Fuel savings device and methods of making the same

An apparatus for enhancing fuel mileage of internal combustion engine consists of a tube inserted into a fuel line between a fuel storage tank and the engine, the tube having a plurality of electrodes protruding into a fuel passage within the tube. The electrodes are provided with an electrical charge for imparting electrical charges to liquid fuel molecules flowing through the fuel passage of the tube.

BACKGROUND OF THE INVENTION

1. Field of the Invention

This invention relates to an apparatus for improving fuel mileage in an internal combustion engine.

2. Prior Art Statement

It is known to provide a device for purifying fuel which comprises at least one pair of arc-shaped conductive plates facing each other arranged on the outer periphery of a synthetic resin fuel communication pipe or a conductive element helically wound around the outer periphery of the synthetic resin fuel communication pipe. Either apparatus is electrically connected to a signal generator and is supplied with voltage ranging from 0.05-17 VAC, current from 250 μA to 3.0 mA at a frequency of 30-130 Hz. For instance, see the U.S. Pat. Nos. 5,377,648 and 5,517,975 issued on 3 Jan. 1995 and 21 May 1996 respectively to Iwata Yosihiro. The fuel molecules are claimed to be varied, broken up, so that the dissolved oxygen content of the fuel is increased and as a result the pollution gasses contained in the exhaust are reduced. Since the apparatus is disposed on the exterior of the fuel supply line, there is no direct interaction with the fuel and thus there is still a need for an apparatus that imparts an electrical charge to the molecules or chains of the fuel in order to assure alignment.

It is also known to provide a device for treatment of a fluid flowing through a fluid conduit comprising a first and a second wire element coiled around the conduit wherein the wires are spaced apart and preferably wound in opposed directions. The coils are alternately provided with 5 Vdc square wave periodic signal. For instance, see U.S. Pat. No. 6,748,933 B2 issued on 15 Jun. 2004 to Jacques Prévost. The signal imparts a magnetic force upon the fuel and is not directly supplied in the fuel stream as the coils are external of the conduit wherein the external action causes frictional forces at the boundary layer of the flow stream. Thus, there is still a need for an apparatus that aligns the fuel molecules and chains by imparting an electrical charge to the fuel within the conduit.

It is further known to provide a method of enhancing combustion of fuel in a system comprising placing a configuration having either a magnetic field component or an electrical field component within the fuel inlet section wherein the configuration has a fluted wall forming a thin annular space between the configuration and the fuel inlet section whereby a film of fuel is forced to flow through the space. The fuel is claimed to be altered by creating free radicals or free ions. For instance, see the U.S. Pat. No. 6,763,811 B1 issued on 20 Jul. 2004 to Ronald A. Tamol, Sr. Since the fuel is forced to flow through a small space, greater pressures are required to properly flow the fuel through the system. Furthermore, since the field strength is imparted transverse to the flow of the fuel, that is, across the thin film, alignment with the flow direction is defeated. Finally, since free radicals are formed, potential energy of the fuel is reduced and affinity for ground potential is increased. Therefore, a great need exists for an apparatus that will add potential energy to fuel by linking to open bond sites and aligning the fuel molecules in the direction of fuel flow.

Additionally, it is known to provide a device to optimize combustion of hydrocarbons comprising a fuel feed pipe, at least one means to generate a magnetic field surrounding the fuel feed pipe wherein the magnetic field is driven by an electronic circuit which pulsates the magnetic field at a frequency between 1 and 30 Hz. The pulsating magnetic field is generally triangular in shape and is claimed to weaken the surface tension of drop of fuel which breaks up the drops into micro-drops while forming turbulence. A free end of one coil emits pulsating radio waves which is claimed to encourage the phenomena. For instance, see the U.S. Pat. No. 6,802,706 B2 issued on 12 Oct. 2004 to Antonio Collesan. The magnetic field is external of the fuel pipe and hence does not act directly upon the fuel, nor does the magnetic field affect the alignment or state of the molecules or chains in the fuel stream. Accordingly, there still is a need for an electrical stimulation of the molecules and chains to promote alignment of the chains with the path of flow and to attach to open bond sites on the chains.

Still further known is an electronic fuel conditioning device comprising a frequency controlled signal generator, a first output therefrom connected to a wire coiled around the fuel line for producing a first shark dorsal waveform at a predetermined frequency and a second output connected to a second wire coiled around the fuel line for producing a second shark dorsal waveform at a second frequency. For instance, see the U.S. Pat. No. 6,971,376 B2 issued on 6 Dec. 2005 to Monette, et al. Similar to Collesan, Iwata and Prévost, the field only peripherally acts upon the fuel in the pipe as there is no direct passage of the current in the fuel stream and thus this patent lacks means of electrical stimulation of the molecules and chains to promote alignment of the chains with the path of flow and to attach to open bond sites on the chains. Consequently, there is still a need for a fuel conditioning device which acts directly upon the fuel stream enhancing alignment of the molecules or chains with the fuel stream.

