Electrolyte supply tanks and bubbler tanks having improved gas diffusion properties for use in electrolyzer units

Electrolyte supply tanks and bubbler tanks for oxyhydrogen gas generation systems are provided which eliminate the introduction of electrolyte and water into the induction systems of internal combustion engines. Both types of tanks are equipped with porous polyethylene gas diffusers which break up incoming gas into microscopic bubbles, thereby facilitating the absorption of electrolyte mist and droplets returning to the electrolyte supply tank and minimizing splashing of incoming gas in bubbler tanks. Air diffusers having an average pore diameter of about 70 μm are installed near the bottom of the electrolyte supply tanks, while air diffusers having an average pore diameter of about 35 μm are installed near the bottom of the bubbler tanks.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention is related to an apparatus and method of improving the fuel efficiency of an internal combustion engine, and in particular, to an apparatus and method for hydrolyzing water into a mixture comprising hydrogen gas and oxygen gas, which is combined with the fuel and air mixture used in an internal combustion engine.

2. History of the Prior Art

During the past 30 years, significant advances have been made in internal combustion engine technology that have dramatically improved the efficiency of internal combustion engines. For gasoline engines, four-valve-per-cylinder combustion chamber designs, coupled with computer monitoring of the combustion process and computer control of both valve timing and fuel injection, have resulted in significant gains in fuel economy. Whereas in the 1950s and 1960s, two and three-speed automatic transmissions were 10 to 20 percent less efficient than manual transmissions, the computer-controlled, six and seven-speed automatic transmissions of the twenty-first century are, typically, more efficient than manual transmissions. Although added weight from new safety features and a host of accessories that have become “essential” have somewhat reduced the effect of gains in drivetrain efficiency, a large percentage of the gain in efficiency has been applied by vehicle manufacturers to engine power output. The result has been very little overall increase in corporate average fuel efficiency during the past 25 years.

The rapid rise of the price of crude oil between 2007 and 2008 and once again in 2011 has traumatized the transportation industry. Most global airline companies are sustaining huge operating losses because of high fuel costs, and are headed for insolvency. U.S. automobile manufacturers, who have long relied on fuel-guzzling, high-markup light trucks and SUVs for most of their profits, have watched sales of those vehicles drop precipitously. Not since the early 1970s has such an economically compelling reason existed for U.S. consumers to purchase fuel-efficient vehicles. Since the 1975, U.S. Federal regulations have attempted to pressure automobile manufacturers to improve the fuel efficiency of their corporate offerings. Although the price of crude oil has apparently peaked and is headed down, few consumers will be willing to risk purchasing a fuel-inefficient vehicle any time soon. Thus, economics may prove to be a far more effective incentive for improving the fuel efficiency of new vehicles than any government regulation.

A number of new technologies have shown great promise in enhancing the efficiency of internal combustion engines. Computer-controlled, common-rail, ultra-high-pressure direct injection designs have greatly improved the fuel economy and reduced emissions of a new generation of diesel engines. Internal combustion steam engines, which are still in the earliest stages of development, have demonstrated dramatic increases in thermal efficiency.

This patent application deals with another technology that has been shown to enhance the operational efficiency of conventional internal combustion engines operating primarily on conventional fuels such as gasoline, ethanol, and gasoline-ethanol mixtures. The technology is implemented by introducing a mixture of small quantities of hydrogen gas (H2) and oxygen gas (O2) (commonly called Brown's gas, HHO gas, or oxyhydrogen gas) generated by an electrolyzer into the intake manifold of the internal combustion engine. It is believed that the explosive reaction of hydrogen and oxygen in the combustion chambers of the engine promotes more complete combustion of the primary fuel, with a corresponding decrease in incomplete combustion products, such as soot and carbon monoxide. The hydrolysis of water to produced both hydrogen and oxygen gases is well known in the art. Water is, of course, a non-flammable, stable and safe compound. However, as hydrogen and oxygen gases are both unstable, highly-reactive, and—when combined—potentially explosive, utilization of hydrogen gas in vehicular applications must be undertaken with great care and intelligent equipment design.

A plethora of electrolyzers are being offered for sale on every forum imaginable, including eBay and Craig's List. A recent search for “electrolyzer” on eBay found over 100 electrolyzers of various designs for sale. A search using the descriptor “hydrogen generator” found over 1500 items for sale! Most of these electrolyzers are intended for use in vehicular applications. Many are crude, barely-usable contraptions being hocked by fast-buck artists. Others are more refined designed and include all the components required for integrating the output from the electrolyzer into the vehicle's induction system.

