Abstract:
A Steam Engine Powered System is provided which, when integrated with an internal combustion engine, generates hydrogen gases to provide an additional fuel source. The System&#39;s hydrogen is created by electrolysis from electrical power supplied from an external generator powered by the steam engine which in turn is powered by the radiant heat of the engine without putting a drain on the existing electrical system. The system will also store external canisters of separated Hydrogen and Oxygen for later use of various needs.

Description:
FIELD OF THE INVENTION 
     The present invention relates to internal combustion engines, and particularity to engine waste heat powering a steam engine, which in turn powers an electric generator, which in turn powers the gas generator unit which produces hydrogen as an additional fuel which accurately meters in the correct amount of hydrogen into the internal combustion engine. The System additionally prevents hydrogen and oxygen from mixing during the electrolysis chemical reaction and stores both gases in separate removable canisters for later use. The system accomplishes this without adding any additional power requirements to the internal combustion engine and yet provides enough energy to operate the invention. 
     BACKGROUND OF THE INVENTION 
     Hydrogen was first discovered in 1781 by Henry Cavendish and is usually given credit for hydrogen&#39;s discovery as an element. Hydrogen is one of the most abundant elements in the universe. When hydrogen is used as a fuel it is non-polluting and clean burning. The resulting exhaust from the oxidation of hydrogen is water vapor. Hydrogen is the most clean and renewable resource available. Aggressive attention has been given to the research and development of feasibly utilizing hydrogen as a fuel with internal combustion engines. Because hydrogen does not exist in a pure state it must be “cracked” from one of its natural states such as water by the process of electrolysis. The obstacles that are present to overcome with this method, is power consumption. Several device designs are available that use electrolysis to generate hydrogen and oxygen to either replace or supplement fuels burned in internal combustion engines. However, these systems use the internal combustion engine&#39;s own electrical supply or the engine itself which places additional strain and electrical energy requirements on the engine&#39;s existing electrical system to drive system in order to produce the hydrogen. In these existing systems more energy is used to produce the hydrogen then the energy benefit from the use of the extra hydrogen. In the existing systems that use electrolysis to generate hydrogen and oxygen, those systems do not allow for the separation of the two gases. Since the oxygen is not separate from the hydrogen, this extra induction of oxygen into the systems creates adverse performance problems with the internal combustion engine and requires a workaround or even bypassing the engine&#39;s required O 2  sensors. 
     DESCRIPTION OF PRIOR ART 
     There are other devices designed for generating hydrogen for use in an internal combustion engine. Typical of these is U.S. Pat. No. 7,100,542 issued to Ehresman on Sep. 5, 2006. Yet another patent was issued to Christison on Apr. 4, 2006, U.S. Pat. No. 7,021,249. Yet another patent was issued to Teves on May 7, 1996, U.S. Pat. No. 5,513,600. Yet Another patent was issued to Reinhardt on Jan. 18, 1983, U.S. Pat. No. 4,368,696. Yet Another patent was issued to Valdespino on Jun. 9, 1981, U.S. Pat. No. 4,217,793. Yet Another patent was issued to Klein on Mar. 10, 2007, U.S. Pat. No. 7,191,737. Yet Another patent was issued to Ross on Apr. 3, 2001, U.S. Pat. No. 6,209,493. Yet Another patent was issued to Sanders et al on Jan. 25, 1983, U.S. Pat. No. 4,369,737. 
     Several patents pertaining to utilization of hydrogen gas as a source of fuel for the internal combustion engine exist but are not in production because of several drawbacks, disadvantages and inherent defects in the production of the hydrogen and energy requirements. Many of the existing patents utilize the electrical energy of the internal combustion engine in an attempt to drive the electrolysis process such as with Christison, U.S. Pat. No. 7,021,249; while the invention did separate the two gases the energy available from the electrolysis process did not produce more energy than used. Chistison&#39;s system did not generate additional power for the internal combustion engine since the internal combustion engine was used to create the hydrogen. 
     While other various patents offer improvements or enhancements within the apparatus such as a method to hold the electrolytic solution or a new design of the cathode and anode relationship, along with different electrolytic solutions which might include the use of lithium hydroxide (LION), potassium hydroxide (KOH) or sodium hydroxide (NAOH). These systems rely and use the engine&#39;s existing available electrical power and therefore decrease the total available electrical power of the engine, decrease the battery and alternator life. Further, because the total available electrical power of the engine is decreased, more fuel is needed to further charge the battery. 