It is also known to provide an electrode between the intake manifold and the air intake which is claimed to charge the atomized hydrocarbon vapor wherein the electrode is provided with a high voltage and current density so there is a preponderance of discharged electricity of one polarity so the globules repel one another. Preferably, the electrode is negatively charged as low as 100 Vdc. For instance, see the U.S. Pat. No. 1,771,626 issued on 29 Jul. 1930 to Erwin H. Hamilton. Since one side of the system is grounded to the engine and since the entire engine is metallic, ground potential exists everywhere and particularly in the intake tube which would draw the charged particles to the ground in the intake manifold thus defeating the purpose of charging the particles. Additionally, arcing may occur in the fuel/air mixture with potential disastrous results. Therefore, there is a need to provide a charge to fuel molecules in the fuel line that does not seek ground potential so that the molecules may carry any charge imparted thereto into the combustion chamber.

Another method claimed to charge the atomized hydrocarbon vapor comprises at least one pair of ionizing electrodes mounted in an elongated intake manifold pipe of about 50 mm diameter. A potential of up to 200 Vdc is applied to the ionizing electrodes which purportedly charges the particles in the region adjacent the ionizing electrodes. For instance, see the U.S. Pat. No. 3,110,924 issued on 12 Nov. 1963 to Bo Carl G. Nyman. Since only the particles in the region of the electrodes is charged, only a partial improvement can be achieved. Furthermore, since the tube is large in diameter, the higher electromotive force could result in arcing across the manifold causing pre-ignition in the intake manifold resulting in backfiring. Therefore, there is a need to charge the fuel molecules in the fuel line where combustion cannot take place as no oxidizer is present thus allowing the molecules to carry the charge into the combustion chamber.

Finally, it is known to provide an apparatus for improved fuel efficiency comprising a plurality of regularly spaced parallel plate electrodes of alternating charge disposed both halves of a chamber the chamber also enclosing a plurality of regularly spaced parallel plates of ferro-magnetic material disposed between the halves of the chamber. For instance, see the U.S. Pat. No. 4,605,523 issued on 12 Aug. 1986, to Winston B. Smillie. The entire combustion mixture comprising vaporized fuel in a quantity of air is subjected to the electrical charge and magnetic field and is further heated by exhaust gas passed through a central portion of the magnetic members. Accordingly, there is a high potential of combustion of the fuel/air mixture within the intake air stream, a generally undesirable condition. No particular information is supplied to support the postulation set forth in this application and it is believed by the inventor hereof that this apparatus provides no further benefit than previously known apparatus which heats the fuel/air mixture prior to entry to the combustion chambers. Furthermore, since the electrical plates are arranged in stacks, any charge imparted to the molecules or chains would be transverse to the direction of the flow and therefore counterproductive for aligning the molecules and chains in the direction of flow. Therefore, there is a great need for an apparatus to align fuel molecules and chains in the direction of fuel flow prior to mixture with air in order to achieve greater fuel efficiency.

SUMMARY OF THE INVENTION

A primary goal of this invention is to impart electrical charges to liquid fuel molecules flowing through the fuel passage of a fuel supply line of an internal combustion engine.

An object of this invention is to provide an apparatus for enhancing fuel mileage of an internal combustion engine, the apparatus consisting of a tube inserted into a fuel line between a fuel storage tank and the internal combustion engine, the tube having a plurality of electrodes protruding into a fuel passage within the tube, the plurality of electrodes provided with an electrical charge for imparting electrical charges to liquid fuel molecules flowing through the fuel passage of the tube.

Another object of this invention is to provide a fuel supply line insert comprising an elongated tube and a plurality of electrodes protruding into a fuel passage within the fuel supply line insert, the plurality of electrodes arranged on the orthogonal axes of the fuel passage, the electrodes imparting electrical charges to liquid fuel molecules flowing through the fuel passage, the plurality of electrodes provided with electrical charges of alternating polarity.

A significant feature of this invention is to provide a fuel supply line insert comprising an elongated tube and a plurality of electrodes protruding into a fuel passage, the plurality of electrodes arranged on the orthogonal axes of the fuel passage wherein the electrodes on a vertical axis are connected in parallel and are positively charged and the electrodes on a horizontal axis are connected in parallel and are negatively charged.