A major problem with associated with the current generation of electrolyzer systems is the introduction of electrolyte mist into the induction system of the equipped vehicle. Sodium hydroxide (NAOH) and potassium hydroxide (KOH) are the two most commonly used electrolytes for this application. These hydroxide compounds are deposited on the airflow mass sensor and on the inside of the intake manifold. After coating the intake manifold, these compounds coat the intake ports and the intake valves and they enter the cylinders. During the combustion process, much of the entering electrolyte compound is deposited on the surfaces of the cylinder head that form the combustion chamber, on the cylinder walls combustion chamber walls and on the top of the piston. Though the piston's compression rings tend to scrape most deposits off of the cylinder walls, aluminum surfaces on the piston and cylinder head are subject to chemical etching due to the presence of the hydroxide compounds. If the deposits become excessive, an engine tear down, cleaning, and reassembly is recommended. Such a procedure can cost thousands of dollars. Replacement of aluminum pistons may require both removal of the engine block from the vehicle and a bottom-end tear down. Damaged cylinder heads can be expensive to replace. For example, the wholesale cost of an aluminum cylinder head for the engine of a Mercedes Benz 300SDL diesel sedan is approximately $2,500.

A typical supposed remedy for eliminating the introduction of electrolyte mist into the induction system of a vehicle is to duct the generated gases from the electrolyzer unit into an electrolyte supply tank and allow the gases to bubble through the liquid electrolyte. To further enhance the process of removing electrolyte from the generated hydrogen and oxygen gases, a gas diffuser is positioned at or near the bottom of the electrolyte supply tank, and the incoming gasses are passed through the gas diffuser. The gas diffuser breaks up the incoming gases into small bubbles, thereby reducing splattering of the electrolyte solution as the rising bubbles break the surface, enabling the incoming gas to be more effectively cooled, and the electrolyte mist to be more fully absorbed into the electrolyte solution. The smaller the bubbles, the slower they rise to the surface, the greater the likelihood that electrolyte mist trapped within the bubble will be absorbed into the surrounding solution, and the faster the heat transfer from the gas into the solution. A further enhancement is to duct the gases exiting from the electrolyte supply tank into a secondary tank partially filled with pure water. A gas diffuser can be placed at the bottom of the secondary tank in order to break up the incoming gasses into small bubbles. The water in the secondary tank is discarded periodically and replaced with fresh pure water. Air diffusers that have been previously used are those which are commonly used to diffuse air introduced into fish tanks. These can take the form of perforated, soaker-hose-type tubing, as well as porous stone diffusers.

FIG. 1shows a conventional prior art approach to minimizing the introduction of electrolyte solution into the intake manifold of an internal combustion engine. An electrolysis unit101is shown coupled to an electrolyte supply tank102, which is, in turn, coupled to a bubbler tank103. It will be noted that the gas inlet/electrolyte overflow return inlet112of the electrolyte supply tank102is coupled to the gas outlet108of the electrolysis unit101via return hose109, and that the electrolyte outlet113is coupled to the electrolyte filler inlet110of the electrolysis unit101via supply hose111. Both the gas inlet/overflow return inlet112and the electrolyte outlet113are both located near the bottom of the electrolyte supply tank102. Projecting tabs104and106are directly coupled to the outer plates of a series-coupled seven-plate assembly with insulated cables105(ground) and107(12-volt DC), respectively. It will be noted that the electrolyte outlet113of the electrolyte supply tank102is above the level of the upper edges of the plates within the electrolysis unit101so that gravity can maintain the electrolysis unit filled to an optimum level. Optionally, the electrolysis unit101can be filled with a pump, rather than by gravity feed. It will be further noted that the electrolyte supply tank102is partially filed with electrolyte115(e.g., an aqueous solution of potassium hydroxide), that hydrogen and oxygen gases generated within the electrolysis unit101enter the gas inlet/overflow return inlet112, bubble through the electrolyte115and accumulate in the space116above the electrolyte115before escaping through the gas outlet114of the electrolyte supply tank102. The cap117can be removed to replenish the electrolyte115. The gas outlet114is coupled to the gas inlet119of the bubbler tank103via an intermediate hose118. The bubbler tank103is partially filled with pure water120. Hydrogen and oxygen gas entering the gas inlet119bubbles through the water120and accumulates in the space121above the water120before exiting the bubbler tank103through gas escape fitting123. A gas delivery hose124couples the escape fitting123to a one-way valve125, which closes in the event a back fire causes reverse pressure. The one-way valve125thus prevents explosions of the hydrogen and oxygen gases within the bubbler tank103. It should be noted that the present invention does not focus on electrolyzer design. In fact, this system can be used in combination with any electrolyzer unit.

