The cover has the gas outlet of the hydrogen-oxygen fuel cell extending therethrough. Conductive plates extend substantially from upward from the base, with an electrolyte solution disposed between the plates. A collection chamber is formed between the cover and the electrolyte solution.  
         [0009]     The conductive plates can be spaced-apart and substantially parallel to each other. A communication channel can be formed in the base beneath the plates, and extending substantially transverse to the plates for fluid to pass between plates. The hydrogen-oxygen fuel cell can also have a fill port and a vent formed in the cover. The vent being operable to allow hydrogen and oxygen gases accumulating in the chamber to be released when the engine is not operating.  
         [0010]     The plurality of plates can be a predetermined number to obtain a desired amount of hydrogen and oxygen gases from the hydrogen-oxygen fuel cell. The predetermined number can have, for example, about 125 square inches, 250 square inches, 500 square inches, 750 square inches, or 1000 square inches of surface area of the conductive plates for the electrolyte solution to interact with.  
     
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0011]      FIG. 1  is a schematic view of a hydrogen-oxygen generator constructed in accordance with this invention and connected to a diesel engine.  
         [0012]      FIG. 2  is a sectional view of the hydrogen-oxygen generator of  FIG. 1  taken along the line  2 - 2 .  
     
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT  
       [0013]     Hydrogen-oxygen generator  11  has a housing  13  preferably constructed of a durable plastic material. Housing  13  is preferably generally rectangular, having four orthogonal sidewalls  13   a ,  13   b ,  13   c  and  13   d , as shown in  FIG. 2 . Housing  13  has a closed top  16  and an outlet port  15  at its top  16 .  
         [0014]     A number of electrically conductive plates  17  are mounted in housing  11  parallel to each other and equally spaced apart in the preferred embodiment. Each plate  17  is preferably of stainless steel and substantially identical to the other plates. Referring to  FIG. 2 , plates  17  are parallel to housing sidewalls  13   a ,  13   b  and perpendicular to sidewalls  13   c ,  13   d . Vertical edges of plates  17  extend into slots in insulated retainers  18  on the inner sides of housing sidewalls  13   c ,  13   d . If the material of housing  13  is a good electrical insulator, retainers  18  may be integrally formed with sidewalls  13   c ,  13   d.    
         [0015]     Referring again to  FIG. 1 , the upper edges of plates  17  are spaced a short distance below top  16 . A fill port  19  is located in top  16  of housing  13  for introducing an electrolyte solution  21  into the spaces surrounding plates  17 . Electrolyte solution  21  may vary, but is preferably potassium hydroxide and water. A vent  20  to atmosphere is also located in top  16 , and it could be combined with the cap of fill port  19 . Preferably, vent  20  contains a check valve that allows outward flow from housing  13  but stops any inward flow into housing  13 . Initially, electrolyte solution  21  will be filled to substantially the upper edges of plates  17 . One or more communication channels  22  are formed in the bottom of housing  13  to communicate electrolyte solution  21  freely between plates  17 . Alternately, holes could be provided in some of the plates  17 .  
         [0016]     One plate  17   a  is mounted next to or in contact with sidewall  13   a  of housing  11 , and another plate  17   b  is mounted next to or in contact with the opposite sidewall  13   b . Plate  17   a  is connected by a cable or wire  23  to one terminal of a battery  25 , such as the positive terminal. Plate  17   b  is connected by a wire  27  to the opposite or negative terminal of battery  25 . The plates  17  located between plates  17   a ,  17   b  (referred to herein as plates  17   c ), are not directly connected to either the positive or negative terminal of battery  25  in this embodiment. One of the wires  23  or  27  contains a switch  29 . In this embodiment, switch  29  opens and closes wire  23 . When switch  29  is closed, the voltage differential between plates  17   a ,  17   b , causes an electrical current to flow through electrolyte solution  21  and through plates  17   c . The electrical current causes hydrogen and oxygen to be generated, which flows upward into a collection area  30  located above the level of electrolyte solution  21  and below top  16 .  
