Abstract:
A portable on-demand hydrogen supplemental system producing hydrogen gas and mixing the hydrogen gas with the air used for combustion of the jet fuel to increase the combustion efficiency of said jet fuel. Hydrogen increases the laminar flame speed of the jet fuel during combustion thus causing more fuel to be burned and lowering particulate matter emissions. Hydrogen is supplied to the jet engine at levels well below its lower flammability limit in air of 4%. Hydrogen and oxygen is produced by an electrolyzer from nonelectrolyte water in a nonelectrolyte water tank. The system utilizes an onboard diagnostic (OBD) interface in communication with the jet&#39;s control systems, to regulate power to the system so that hydrogen production for the jet engine only occurs when the jet engine is running. The hydrogen gas produced is immediately consumed by the jet engine. No hydrogen is stored on, in or around the jet.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This is a continuation-in-part application of U.S. application of U.S. application Ser. No. 13/946,061 filed on Jul. 19, 2013, which is a continuation-in-part application of U.S. application Ser. No. 13,922,351 filed on Jun. 20, 2013, which is a continuation-in-part of U.S. application Ser. No. 13/842,102, filed on Mar. 15, 2013, which is a continuation-in-part application of U.S. application Ser. No. 13/224,338, filed Sep. 2, 2011, now U.S. Pat. No. 8,449,736; which is a continuation-in-part application of U.S. application Ser. No. 12/790,398, filed May 28, 2010; which is a non-provisional of application Ser. No. 61/313,919, filed Mar. 15, 2010, the contents of which are incorporated herein by reference. 
    
    
     BACKGROUND OF THE INVENTION 
     1. Field of the Invention 
     The present invention relates to hydrogen generation devices. More particularly, the present invention relates to an apparatus and method for increasing the combustion efficiency, reducing particulate matter emissions and reducing fuel usage in jet or gas turbine engines and includes a portable hydrogen supplemental system that can be used with jet engines for burning a greater amount of fuel in the combustion chamber. The result is reduction in unburned fuel and particulate matter emissions. 
     2. Description of the Related Art 
     Jet engines are a source of gaseous and particulate emissions being released into the atmosphere. The number of species emitted by jet engines depends on the kind of fuel and the design of the jet engine. However, because the emissions of aircraft engines occur in the atmospheric regions (high troposphere and low stratosphere), which are very sensible to various perturbations, the problem of aviation effect on atmospheric processes and climate change has become very important. 
     Particulates in engine exhaust form because of incomplete combustion of the fuel within the combustion chamber of the jet engine. These particulates when released into the environment are harmful. Thus, particulate emissions are higher at low engine powers because combustion efficiency is lower. Particulate emissions from jet engines are highest at take-off and climb-out operations that require very high fuel flow rates. Therefore, data would be expected to show high particulate emissions around airports. Aerial depositions of exhaust particles from air traffic may have impacts on human health and the environment. High levels of ambient particulate matter have been found to adversely affect human respiratory systems, causing the development of asthma, lung cancer, and chronic bronchitis, among other problems. 
     Unlike internal combustion engines, particularly diesel engines where particulate filters are often employed to attempt to abate these particulate matter emissions, there is no known technology for reducing particulate matter emissions for jet engines. The best way to reduce particulate matter emissions is to improve combustion efficiency. 
     Also, as the cost of jet fuel has increased so has the need for a method and apparatus to reduce jet fuel usage. 
     SUMMARY OF THE INVENTION 
     The present invention relates to increasing the combustion efficiency of jet engines by using hydrogen and a method and apparatus for supplying hydrogen on-demand to a jet engine to increase said combustion efficiency. Hydrogen and oxygen is produced by an electrolyzer at low temperatures and pressure from nonelectrolyte water in a nonelectrolyte water tank. The hydrogen gas is passed through a hydrogen gas collector. A small amount of nonelectrolyte water that exits the electrolyzer during the process of producing the hydrogen enters the hydrogen gas collector and is passed back through to the nonelectrolyte water tank for distribution and water preservation. Nonelectrolyte water that exits the electrolyzer when the oxygen gas is produced by the electrolyzer is also passed back through the nonelectrolyte water tank. The hydrogen gas and the oxygen gas travel in separate directions, therefore the gases are kept separate. In the case of a jet engine, the hydrogen gas is mixed with the air used for combustion of the jet fuel, while the oxygen gas is returned to the nonelectrolyte water tank to be vented to the atmosphere. The system can be powered by the jet&#39;s Auxiliary Power Unit (APU), a standalone battery, waste heat, solar or wind energy. The system utilizes an engine sensor or an onboard diagnostic (OBD) interface in communication with the jet&#39;s control terminal, to regulate power to the system and therefore hydrogen production for the jet engine only occurs when the jet engine is running and according to the RPM of the engine. Therefore, as the hydrogen gas is produced it is immediately consumed by the jet engine. No hydrogen is stored on, in or around the jet. 