A main purpose of this invention is to provide an apparatus for enhancing fuel mileage of an internal combustion engine, the apparatus consisting of a tube inserted into a fuel line between a fuel storage tank and the internal combustion engine, the tube having a plurality of electrodes protruding into a fuel passage within the tube, the plurality of electrodes provided with an electrical charge for imparting electrical charges to fuel molecules passing through the apparatus wherein the electrodes are arranged in rows along the longitudinal axis of the tube and at the cardinal points of the axes perpendicular to the longitudinal axis wherein the electrodes lying upon the vertical axis are connected in series and the electrodes lying upon the horizontal axis are connected in series.

A primary principle of this invention is to provide an apparatus for enhancing fuel mileage of an internal combustion engine, the apparatus consisting of a tube inserted into a fuel line between a fuel storage tank and the internal combustion engine, the tube having a plurality of electrodes protruding into a fuel passage within the tube wherein the electrodes are disposed into the tube a distance of up to one-half the maximum dimension across the cross section of the fuel passage of the tube.

A principal aim of this invention is to provide an apparatus for enhancing fuel mileage of an internal combustion engine, the apparatus consisting of a tube inserted into a fuel line between a fuel storage tank and the internal combustion engine, the tube having a plurality of electrodes protruding into a fuel passage within the tube wherein the electrodes are provided with an electrical charge of 12 volts direct current.

A primary aspect of this invention is to provide an apparatus for enhancing fuel mileage of an internal combustion engine, the apparatus consisting of a tube inserted into a fuel line between a fuel storage tank and the internal combustion engine, the tube having a plurality of electrodes protruding into a fuel passage within the tube wherein the electrodes are provided with an electrical charge of 12 volts from the electrical system of the internal combustion engine.

Yet another aspect of this invention is to alleviate boundary layer problems as molecules are not drawn to inner surface of pipe upon exiting the apparatus of this invention.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

While the various features of this invention are hereinafter described and illustrated as an apparatus to impart electrical charges to liquid fuel molecules flowing through the fuel passage of a fuel supply line of an internal combustion engine, it is to be understood that the various features of this invention can be used singly or in various combinations thereof impart a charge to the fuel flowing within a fuel supply line as can hereinafter be appreciated from a reading of the following description.

Referring now to the Figures, an apparatus for enhancing fuel mileage of an internal combustion engine50is generally shown by the numeral10, apparatus10also referred to as a fuel supply line insert. Apparatus10consists of a tube11preferably inserted into a fuel line51between a fuel storage tank52and internal combustion engine50, tube11having a plurality14of electrodes12protruding into a fuel passage13within tube11, plurality14of electrodes12provided with electrical potential for imparting electrical charges to liquid fuel molecules flowing through fuel passage13of tube11. Preferably, tube11is an electrically neutral tube such that electrodes12may be inserted directly through the wall19of tube11, however, it is fully within the scope of this invention to electrically isolate electrodes12from wall19where tube11is a conducting material. In the preferred embodiment, tube11is made from an electrically insulating material such as polytetrafiuoroethylene, polypropylene, polyethylene, polyamide, polyparabenzamide, silicone, viton, chloroprene, ethylene propylene polymer, isoprene, butyl, polystyrene or combinations thereof and may be compression molded, extruded, injection molded or machined from tubular material. Inlet and outlet connectors32,33are provided with a threaded interior37for receiving a male fuel line coupler thereinto.

Electrodes12are preferably arranged in rows20-23parallel to a longitudinal axis16of tube11, rows20-23also preferably arranged at the cardinal points on the orthogonal axes X, Y of tube11wherein the orthogonal axes X, Y are perpendicular to longitudinal axis16. Though it is shown inFIG. 1that rows20-23extend along substantially the full length of tube11, rows20-23may be provided adjacent either end of tube11or in a central location thereof between an inlet connector32and an outlet connector33. Additionally, it is within the scope of this invention to insert apparatus10in fuel line51between tank52and fuel pump53or between fuel pump53and engine fuel inlet54wherein engine fuel inlet54is a carburetor or fuel injection rail. It is also within the scope of this invention to replace fuel line51with apparatus10wherein rows20-23are arranged at a location adjacent a power source55at any point between inlet connector32and outlet connector33.