         [0017]     Hydrogen-oxygen generator  11  is adapted for use with a conventional engine that includes reciprocating pistons, valves and the like. The engine  31  depicted represents a diesel engine, but it could also be gasoline. Engine  31  optionally may have a turbocharger  33  of a type commonly employed with diesel engines. Turbocharger  33  draws air through a duct  34  that leads from an air cleaner  35 , and forces the air into the intake of engine  31 . Turbocharger  33  is driven by the exhaust of engine  31 .  
         [0018]     Hydrogen and oxygen generated by plate  17  flows from collection area  30  through outlet port  15  and into a duct  37  leading to duct  34  between turbocharger  33  and air cleaner  35 . The suction of turbocharger  33  causes the flow of hydrogen and oxygen from housing  13  through duct  37 . The hydrogen and oxygen mix with the air flowing from air cleaner  35 .  
         [0019]     The engine system has a fuel tank  39  connected to fuel injectors  41 , which inject fuel into the intake of engine  31 . The fuel mixes with the air, hydrogen and oxygen flowing into the intake of engine  31  and undergoes combustion in the cylinders of engine  31 . An oil pressure sensor  43  senses the pressure of oil being circulated within engine  31  by a conventional oil pump (not shown). Oil pressure sensor  43  is connected to switch  29  to close switch  29  when it senses oil pressure.  
         [0020]     In the operation of hydrogen-oxygen generator  11 , when engine  31  is started, power is supplied to conductive plates  17   a ,  17   b . Battery  25  is powered by an alternator (not shown) driven by engine  31 . The voltage differential causes an electrical current to flow through electrolyte solution  21  and through plates  17   c  located between plates  17   a ,  17   b . The electrical current reacts with all of the plates  17 , generating hydrogen and oxygen. The hydrogen and oxygen will flow to the intake of engine  31  via turbocharger  33 , if one is employed. The hydrogen and oxygen cause the fuel to burn more efficiently in engine  31 . The improved efficiency creates more power, better fuel economy, and reduces particulate matter in the exhaust, such as carbon or soot.  
         [0021]     If the oil pressure ceases, such as when engine  31  is shut down, sensor  43  opens switch  29  to terminate the voltage differential between plates  17   a ,  17   b . The production of hydrogen and oxygen immediately ceases. Any residual hydrogen and oxygen in collection area  30  flows to atmosphere through the vent  20 .  
         [0022]     Hydrogen and oxygen will continue to be produced while engine  31  is running even though the level of electrolyte solution  21  drops. More electrolyte solution  21  can be added from time-to-time through fill port  19 . Preferably, the volume of housing  13  is selected so that under normal operating conditions, refilling of electrolyte solution  21  is needed only at the same regular service intervals for changing oil.  
         [0023]     The quantity of hydrogen-oxygen being produced by hydrogen-oxygen generator  11  must be matched to the size of engine  31  for best performance. Too much or too little production of hydrogen and oxygen will affect the performance. The amount of hydrogen-oxygen produced is a function of the area of plates  17 , the specific gravity of electrolyte solution  21 , and the voltage supplied. In one example, engine  31  is a conventional diesel engine having a 6.0 liter capacity. Battery  25  is a 12 volt battery. Seven plates  17  are used, each separated from the other by one-half inch. Electrolyte solution  21  comprises 1800 milliliters of distilled water mixed with 15 grams of potassium hydroxide.  
         [0024]     Testing was performed with several engines with an engine dynamometer on vehicles and on an engine connected to a generator. The engines of several vehicles included Cummins™, Detroit M60™, and Caterpillar™ diesel engines. The engine connected to the generator was a 1.33 Liter diesel engine which was tested while connected to a generator having a 4 kilowatt load and an 8 kilowatt load. The emissions were tested using a six gas emission analyzer. Horsepower and gas efficiencies were determined using standard methods accepted by those skilled in the art. The opacity, or measure of particulate matter or soot associated with diesel engine emissions was also measured and recorded. Based upon these tests it was discovered that there was a range of hydrogen and oxygen gases measured in cubic centimeters per minute, for each liter of engine displacement in which horsepower increased while still increasing the reduction in emissions measured by opacity. These findings are illustrated below in Chart 1, which has the percent reduction in emissions (opacity) versus the cubic centimeters per minute, over the liters of engine displacement (c.c.p.m.p.l). 
         