Despite the steps taken by prior art equipment to reduce the amount of electrolyte introduced into the intake manifold of engines equipped with oxyhydrogen gas generators, there still exists a need to further improve the air-diffusion process, thereby completely eliminating the introduction of solid electrolytic into the intake manifolds of electrolyzer-equipped engines.

SUMMARY OF THE INVENTION

The present invention improves on existing technology for preventing mist containing electrolyte in solution or particle form from being introduced into the induction system of an internal combustion engine equipped with an oxyhydrogen gas generation system. The present invention utilizes gas diffusers made of porous polyethylene. A first diffuser having a pore diameter of about 70 μm is used at the bottom of the electrolyte supply tank. Oxyhydrogen gas generated by the electrolyzer is ducted into the electrolyte supply tank via the 70 μm-pore diffuser. A pore diameter of 70 μm is deemed optimum for this application because the incoming oxyhydrogen gas is typically laden with electrolyte mist and droplets. If the pore diameter is significantly smaller than 70 μm, the electrolyte mist and droplets must be forced through the pores, which severely restricts gas flow through the diffuser. A bubbler is also used in combination with a second polyethylene gas diffuser having a pore diameter of about 35 μm. The bubbler is down stream of the electrolyte supply tank. After the oxyhydrogen gas leaves the electrolyte supply tank, it is relatively free of mist and droplets. Thus, when it arrives at the entrance of the second, there is very little liquid to force through the smaller pores, which would, otherwise, restrict the flow of the entering gas. The use of these ultra-effective diffusers breaks up the flow of oxyhydrogen gas into minute bubbles. The small size of the bubbles enables any steam and trapped electrolyte to be effectively cooled and reclaimed by the solution in the electrolyte supply tank. The diffusers also provide a more uniform and consistent flow of gases into the intake manifold of the engine. The diffusers also act as filters, which remove particulate contaminants from the electrolyte solution. The diffusers are easily replaceable, and can be changed during routine maintenance of the system. Though the disclosed pore sizes for the diffusers are presently deemed to be optimum values for the application, other pore sizes may also be used with acceptable results. For example, the 70 μm pore size of the first diffuser may be increased somewhat without adverse consequences. Likewise, the 35 μm pore size of the second diffuser may also be increased somewhat.

DETAILED DESCRIPTION OF THE INVENTION

The invention will now be described in detail with reference to the attached drawing figures. It should be understood that although no attempt has been made to inaccurately portray the drawings, they still may not be drawn to scale.

The present invention is designed to eliminate virtually all electrolyte from the oxyhydrogen gas that is provided to the induction system of an internal combustion engine. The term “internal combustion engine”, as used herein, refers to any engine in which a fuel-air mixture is burned within the engine itself so that the hot gaseous products of combustion act directly on the surfaces of engine's moving parts. Such moving parts include, but are not limited to, pistons or turbine rotor blades. Internal-combustion engines include spark-ignition and compression-ignition engines of both two-stroke and four-stroke cycle types, gas turbine engines, jet engines, and rocket engines.

Referring now toFIG. 2, a porous polyethylene air diffuser200is shown. Such an air diffuser is available from Alita Industries, a company having manufacturing facilities at No. 45, Ln. 20, Sec. 1, Wenhua 2nd Rd., Linkou Dist., New Taipei City 24448, Taiwan, R.O.C. and worldwide distribution in Arcadia, Calif. 91066-0923. Such air diffusers are available in a variety of sizes and in three levels of porosity (20, and 70 μm). For a preferred embodiment of the invention, model PES-38 are used for both the electrolyte supply tank102and the bubbler tank103. This model air diffuser has a total length of about 69 mm, a diffuser body201having a length of about 53 mm and a diameter of about 25 mm, and a connection fitting202with a ⅜-inch pipe thread. Because electrolyte is constantly returning to the electrolyte supply tank102, a PES-38 with a 70 μm average pore diameter is used at the entrance of the electrolyte supply tank102, while a PES-38 with a 35 μm average pore diameter is used at the entrance of the bubbler tank103.