     Hydrogen has a high specific energy, high flame propagation speed and wide range of flammability and as such offers rich potential to promote combustion efficiency and reduce pollutant emissions in jet fuel and other types of hydrocarbon-based fuels. 
     The flammability range of a gas is defined in terms of its lower flammability limit (LFL) and its upper flammability limit (UFL). The LFL of a gas is the lowest gas concentration that will support a self-propagating flame when mixed with air and ignited. Below the LFL, there is not enough fuel present to support combustion; the fuel/air mixture is too lean. The LFL of hydrogen is around 4%. 
     The UFL of a gas is the highest gas concentration that will support a self-propagating flame when mixed with air and ignited. Above the UFL, there is not enough oxygen present to support combustion; the fuel/air mixture is too rich. The UFL of hydrogen is around 75%. 
     Between the two limits is the flammable range in which the gas and air are in the right proportions to burn when ignited, if hydrogen was the only fuel being combusted. 
     Two related concepts are the lower explosive limit (LEL) and the upper explosive limit (UEL). These terms are often used interchangeably with LFL and UFL, although they are not the same. The LEL is the lowest gas concentration that will support an explosion when mixed with air, contained and ignited. Similarly, the UEL is the highest gas concentration that will support an explosion when mixed with air, contained and ignited. The LEL of hydrogen is 15% and the UFL of hydrogen is 59%. Since the hydrogen being used to promote combustion efficiency in a jet engine is not contained and ignited, the LEL and UFL have no direct influence on the operation of the present invention. 
     Hydrogen is mixed with the air that is used for combustion. The fundamental combustion parameter that compactly characterizes and quantifies the effects of hydrogen addition is the laminar flame speed, which embodies information about the exothermicity, reactivity and diffusivity of the resulting mixture. The hydrogen gas increases the laminar flame speed of the jet fuel and thereby improves the combustion efficiency of the jet fuel. Further, an environmental benefit of the process is that breathable oxygen is produced and released to the atmosphere while the hydrogen gas is injected into the air used for combustion. 
     To-date, experiments have been conducted for the hydrocarbon fuels methylcyclohexane, toluene, decalin, propane and kerosene. For each fuel, flame speed data were measured under various conditions. Results show a surprising increase in laminar flame speed with added hydrogen. In some cases the results were almost linear. The exact nature of the hydrogen-enhanced burning is seen to depend on the fuel volatility. Under some conditions, hydrogen addition was observed to increase the hydrocarbon burning rate by more than a factor of two. The flame speed increase for many fuels extends to normal and elevated pressures. 
     The amount of hydrogen mixed with the air for combustion does not approach the LFL, UFL, LEL or UEL mentioned above. 
     With this increase in combustion efficiency, particulate matter emissions can also be reduced. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The foregoing and a better understanding of the present invention will become apparent from the following detailed description of example embodiments and the claims when read in connection with the accompanying drawings, all forming a part of the disclosure of this invention. While the foregoing and following written and illustrated disclosure focuses on disclosing example embodiments of the invention, it should be clearly understood that the same is by way of illustration and example only and the invention is not limited thereto, wherein in the following brief description of the drawings: 
         FIG. 1  is a detailed drawing of a front view of a portable hydrogen supplemental system showing a water tank and other components of an interior housing according to the present invention. 
         FIG. 2  is a detailed drawing of a bottom side view of the portable hydrogen supplemental system according to the present invention. 
         FIG. 3  is a detailed drawing of a rear side view of the portable hydrogen supplemental system according to the present invention. 
         FIG. 4  is a diagram illustrating an embodiment of a sub-housing assembly, housing the control circuit and other electrical components of the portable hydrogen supplemental system, according to the present invention. 