 
         [0025]     As can be seen by the chart, there is additional horsepower added when the ratio range of hydrogen and oxygen gases introduced into the airflow is between about 50 and 80 (c.c.p.m.p.l.). The horsepower substantially unchanged, with a slight increase and slight dropping off between 80 and 90 (c.c.p.m.p.l.), and there is a sharp decline in horsepower after 100 (c.c.p.m.p.l.) are added into the air flow. Preferably, between about 75 and 90 (c.c.p.m.p.l.) of hydrogen and oxygen gases are added to the air flow into the engine in order to obtain better reduction in emissions and increased horsepower. Preferably, about 80 (c.c.p.m.p.l.) of hydrogen and oxygen gases are added to the air flow into the engine in order to obtain the optimized reduction in emissions and increased horsepower.  
         [0026]     Chart 2 below illustrates the amount of hydrogen and oxygen gases measured in cubic centimeters per minute that are necessary to obtain the desired ratio range of between 50 and 80 (c.c.p.m.p.l.) versus the number of liters of engine displacement. As is shown by Chart 2, it would require the fuel cell to supply 800 cubic centimeters of hydrogen and oxygen gases per minute to satisfy the needs of an engine having 16 liters of engine displacement, in order to obtain the ratio of 50 (c.c.p.m.p.l.). Similarly, it would require the fuel cell to supply approximately 1300 cubic centimeters of hydrogen and oxygen gases per minute to satisfy the needs of an engine having 16 liters of engine displacement, in order to obtain the ratio of 90 (c.c.p.m.p.l.). 
         
 
         [0027]     The maximum output hydrogen and oxygen gases measured in cubic centimeters per minute versus the surface area of the conductor plates measured in square inches were also calculated. The results are illustrated in Charts 3 and 6 below. The maximum output obtained under ideal operating conditions of the fuel cell is illustrated in Chart 3. Chart 6 shows the results of testing under operating conditions for the amount of surface area covered by the electrolyte solution. As can be seen on Chart 6, it required approximately 1000 square inches of the surface area of the conductive plates to be covered in order to produce 1000 cubic centimeters per minute of hydrogen and oxygen gases. The results were substantially linear with approximately 500 square inches required to produce approximately 500 cubic centimeters per minute of hydrogen and oxygen gases. 
         
 
         [0028]     The amount of added horsepower when operating with the optimum ratio of between 50 and 90 (c.c.p.m.p.l.) was also measured versus the liters of engine displacement. As shown in Chart 4 below, a six liter engine had an increase of approximately six horsepower, and sixteen liter engine had an increase of about 20 horsepower. 
         
 
         [0029]     The reduction in fuel consumption was also measured. The test data is illustrated for the engine connected to the generator with a 4 kilowatt load, the engine connected to the generator with an eight kilowatt load, and for the variable rotations per minute engines with gearboxes (i.e., the engines in the vehicles). As can be seen in Chart 5, there was a reduction in fuel consumption for engines operating at a constant speed, as well as for engines operating at variable speeds. The percent reduction in fuel consumption was between four and eight percent. 
         
 
         [0030]     When hydrogen and oxygen gases are introduced into the air intake of the engine in the ratio range of between about 50 and 90 (c.c.p.m.p.l.), the gases introduced into the chamber are immune from automatic detonation. When ignition occurs, the hydrogen and oxygen burns typically five times faster and flashes through the combustion chamber, thereby creating multiple ignition points that burn the hydrocarbon molecules from all sides. In other words, the hydrocarbons are forced to burn to the middle of each molecule rather than burning from one end to the other as in ordinary flame propagation. This increased combustion efficiency results in increased power, reduced emission, and a reduction in fuel consumption. Moreover, because the opacity, or the amount of particulate matter (i.e., soot) is reduced, less particulate matter accumulates in the engine, thereby reducing engine wear and oil dilution.  
         [0031]     While the invention has been shown in only one of its forms, it should be apparent to those skilled in the art that it is not so limited, but is susceptible to various changes without departing from the scope of the invention. For example, all the examples pertained to diesel engines, however, the results can be applied to regular gasoline as well.