Referring specifically to the preferred electrical schematic ofFIG. 4, a first electrode12′ in row23is connected to a positive terminal of power source55with positive lead36while a first electrode12′ in row22is connected to a negative terminal of power source55with negative lead35wherein power source55shown as a battery. Electrodes12following first electrode12′ in each row22,23are interconnected in a crisscross pattern along these row pairs22,23so that each electrode12in each row22,23is alternately charged. At a terminal electrode12″ of each row22,23, an end wire29,30, respectively, connects to the terminal electrode12″ of rows21,20respectively, to provide electrical potential to rows20,21. Rows20,21are also interconnected in a crisscross pattern along the row pair20,21so that each electrode12in each row20,21is also alternately charged. At first electrode12′ of rows20,21, no connection is provided back to power source55, nor to another row nor to ground potential thus removing any electrical short providing a margin of safety for apparatus10. Alternately, as shown in dashed lines31,34inFIG. 4, rows20and23may be connected to the positive terminal of power source55with rows21and22connected to the negative terminal, however, end wires29and30are removed in this alternate embodiment. Again, since an open connection occurs now at terminal electrodes12″ of each row and no connection is provided back to power source55, nor to another row nor to ground potential, the margin of safety for apparatus10is preserved. Though the specific connection to first electrode12′ of row23has been described as positively charged and the specific connection to first electrode12′ of row22has been described as negatively charged and end wires29,30have been described as connecting rows21,22and20,23respectively, it is fully within the scope of this invention to reverse these connections or to start at rows20,21or any other combination thereof.

InFIG. 5, second and third alternate connections for electrodes12are shown. Specifically, first electrode12′ in row23is connected to the positive terminal of power source55with positive lead36, connecting wire28connecting each successive electrode12of each row22,20,21in turn, returning to row23at the fifth electrode12wherein connecting wire28again connects each successive electrode12of rows22,20,21in turn until a terminal electrode12″ in row22is reached where end wire29connects terminal electrode12″ of row22to terminal electrode12″ in row21. Connecting wire28then reverses direction connecting each successive electrode12of each row20,22,23in turn, returning to row21at the fifth electrode12wherein connecting wire28again connects each successive electrode12of rows20,22,23in turn until first electrode12′ in row20. Also, first electrode12′ in row22is connected to the negative terminal of power source55with negative lead35, connecting wire28connecting each successive electrode12of each row20,21,23in turn, returning to row22at the fifth electrode12wherein connecting wire28again connects each successive electrode12of rows20,21,22in turn until a terminal electrode12″ in row20is reached where end wire30connects terminal electrode12″ of row20to terminal electrode12″ in row23. Connecting wire28then reverses direction connecting each successive electrode12of each row21,20,22in turn, returning to row23at the fifth electrode12wherein connecting wire28again connects each successive electrode12of rows21,20,22in turn until reaching first electrode12′ in row21. As with the preferred embodiment, first electrode12′ in row20and21are not connected to anything thus reducing any potential for arcing to again preserve the margin of safety for apparatus10. In a third alternate connection, first electrode12′ in rows23and20are connected to the positive terminal of power source55with leads31,36and first electrode12′ in rows21and22are connected to the negative terminal of power source55with leads34,35, however, end wires29and30are removed from terminal electrodes12″ of rows20-23.

In apparatus10shown inFIG. 6, rows20-23of electrodes12at the cardinal points on orthogonal axes X, Y of tube11are alternately charged, that is, electrodes12in row20and row22are charged opposite from electrodes12in rows21and23, though it is within the scope of this invention to provide the same charge to adjacent rows, for instance rows20and21, while the opposite charge is applied to the remaining rows22,23. It is also within the scope of this invention to provide one charge to a single row while applying the opposing charge to the remainder of rows20-23. Additionally, though four rows20-23are preferred, it is certainly within the scope of this invention to provide for fewer or a greater number of rows as well as to alternately charge electrodes12in a single row. In the preferred embodiment, apparatus10receives an electrical charge of up to 25 volts direct current from power source55and most preferably receives power directly from a twelve (12) volt direct current on-board battery associated with internal combustion engine50though, of course, power may be provided by an electrical generating system also associated with internal combustion engine50. It is also within the scope of this invention to provide a separate power source55for apparatus10.

Finally, it is also within the scope of this invention to differently charge circumferential columns40-40nin parallel or in series. For instance, circumferential column40shown inFIG. 4could be connected to the positive terminal of power source55while circumferential column401is connected to the negative terminal. Circumferential column402may be connected in parallel or series to circumferential column40continuing with even numbered circumferential columns40until reaching circumferential column40nand likewise circumferential column401is connected in parallel or series to the odd numbered circumferential columns40.