     The patent issued to Reinhardt attempted to bypass the requirement to use the power of the internal combustion engine by utilizing the waste heat of the engine incorporating a Sterling Engine. However, the processes and method incorporated are not powerful enough nor will recover enough energy to generate electricity needed for successful electrolysis. 
     Another patent issued to Teves discusses utilizing as much as 5,000 amperes for the electrolytic process. The patent explains that the energy is derived from the automotive engine by transforming mechanical energy to electrical energy by means of a direct current generator. Placing an additional direct current generator would involve a substantial modification to the existing vehicles engine. It would be similar to adding and additional alternator which would require reconfiguring the existing pulleys, mount brackets, and belts. Further, it would use more fuel as the engine will need to convert more of the existing mechanical energy to electrical energy. The reconfiguration would add additional power requirements from the internal combustion engine in order to provide the power and torque to operate the electrolysis cell. As with any system, the creation of hydrogen by the use of electrolysis requires more energy to create the hydrogen gases than the hydrogen gases can provide as an energy source. Hence, the production of hydrogen using a mechanical means from the operation of an internal combustion engine will only add additional power requirements resulting in more carbon fuels being consumed. 
     Another patent issued to Valdespino offered an improvement to the internal combustion engine having a fuel system for feeding a fuel-air mixture to the combustion chambers and an electrical generation system, such as an alternator which further drains the current power requirements of the internal combustion engine. 
     Another patent issued to Klein provides improved methods for the creation of hydrogen gases but does not provide information where the power to operate the system will originate. 
     Another patent issued to Ross relates to an electrolysis cell kit for the internal combustion engine. Each terminal is connected to an anode and cathode which are connected to the terminals. Here again, an electrical drain and strain is placed on the engine&#39;s existing electrical system decreasing battery and alternator life and requiring more fuel. 
     Another patent issued to Sanders provides for a different style apparatus for electrolysis but yet, once again, an electrical drain and strain is placed on the engine&#39;s existing electrical system decreasing battery and alternator life and requiring more fuel. 
     SUMMARY OF THE INVENTION 
     The present invention overcomes the energy requirements of the prior art by providing an apparatus for the production and storage of hydrogen and oxygen without the need to utilize the electrical energy of the internal combustion engine. The hydrogen can be used as a fuel source in an internal combustion engine or a fuel additive to the existing fuel or stored for later use in external and removable tanks. 
     The forgoing and other objects and advantages will appear in the description to follow. In the description references are made to the accompanying drawings, which forms a part hereof, and in which is shown by way of illustration specific embodiments in which the invention may be practiced. These embodiments will be described in sufficient detail to enable those skilled in the art to practice the invention, and it is to be understood that the embodiments may be utilized and the structural changes may be made without departing from the scope of the invention in which part is discussed in the abstract. In the accompanying drawings, like the reference character that designates the same or similar parts throughout the several views. The following detailed description is, therefore, not to be taken in a limiting sense, and the scope of the present invention is best defined by the appended claims. 
     The invention system&#39;s hydrogen is created by electrolysis using a separate electrical source supplied from a generator powered by the steam engine. The steam engine is driven from the thermal radiant heat of the vehicle&#39;s engine which will not require any additional electrical or mechanical power requirements from the vehicle&#39;s engine. The are many ways in which the thermal radiant heat can be captured such as water filled heat rail pipes, exhaust gas flowing around other heat collecting devices, a means for circulating any of the engines heated fluids such has the engine water, engine oil, transmission oil, attachments to the engine exhaust system or engine manifold. 
     In the current invention, hydrogen and oxygen are prevented from mixing during the electrolysis process therefore only metering in pure hydrogen into the engine. This is also a differentiating feature of the invention. 
     This invention also allows for the storage of any extra hydrogen and further allows for the storage of oxygen. Both of these gases are stored in removable containers for any other use that may require raw hydrogen, oxygen or a mix of both. The full containers could be potentially sold and exchanged for empty containers. Each vehicle owner could become a supplier of these gases. Moreover, this system could provide raw hydrogen and oxygen for use in other industries. Hydrogen is used in many different industries including petroleum and chemical businesses. Hydrogen is used in hydrogenating fats and oils in the food industry. Hydrogen is also useful in producing methanol and reducing metal ores. Other industries use hydrogen for welding, power generators and cryogenics research, thus these removable canisters could be useful in any of these applications. 