Referring now to the cross-sectional view of the air diffuser200ofFIG. 3, it will be noted that the diffuser body201has a hollow interior301. It will be further noted that the connection fitting202has been equipped with internal threads302, which accept a ¼-inch pipe fitting. The internal threading of the connection fitting202is a modification of the stock PES-38 air diffuser.

Referring now toFIG. 4, a porous polyethylene air diffuser200is shown in combination with a piece of pipe401having one threaded end402and an unthreaded end403. A length of flexible tubing404has been forced into the aperture at the unthreaded end403of the piece of pipe401. With the piece of pipe401threadably inserted into the connection fitting202, and the flexible tubing404attached to the piece of pipe401, the assembly can be threaded into a threaded aperture from the inside of an electrolyte supply tank102or a bubbler tank103. Once the flexible tubing404is pulled through the threaded aperture, the piece of pipe401can be axially rotated in a counterclockwise direction in order to secure the air diffuser200within the interior of the electrolyte supply tank102or the bubbler tank103.

Referring now toFIG. 5, a first high-density polyethylene tank500is configured as an electrolyte supply tank. The bottom fitting501is the electrolyte outlet, and it is the equivalent of the electrolyte outlet113ofFIG. 1. The lower-right fitting502is the gas inlet/overflow return inlet, and it is the equivalent of the gas inlet/overflow return inlet112ofFIG. 1. It will be noted that an air diffuser200having a 70 μm average pore diameter has been installed within the tank500in communication with the lower-right fitting502. Both the air diffuser200and the lower-right fitting502are installed within a double, internally-threaded coupler507that is heat welded into the wall of the tank500. During operation, the filler cap503is removed, and the tank500is initially filled about two-thirds to three-fourths full of electrolyte solution. It is filled periodically to restore the initial level of the solution. The air diffuser200is very effective diffusing incoming gases into very minute bubbles which enable incoming electrolyte mist and droplets to be absorbed into the electrolyte solution within the tank. After the incoming oxyhydrogen gas bubbles through the electrolyte, it collects in the space above the electrolyte and exits the tank500through the upper fitting504, which is the equivalent of the gas outlet fitting114ofFIG. 1. The tank500has left and right attachment flanges505L and505R, respectively, which are integral with the tank500. Each of the flanges505L and505R has four oblong apertures506, with which the flanges505L and505R can be secured, with screws, to a support surface.

Referring now toFIG. 6, a second high-density polyethylene tank600is configured as a bubbler tank. The lower-left fitting601is the oxyhydrogen gas inlet, and it is the equivalent of the gas inlet119ofFIG. 1. It will be noted that an air diffuser200having a 35 μm average pore diameter has been installed within the tank600in communication with the lower-left fitting601. Both the air diffuser200and the lower-left fitting601are installed within a double, internally-threaded coupler606that is heat welded into the wall of the tank600. During operation, the filler cap602is removed, and the tank600the tank is initially filled about two-thirds to three-fourths full of water, which has preferably been purified to remove dissolve minerals. It is refilled periodically to restore the initial fluid level. On a less frequent basis, the water in the second tank600is discarded, and the tank600is refilled with fresh purified water. The air diffuser200is very effective diffusing incoming gases into very minute bubbles which enable any incoming electrolyte mist and droplets to be absorbed into the electrolyte solution within the tank. After the oxyhydrogen gas bubbles through the water, it collects in the space above the water and exits the tank600through the upper fitting603, which is the equivalent of the gas escape fitting123ofFIG. 1. The tank600has left and right attachment flanges604L and604R, respectively, which are integral with the tank600. Each of the flanges604L and604R has four oblong apertures605, with which the flanges604L and604R can be secured, with screws, to a support surface.

Use of the ultra-effective porous polyethylene diffusers breaks up the flow of oxyhydrogen gas into microscopic bubbles. The small size of the bubbles enables any steam and trapped electrolyte to be effectively cooled and reclaimed by the solution in the electrolyte supply tank. The diffusers also provide a more uniform and consistent flow of gases into the intake manifold of the engine. The diffusers also act as filters, which remove particulate contaminants from the electrolyte solution. The diffusers are easily replaceable, and can be changed during routine maintenance of the system.