The inventor hereof has found that by imparting a positive charge in a clockwise direction and a negative charge in the counterclockwise direction, additional enhancements are achieved in fuel economy. Referring specifically toFIG. 7, first electrode12in row20is connected to the positive terminal of a power source such as battery55shown inFIGS. 4-6, at positive terminal36, connecting wire28proceeding clockwise, as viewed from inlet coupling32, around tube11toward outlet end33connecting each successive electrode12of each row23,22,21in turn, returning to row20at the fifth electrode12wherein connecting wire28again connects each successive electrode12of rows23,22,21in turn until after ten connections, a terminal electrode12in row22is reached. Likewise, first electrode12in row22is connected to the positive terminal of power source55at positive terminal36with parallel connecting wire31, parallel connecting wire31connecting each successive electrode12of each row21,20,23in turn, respectively, returning to row22at the fifth electrode12wherein parallel connecting wire31again connects each successive electrode12of rows21,20,23in turn, respectively, until after ten connections, a terminal electrode12in row20is reached. Oppositely, first electrode12in row21is connected to the negative terminal of power source55at negative terminal35, connecting wire28wrapping in a counterclockwise direction around tube11connecting each successive electrode12of each row22,23,20in turn, returning to row21at the fifth electrode12wherein connecting wire28again connects each successive electrode12of rows22,23,20in turn continuing to repeat this sequence until, again after ten connections at electrodes12, a terminal electrode12in row23is reached. Similarly, first electrode12in row23is connected to the negative terminal of power source55again at negative terminal35, with parallel connecting wire31, connecting wire28wrapping in a counterclockwise direction around tube11connecting each successive electrode12of each row22,21,20in turn, returning to row23at the fifth electrode12wherein parallel connecting wire31again connects each successive electrode12of rows22,21,20in turn continuing to repeat this sequence until, again after ten connections at electrodes12, a terminal electrode12in row21is reached. It is believed by the inventor hereof that by imparting a positive charge in the clockwise direction, a synergy with a presumed clockwise rotation of fuel in fuel tube11exists thus providing additional fuel savings. Referring now to the results below, a 6.6 liter Duramax Diesel engine, factory installed in a 2005 GMC 4 wheel drive Crew Cab pickup, was outfitted with fuel savings device10ofFIG. 7and the vehicle containing the engine was then run over a 19 mile course of at the speeds specified below. First, as shown in the first two rows, a base line fuel usage was established with electrical current turned off to fuel savings device10which yielded an average efficiency of 21.5 miles per gallon. Upon completion of the base line runs, fuel savings device10was charged with 12 Vdc from the onboard electrical system and allowed to reach a steady state by running the engine for at least 30 minutes at idle. The same course was then traversed three times with the vehicle achieving an average fuel mileage of 22.633 miles per gallon as shown in the third through fifth lines, an increase greater than five percent. However, by reversing the poles of the electrodes, no increase is achieved. For instance, see the next two rows below where sets of electrodes12wound in a clockwise direction are negatively charged and sets of electrodes12wound counterclockwise are positively charged and the engine operated over the same distance. The mileage achieved of 21.6 miles per gallon is effectively the same as without fuel savings device10. In yet another instance, fuel savings device10was turned off for a return trip after a longer run of 230 miles at an interstate highway speed of 73 mph. The last two rows reflect the mileage achieved on these two runs where an increase of twenty percent is shown.

In addition to the fuel mileage improvement cited above, the Duramax diesel engine was tested for stack gas emissions before and after installation and stabilization of fuel savings device10of this invention. Significant reduction in stack gas temperature was observed and noxious emissions were significantly reduced. A TESTO model T350 XL combustion analyzer box and TESTO model 350-S control unit available from Testo, Inc., 40 White Lake Road, Sparta, N.J. 07871 were used for testing. Though stack gas temperature was reduced with fuel savings device10wired in reverse polarity, that is, with wires28,31connecting probes12in clockwise direction connected to from negative terminal35and wires28,31connecting probes12in counterclockwise direction connected to positive terminal36, there is but little improvement in carbon and nitrogen emissions. However, when connected according to the preferred embodiment ofFIG. 7with a positive charge flowing in a clockwise direction and negative charge in a counterclockwise direction, gas temperature was reduced by more than 140° F. while carbon and nitrogen emissions were reduced by a third as shown in the following table.

It has also been found that fuel savings device10of this invention may be used on larger diesel engines found on off-road equipment, railroads and ships. Fuel savings device10of this invention was operated at 76 volts direct current with no problems observed during the operation.