     Oxygen is used in various industrial chemical applications. It is used to make acids, sulfuric acid, nitric acid, chemical combustion and other compounds. In addition it is used in industries that use the gas for cutting, welding and melting metals, metal refining, pulp and paper manufacturing, ceramic creation, glass making and petroleum processing. Moreover, oxygen is also part of pharmaceuticals and the medical field. Oxygen gas is used to destroy bacteria. Further, the same oxygen gas is used to treat victims of carbon monoxide poisoning. Thus, these extra canisters or containers of the oxygen gas can be used in many industries needing readily useable oxygen and hydrogen. 
     The oxygen could be configured upon an emergency vehicle such as a moving ambulance providing potentially life-saving ready oxygen to injured patients. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWING FIGURES 
       The advantages described herein will be more fully understood by reading an example of an embodiment in which the invention is used to advantage, referred to herein as the Detailed Description with reference to the drawings wherein: 
         FIG. 1  is an illustrative view of the total system; 
         FIG. 2  is an illustrative view of the tanks configuration; 
         FIG. 3  is an illustrative view of the heat rail assembly; 
         FIG. 4  is an illustrative view of the steam engine; 
         FIG. 5  is an illustrative view of gas generator tank assembly. 
     
    
    
     DESCRIPTION OF THE REFERENCED NUMBERS 
     Turning now descriptively to the drawings, in which similar reference in characters denote the similar elements throughout the several views, the figures illustrate the Steam Engine Powered Hydrogen Oxygen Generation System for an Internal Combustion Engine with regard to the reference numerals used, the following numbering is used throughout the various drawings figures:
       1 . Fill tank     2 . Low Pressure Water Reservoir     3 . Steam Vessel     4 . Cooling Tank     5 . Exhaust Condenser Tank     6 . Gas Generation Tank     7 . Oxygen Storage Tank     8 . Hydrogen Storage Tank     9 . High Pressure Steam Head Solenoid Valve     10 . High Pressure Stream Tail Solenoid Valve     11 . High Pressure Cooling Head Solenoid Valve     12 . High Pressure Cooling Tail Solenoid Valve     13 . Low Pressure Exhaust Head Solenoid Valve     14 . Low Pressure Exhaust Tail Solenoid Valve     15 . Steam Piston     16 . Steam Piston Push Rod     17 . Push Rod Connecting Block     18 . Generator Push Rod     19 . Generator Flywheel     20 . Steam Engine Cylinder     21 . Cooling Tank Filter     22 . Low Pressure Reservoir Filter     23 . Steam Vessel Filter     24 . Gas Generation Tank Recirculation Filter     25 . Cooling Tank Water Fill Pump     26 . Cooling Tank Air Fill Pump     27 . Exhaust Condenser Tank Evacuation Pump     28 . Fill Tank Transfer Pump     29 . Steam Vessel Fill Pump     30 . Gas Generation Tank Recirculation Pump     31 . Fill Tank Water Level Sensor     32 . Low Pressure Reservoir Water Level Sensor—Float Valve that     33 . Cooling Tank Water Level Sensor     34 . Exhaust Condenser Tank Water Level Sensor     35 . Steam Vessel Water Level Sensor     36 . Hydrogen Gas Generation Tank Water Level Sensor     37 . Oxygen Gas Generation Tank Water Level Sensor     38 . Fill Tank One Way Check Valve     39 . Exhaust Condenser Tank One Way Check Valve     40 . Low Pressure Reservoir One Way Check Valve     41 . Cooling Tank Air Fill Pump One Way Check Valve     42 . Steam Vessel