Referring specifically toFIG. 2, apparatus10has electrodes12disposed into tube11a distance of up to one-half the maximum dimension across the cross section of the fuel passage13of tube11, fuel passage13shown as a circular passage, however, it is also within the scope of this invention to provide a cross section for fuel passage13that is selected from the group consisting of circular, rectangular, triangular, elliptical or combinations thereof. Preferably, however, electrodes12are disposed into fuel passage13a distance of approximately three-eighth inch, electrodes12of each row20-23spaced apart approximately three-eighths of an inch. It has been found by the inventor hereof that three-eighths of an inch between adjacent electrodes12, with electrodes12spaced around apparatus10at ninety degree intervals, optimizes the electrical charge imparted to the fuel molecules passing through fuel passage13, but it is within the scope of this invention to use a greater or lesser spacing and/or angular arrangement, particularly with a different fuel flow rate through fuel passage13. It has also been found by the inventor hereof that although the preferred protrusion of electrodes12into fuel passage13is three-eighths of an inch, electrodes12need protrude only enough into the fuel stream flowing within fuel passage13to impart an electrical charge to the fuel molecules/chains.

Electrodes12may have a transverse cross section selected from the group consisting of circular, rectangular, triangular, elliptical or combinations thereof but most preferably, electrodes12are circular in cross section and are provided with a terminal end24which is a blunt point39, blunt point39preferably extending into fuel passage approximately three-eighths of an inch, however, blunt point39may be truncated near an interior surface of wall19as shown at38. It is, however, fully within the scope of this invention to provide for a shape of terminal end24that is pointed, i.e., numeral25as shown for rows20and22or rounded, as shown for row21, and it is also within the scope of this invention to provide for different shapes for terminal end24within rows20-23. Preferably, electrodes12are cylindrical plugs with blunt point39at terminal end24, electrodes12sealingly inserted into holes26disposed through wall19of tube11. Electrodes12have an electrical connecting wire28associated with an end27opposite terminal end24, electrical connecting wire28joining electrodes12together with a first electrode12′ of at least one row20-23joined to power source55preferably according to the solid lines shown on the schematic ofFIG. 4. Parallel connections may also be provided as shown inFIG. 6as dashed lines15for one row23, it being fully understood that any one, or all rows20-23may so be connected to power source55. Additionally, it is within the scope of this invention to stagger electrodes12within rows20-23from the preceding row, equally spacing electrodes12along axis16of apparatus10between adjacent electrodes12by three-eighths an inch.

It is believed that apparatus10imparts electrical charges to liquid fuel molecules flowing through fuel passage13of fuel supply line51of internal combustion engine50where apparatus10consists of tube11inserted into fuel supply line51between fuel storage tank52and internal combustion engine50wherein tube11has a plurality14of electrodes12protruding into fuel passage13within tube11, plurality14of electrodes12preferably provided with electrical charges of alternating polarity. An opposed charge, that is, either plus or minus, exists at each electrode12and it is believed that as fuel molecules pass each particular electrode12, free bond sites are tied up with the charge existing at the particular electrode12such that all free bond sites are captured. Accordingly, the charged fuel molecules do not have affinity for ground potential as each molecule is electrically neutral having had both negative and positive charges affixed thereto by electrodes12. Additionally, since the electrical charges are imparted to the fuel molecules while the fuel molecules are still in liquid form, and since the voltage is relatively low, no arcing occurs in the fuel line as is prevalent with fuel/air mixtures of the prior art.

Apparatus10for imparting electrical charges to liquid fuel molecules has electrodes12arranged in rows20-23parallel to longitudinal axis16of tube11with rows20-23lying at the major cardinal points of orthogonal axes X, Y of tube11. As electrodes12both positively and negatively charged, it is further believed that turbulence is created in the fuel flowing through fuel passage13, the turbulence preventing discharge of the charge now attached to the molecules as well as reducing any boundary layer effects present in fluid flow. It is believed that the charge is retained in the fuel flow stream until the fuel in the stream introduced into the cylinders of the internal combustion engine thus enhancing the combustion in the cylinders. Additionally, it is believed that the charge introduced to the fuel stream causes the on-board computer to adjust fuel injector settings to the engine directly resulting in the increased mileage, however, the computer does not optimize until after a short period of operation of a couple of hours. Turbulence of a different order may be created by connecting electrodes12in any one of the alternate configurations as shown inFIGS. 4-6. Additionally, another form of turbulence may be created by charging odd numbered circumferential columns40-40nof electrodes12in row20-23positively, while negatively charging the even numbered circumferential columns40-40nof electrodes12. Other arrangements of connections to electrodes12are also within the scope of this invention.