One Way Check Valve     43 . Cooling Tank Pressure Sensor     44 . Steam Vessel Pressure Sensor     45 . Hydrogen Gas Generation Tank Pressure Sensor     46 . Oxygen Gas Generation Tank Pressure Sensor     47 . Oxygen Storage Tank Pressure Sensor     48 . Hydrogen Storage Tank Pressure Sensor     49 . Steam Vessel Emergency Release Valve     50 . Steam Vessel Steam Delivery Conduit     51 . Oxygen Storage Solenoid Valve     52 . Oxygen Vent Solenoid Valve     53 . Hydrogen Vent Solenoid Valve     54 . Hydrogen Delivery Solenoid Valve     55 . Hydrogen Storage Solenoid Valve     56 . Internal Combustion Air Intake     57 . Water Filled Heat Rail Pipes     58 . Heat Exchanger Rail Hinge     59 . Heat Exchanger Motor     60 . Heat Exchanger Housing     61 . Internal Combustion Exhaust Pipe     62 . Computer Controller     63 . Cooling Tank Emergency Release Valve     64 . Steam Vessel Steam Delivery Conduit     65 . Cooling Tank Water Delivery Conduit     66 . Hydrogen Generation Tank Upper Ultra Sonic Transducer Degasser     67 . Hydrogen Generation Tank Lower Ultra Sonic Transducer Degasser     68 . Hydrogen Generation Tank Ultra Sonic Transducer Driver     69 . Generation Tank Fill Pump     70 . Generation Tank Filter     71 . Generation Tank One Way Check Value     72 . Top Dead Center Head Sensor     73 . Top Dead Center Tail Sensor     74 . Cathode Screen     75 . Anode Screen     76 . Electrical Insulating Paper     77 . Center Core     78 . Circulation Vents     79 . Positive Electrical Wire     80 . Negative Electrical Wire     81 . Electric Generator     82 . Hydrogen Generation Compartment     83 . Oxygen Generation Compartment   

     DEFINITIONS 
     
         
         
           
             1. The System—a steam engine powered hydrogen oxygen generation system for an internal combustion engine. 
             2. Pulsed—opening and closing a solenoid valve in controlled durations of time to regulate the volume of hydrogen into the engine. 
             3. Steam Vessel Pressure Minimal Operating Pressure—the pressure needed to actuate the steam driven piston. 
             4. Minimal Operating Requirements—requirements that maintain a water level that will produce adequate steam for the steam operation. 
             5. Steam Vessel Minimal Operating Requirements—maintain a water level that will produce adequate steam for the steam operation. 
             6. Air Pressure Minimal Operating Requirements—the minimal air pressure required to inject water coolant into the steam piston. 
             7. Gas Generation Tank Minimal Water Level Operating Requirement—sufficient water level need for the operation electrolysis. 
             8. Computer Controller Diagnostic Routine—a computer program that will check each area of operation such as water levels, pressures, temperatures, and will verify that the system is ready to start. 
             9. Heat Rail or Heat Rail Collectors or Heat Rail Pipes—a device collecting a sufficient level of thermal radiant engine heat to create steam. 
           
         
       
    
     PREFERRED EMBODIMENT 
     The preferred embodiment of this invention is for use on large internal combustion vehicles such as semi-trucks since these vehicles have a greater potential of fuel savings due to the semi-trucks higher required fuel consumption. However, even smaller vehicles could derive a fuel savings benefit from the invention. Further, emergency vehicles and ambulances could use the ready extra oxygen in the cabin of the vehicle for medical uses for traveling patients. 