Fuel supply line insert10comprising elongated tube11and plurality14of electrodes12protruding into fuel passage13within fuel supply line insert10functions as fuel molecules/chains are polar, carrying a weak plus or minus charge and therefore will accept an electrical charge of the opposite polarity. Thus, plurality14of electrodes12are arranged on orthogonal axes X, Y of fuel passage13so that electrodes12impart both positive and negative electrical charges to liquid fuel molecules flowing through fuel passage13preferably with plurality14of electrodes12so arranged as to provide electrical charges of alternating polarity along axis16of fuel passage13. Apparatus10excites the weak positive or negative charge of the molecules thus helping molecules of opposite charge to be attracted together. Though turbulence is created in fuel passage13, it is further believed that the molecules of the fuel generally align with axis16upon receiving sufficient electrical charge in fuel supply line insert10and as fuel molecules/chains have all free sites bound therefore molecules/chains have no affinity for fuel line51after exiting fuel supply line insert10. Furthermore, with electrodes12disposed in the flowing fuel stream, boundary layer losses are alleviated as molecules/chains are not drawn to boundary of pipe as with prior art externally mounted magnets and electrical coil devices. Finally, the inventor hereof has found that it is unnecessary to restrict flow of fuel in order to impart a charge and therefore, by spacing electrodes12apart, flow losses are further reduced as no thin film flow is created as in prior art devices. Though direct current is preferred for apparatus10, alternating current may be applied to electrodes12to enhance alignment of molecules/chains and to reduce boundary layer effects.

A model of apparatus10was formed from a length of thermoplastic tubing for placement into a fuel line51, thermoplastic tubing11having four rows20-23of electrodes12inserted into fuel stream passage13with electrical attachment points protruding from outside surface of fuel line51. Columns 40-40nwere created at three-eighths of an inch spacing longitudinally along the length of thermoplastic tube11with rows20-23spaced apart circumferentially by ninety degrees. Rows20-23were interconnected as shown in solid lines inFIG. 4and charged from a twelve volt automotive battery. Ten electrodes12were provided in each row20-23, electrodes12extending into the fuel from the inside surface of wall19by approximately three-eighths of an inch. Electrodes12were blunt pointed bolts threaded into holes26provided through wall19of tube11with sealant provided on the threads of the bolts. Electrodes12were provided with electrical connector18attached to electrical connecting wire28, electrical connector18affixed to electrodes12with nuts17above and below electrical connector18.

A diesel driven over the road truck, hereinafter, OTR, having at least a million miles of prior service was fitted with the model of apparatus10. The OTR is a W-900 Kenworth Aerodyne with a 600hp Caterpillar 16L turbocharged diesel engine and pulls a full length refrigerated trailer. The OTR has been maintained in accordance with the manufacturer's recommendations at the intervals specified. The prior service log of the OTR showed an average of about 5.6 miles per gallon of diesel fuel over the million mile service life under various load conditions. Statistically, the range of miles per gallon was from 5.0 to 6.0 mpg with loads ranging from empty, that is about 24000 gross weight, to 78000 pounds full load. Prior road conditions varied from calm winds to a 30 mph head wind and from an ambient temperature of 20 degrees to 90 degrees Fahrenheit. Average quarterly data are shown in Table 1 above the double line with the average of the entire prior service life of the OTR just above the double line. Since the OTR had been properly tuned just prior to the last over the road run, no further maintenance was performed on the OTR prior to fitting the model of apparatus10to the OTR. After fitting the OTR with the model of apparatus10and operating internal combustion engine50for an interval of about 25 seconds, a change in the tone of the internal combustion engine50occurred. Internal combustion engine50appeared to run smoother with less clatter than normally associated with diesel engines. The OTR was operated locally for a period of hours to stabilize model of apparatus10and it is believed that after about one hundred fifty miles of operation, the on-board computer had optimized the injector pulse width settings. The OTR was then returned to service, and on the first run, with a gross vehicle weight of 42,000 pounds over a distance of 1256 miles, the OTR averaged 6.68 miles per gallon while experiencing a 30 mph head and/or side wind. On the return trip carrying a full load, making the GVW 78,000 pounds, the OTR averaged 6.6 miles per gallon in light winds. It is further believed that the charge imparted to fuel molecules flowing through apparatus10is carried to the fuel tanks through the injector rail return line as little drop off in mileage is experienced when refueling the OTR. As there are about 3.2 million trucks driven by diesel engines in operation, each averaging about 100,000 miles per year, an one mile per gallon increase in mileage would result in the savings of 320 billion gallons of fuel resulting in a savings of 880 billion dollars at $2.75 per gallon of fuel. Since apparatus10imparts a charge to the fuel flowing through apparatus10, it is believed that any engine operating on a polar fuel will be positively impacted and therefore, it is believed that internal combustion engines using gasoline, ethanol, butanol, diesel, bio-diesel or combinations of the above will benefit from installation of apparatus10of this invention. Table 1 contains data from runs subsequent to installation of the model of apparatus10, this data shown below the double line. Prior and subsequent runs of the OTR were under essentially identical conditions as the OTR travels over substantially the same routes.

Though a single tube has been shown and described as apparatus10, it is fully within the scope of this invention to arrange at least one other apparatus10in either parallel or series combination with a first apparatus10. For instance, it may be beneficial for space reasons to place one apparatus10at a location parallel to a first apparatus10, both connected to fuel line51.

Referring now toFIG. 7, fuel savings device10comprises fuel tube11having fuel passage13therethrough with electrodes12protruding into fuel passage13. InFIG. 7, fuel flows through fuel passage13from inlet coupling32to outlet coupling33, fuel savings device10disposed in an opposite attitude from fuel savings device10ofFIG. 1. Rows20-22are visible inFIG. 7with row23disposed directly opposite row21, and hence, not visible in this figure. Negatively charged connecting wires28,31are visible as straight connections between electrodes12of successive rows while positively charged connecting wires28,31are shown as looped under negatively charged connecting wires28,31. Though only five columns of terminals12are shown for each row20-22, it is fully understood that fuel savings device10preferably has at least ten columns of terminals12, though it is within the scope of this invention to provide for fewer than five columns. For instance, apparatus10has electrodes12arranged in at least two circumferential columns40-40naround tube11, columns40-40nspaced apart by a distance of at least three-eighths of an inch. Preferably, adjacent electrodes12in a given column40-40nare provided with electrical charges of alternating polarity and electrodes12in opposed rows20,22or21,23are positively charged and first electrodes12in alternating rows21,23or20,22respectively are negatively charged. For instance, positively charged electrodes12in rows20,22of column401are connected to second electrodes12of alternating rows21,23in column402in clockwise fashion from a first positively charged electrodes12and negatively charged electrodes12in first column401are connected to second electrodes12of opposed rows20,22in of column40nin counter clockwise fashion from first negatively charged electrodes12.

Tube11has inlet coupling32sealingly affixed thereto, inlet coupling32provided with a threaded interior37for receiving a fuel line connector therein. Inlet coupling32also has a peripheral shoulder42disposed thereupon for receiving outer tube41thereupon, outer tube41sealingly affixed to inlet coupling32at final assembly of fuel savings device10. Inlet coupling32also is provided with terminals35,36which extend longitudinally through inlet coupling32, terminals35,36laying adjacent an outer periphery44of tube11and adapted for connecting electrodes12to a power source as described above. Outlet coupling33of fuel savings device10is initially a separate piece with a recess45disposed into one end thereof for receiving tube11therein and a shoulder43radially outward of recess45for receiving outer tube41thereupon. Outlet coupling33also is provided with threaded interior similar to threaded interior37of inlet coupling32. At assembly of fuel savings device10, all electrical connections are made from terminals35,36to electrodes12and between electrodes with connecting wires28,31, these electrical connections preferably also soldered to ensure positive and permanent connections. Preferably, connecting wires28,31are stranded #14 AWG wire. Upon completion of all connections and assurance testing of each connection, cover tube41is telescopically disposed over tube11and seated on shoulder42of inlet coupling32. Cover tube41is preferably a press fit upon shoulder42, however, cover tube41may be chemically bonded to shoulder42by solvents or adhesives. Alternately, cover tube41may be mechanically bonded to inlet coupling32by friction welding. Outlet coupling33is then simultaneously inserted into cover tube41, seating cover tube41upon shoulder43and with tube11received into recess45. Cover tube41may then be chemically or mechanically affixed to outlet coupling33, however, it is imperative that fuel tube11be sealingly affixed into recess45. Since fuel savings device10requires no maintenance, it is preferred that cover41be permanently affixed to couplings32,33to ensure integrity of all electrical connections. Cover tube41is preferably made of the same material as tube11and couplings32,33, however, it is understood that different materials may be used for each of the components32,33,11and41without departing from the scope of this invention. Fuel tube11and couplings32,33are manufactured from an elastomeric material selected from the group comprising polytetrafluoroethylene, polypropylene, polyethylene, HDPE, LDPE, polyamide, polyparabenzamide, silicone, viton, chloroprene, ethylene propylene polymer, isoprene, butyl, polystyrene, a thermoplastic elastomer such as a fluoroelastomer, silicone, urethane, halogenated polymer or combinations thereof, wherein these materials may have reinforcing material incorporated therein. Preferably, fuel tube11, cover tube41and couplings32,33are formed from graphite or fiberglass reinforced polyamide.

While the present invention has been described with reference to the above described preferred embodiments and alternate embodiments, it should be noted that various other embodiments and modifications may be made without departing from the spirit of the invention. Therefore, the embodiments described herein and the drawings appended hereto are merely illustrative of the features of the invention and should not be construed to be the only variants thereof nor limited thereto.