     DETAILED DESCRIPTION 
     Referring to  FIG. 1  is an illustrative view of the present invention wherein at engine startup the vehicles ignition system will power up computer controller  62  and will initiate the startup computer controller diagnostic routine. The Heat Exchanger Rail  57  is retracted to the maximum distance away from the Exhaust pipe  61 . A water level check is made utilizing the Low Pressure Reservoir Water Level Sensor  32  of the Low Pressure Reservoir  2 . If the Low Pressure Reservoir Water Level Sensor  32  indicates the water level is below Minimal Operating Requirements, a warning indicator will be triggered in the cabin of the vehicle, the system will be shut down and in order for the system to restart, the operator of the vehicle will place water in Fill Tank  1 . If the Fill Tank Water Level Sensor indicates the water level is below Minimal Operating Requirements the Computer Controller  62  will engage the Fill Tank Fill Pump  28 , and the Fill Tank Fill Pump  28  will pump water from the Fill Tank  1  into the Low Pressure Reservoir  2  through the Fill Tank Filter  22  further flowing the water past the Fill Tank One Way Check Value  38 , into the Low Pressure Reservoir  2 . A water level check is made in the Steam Vessel  3  with the Steam Vessel Water Level Sensor  35  of Steam Vessel  3 . If the Steam Vessel Water Level Sensor  35  indicates the water level is below Minimal Operating Requirements the computer controller will engage the Steam Vessel Fill Pump  29 , and the Steam Vessel Fill Pump will pump water from the Low Pressure Reservoir flowing through the Steam Vessel Filter  23  further flowing the water past the Steam Vessel one way check value  42 , into the Steam Vessel. A water level check is made on Cooling Tank  4  using the Cooling Tank Water Level Sensor  33 . If the Cooling Tank Water Level Sensor  33  indicates the water level is below Minimal Operating Requirements the Computer Controller  62  will engage the Cooling Tank Fill Pump  25 , and the Cooling Tank Fill Pump  25  will pump water from the Low Pressure Reservoir  2  flowing through the Cooling Tank Filter  21  further flowing the water past the Cooling Tank one way check value  40 , into the Cooling Tank  4 . An air pressure level check is made on Cooling Tank  4  using the Cooling Tank Pressure Sensor  43 . If the Cooling Tank Air Pressure Sensor  33  indicates the air pressure level is below Air Pressure Minimal Operating Requirements the Computer Controller  62  will engage the Cooling Tank Air Fill Pump  26 , and the Cooling Tank Air Fill Pump  26  will pump air from the outside atmosphere flowing through the Cooling Tank One Way Check Valve  41 . A water level check will be made in the Hydrogen Generation Compartment  82  using the Hydrogen Generation Tank Water Level Sensor  36 . Simultaneously, a water level check will be made to the Oxygen Generation Compartment  83  using the Oxygen Generation Tank Water Level Sensor  37 . If the Generation Tank Water Level Sensor  36  indicates the water level is below the Hydrogen Generation Compartment Minimal Water Level Operating Requirement the Computer Controller  62  will engage the Generation Tank Fill Pump  69 , and the Generation Tank Fill Pump  69  will pump water from the Low Pressure Reservoir flowing through the Generation Tank Filter  70  further flowing the water past the Generation Tank One Way Check Value  71 , into the Generation Tank  6 . The Heat Exchanger Rail  57  is moved to the minimum distance towards the exhaust pipe  61  by Heat Exchanger Motor  59 . A steam pressure check is made utilizing the Steam Vessel Pressure Sensor  44  until Steam Vessel Pressure Minimal Operating Pressure is achieved. The High Pressure Steam Tail Solenoid Valve  9  which is can be a customized 1500 cc high flow injector is pulsed allowing the induction of steam from the Steam Vessel  3  through the Steam Vessel Steam Delivery Conduit  64  moving the steam piston  15  to the head of the Steam Engine Cylinder  20 . Simultaneously pulsing High Pressure Steam Head Solenoid Valve  10  and pulsing High Pressure Cooling Tail Solenoid Valve  11 . The High Pressure Steam Head Solenoid Valve  10  allows the induction of steam from the Steam Vessel  3  through the Steam Vessel Steam Delivery Conduit  64  moving the Steam Piston  15  toward the Tail of the Steam Engine Cylinder  20 . Pulsing the High Pressure Cooling Head Solenoid Valve  11  will cool the high pressure steam condensing it creating a vacuum to further assist the velocity of the piston head towards tail in Steam Cylinder  20 . The Top Dead Center Head Sensor  73  will trigger the Computer Controller  62  to communicate to the Low Pressure Exhaust Tail solenoid Valve  13  to pulse long enough to allow the condensed water droplets to be exhausted from the piston chamber upon piston head reaching top dead center into Exhaust Condenser Tank  5 . Then Repeat the previous cycle so at to engage the Steam Piston  15  in multiple, rapid cycles. The Top Dead Center Tail Sensor  72  will trigger the Computer Controller  62  to communicate to the Low Pressure Exhaust Head Solenoid  14  to pulse long enough to allow that condensed water droplets to be exhausted from the piston chamber upon Steam Piston  15  head reaching head dead center into Exhaust Condenser Tank  5 . A water level check will be performed by the Exhaust Condenser Tank Water Level Sensor  34  located in the Exhaust Condenser Tank  5  to determine if the water levels need to be evacuated and pumped into the Low Presser Reservoir  2 . If the Exhaust Condenser Tank Water Level Sensor  34  senses water in the Exhaust Condenser Tank  5 , the condensed water will be evacuated by triggering the Exhaust Condenser Tank Evacuation Pump  27  to push the water though the Exhaust Condenser Tank One way Check Valve  39 . The Steam Engine  20  is now operating and the Steam Piston Push Rod  16  which is connected to the Push Rod Connecting Block  17  which actuates Generator Push Rod  18  actuating the Generator Flywheel  19  actuating the Electric Generator  81  to rotate so as to generate electricity. Electrical power will flow into the Gas Generation Tank  6  via Positive Electrical Wire  79  and the Negative Electrical Wire  80 . The Positive Electrical Wire  79  will terminate to the Anode Screen  75  inside the Oxygen Generation Compartment  83 . The Negative Electrical Wire  80  will terminate to the Cathode Screen  74  inside the Hydrogen Generation Compartment  82 . The Anode Screen  75  is wrapped around the Center Core  77  of the Gas Generation Tank  6 . The Cathode Screen  74  is wrapped around the inside of the Center Core  77  and is separated by Electrical Insulating Paper  76  which will prevent the two gases from mixing. The electrical flow will begin electrolysis. In order to ensure good mixture and a continuous flow of the water in the Gas Generation Tank  6 , Circulation Vents  78  will allow for circulation within the Gas Generation Tank  6  between the Hydrogen Generation Compartment  82  and the Oxygen Generation Compartment  83 . Gas Generation Tank Recirculation Pump  30  will circulate the water within the Gas Generation Tank  6  and filter it through Gas Generation Tank Recirculation Filter  24 . The Hydrogen Gas Generation Tank Water Level Sensor  36  will maintain proper water levels within the Gas Generation Tank  6 . The Oxygen Gas Generation Tank Water Level Sensor  37  will maintain proper water levels within the Gas Generation Tank  6 . During electrolysis Hydrogen is produced in the Hydrogen Generation Compartment  82  of the Gas Generation Tank  6  and will rise to the top of the Hydrogen Generation Compartment  82  and will build pressure inside the Hydrogen Generation Compartment  82 . At the same time during electrolysis Oxygen is produced in the Oxygen Generation Compartment  83  of the Gas Generation Tank  6  and will rise to the top of the Oxygen Generation Compartment  83  and will build pressure inside the Oxygen Generation Compartment  83 . The Hydrogen pressure will be monitored by the Hydrogen Gas Generation Tank Pressure Sensor  45  and the Oxygen pressure will be monitored by the Oxygen Gas Generation Tank Pressure Sensor  46 . If the Hydrogen pressure in the Hydrogen Generation Compartment  82  exceeds the standard operating pressure, the Hydrogen Vent Solenoid Valve  53  will vent to the atmosphere so as to control the pressure. If the Oxygen pressure in the Oxygen Generation Compartment  83  exceeds the standard operating pressure, the Oxygen Vent Solenoid Valve  52  will vent to the atmosphere so as to control the pressure. Hydrogen Delivery Solenoid Valve  54  will meter the correct amount of hydrogen by pulses in varying durations, depending on the length of the pulse and the length of time between pulses, exact amounts of Hydrogen can be metered into the engine. Hydrogen Storage Solenoid Valve  55  will allow extra Hydrogen to flow into the Hydrogen Storage Tank  8 . Hydrogen Storage Tank Pressure Sensor  48  will monitor the Hydrogen Storage Tank Pressure  8 . Oxygen Storage Solenoid Valve  51  will allow extra Oxygen to flow into the Oxygen Storage Tank  7 . Oxygen Storage Tank Pressure Sensor  47  will monitor the Oxygen Storage Tank Pressure. As the water in the Gas Generation Tank  6  is circulated by the utilization of the Gas Generation Tank Recirculation Pump  30 , any foam or bubbles will be out gassed by engaging the Hydrogen Generation Tank Upper Ultra Sonic Transducer Degasser  66  and the Hydrogen Generation Tank Lower Ultra Sonic Transducer Degasser  67  by the Hydrogen Generation Tank Ultra Sonic Transducer Driver  68 .