         FIG. 5  is a diagram illustrating the operation and details of a PEM electrolyzer according to the present invention. 
         FIGS. 6A-B  are diagrams of an embodiment of a float assembly of a water tank of the portable hydrogen supplemental system, according to the present invention. 
         FIG. 7  is a diagram illustrating a view of the portable hydrogen supplemental system showing an embodiment of a hydrogen gas collector, according to the present invention. 
         FIGS. 8A-D  are diagrams illustrating the operation and details of the hydrogen gas collector of  FIG. 7 , according to the present invention. 
         FIG. 9  is a detailed schematic of a jet having the portable hydrogen supplemental system installed therein that can be implemented according to embodiments of the present invention. 
         FIG. 10  is a detailed schematic of an exemplary jet engine in communication with a portable hydrogen supplemental system that can be implemented according to embodiments of the present invention. 
         FIG. 11  is an illustration showing the combustion chamber of the jet engine of  FIG. 10 , receiving hydrogen gas from the portable hydrogen supplemental system. 
         FIG. 12  is a diagram of an embodiment of a control circuit of the present invention. 
     
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     The present invention as will be described in greater detail below provides an apparatus, method and system, particularly, for example, a hydrogen supplemental system used to increase the combustion efficiency and reduce particulate matter emissions for jet engines. The present invention provides various embodiments as described below. However it should be noted that the present invention is not limited to the embodiments described herein, but could extend to other embodiments as would be known or as would become known to those skilled in the art. Various components of a portable hydrogen supplemental system  1  are discussed below with reference to  FIGS. 1 through 4 . The present invention as shown in  FIG. 1  provides the portable hydrogen supplemental system  1  which includes a housing unit  2  as outlined via the dashed line shown, that can be secured on a flat surface of a structural component (e.g., a fuselage) of the jet by mounting brackets and fastening units. Inside the housing unit  2  are an electrolyzer  5  and a nonelectrolyte water tank  6  positioned above the electrolyzer  5 . The nonelectrolyte water tank  6  is configured to receive nonelectrolyte water  9  therein from an external water source (not shown) via an external water supply connector  10 , for supplying the nonelectrolyte water  9  to the electrolyzer  5 . The nonelectrolyte water tank  6  is arranged above the electrolyzer  5 , in such a manner as to supply the nonelectrolyte water  9  to the electrolyzer  5  by gravity. The nonelectrolyte water tank  6  is supported in the housing unit  2  above the electrolyzer  5  by support  3 . The housing unit  2  further includes a separate sub-housing assembly  4  for housing electrical components of the portable hydrogen supplemental system  1 . The housing unit  2  is designed to be readily removable from the jet. 
     The nonelectrolyte water tank  6  includes a cover  11  covering a top surface of the nonelectrolyte water tank  6 , the cover  11  including a fill spout  12  and spout cover  12   a  at a top portion thereof for receiving nonelectrolyte water  9  in the nonelectrolyte water tank  6  and filling the nonelectrolyte water tank  6 , and a water supply fitting  13  (as shown in  FIG. 2 ) positioned on a rear side of the nonelectrolyte water tank  6  connected to a tube or other supply means  14  that is in turn connected to a water inlet fitting  15  on a pump device  16  for pumping the nonelectrolyte water  9  into the electrolyzer  5 . It should be noted that the pump device  16  is provided to maintain a predetermined water pressure of the nonelectrolyte water  9  being supplied to the electrolyzer  5 . However, if the water pressure is not an issue, the pump device  16  is an optional element. Nonelectrolyte water  9  is then supplied to the electrolyzer  5  by a tube or other supply  18  connected to the electrolyzer  5  via a connector means  20 . The electrolyzer  5  decomposes nonelectrolyte water  9  into hydrogen gas H 2  and oxygen gas O 2  when received from the nonelectrolyte water tank  6 . The electrolyzer  5  also includes a hydrogen gas outlet fitting  22  (as depicted in  FIG. 2 ) connected via tubes or additional supply means  23  and a fitting  24 , to a hydrogen gas collector  25  formed at a rear side of the nonelectrolyte water tank  6 . Details of the hydrogen gas collector  25  will be discussed below with reference to  FIGS. 7 and 8A-8D . Further, as shown in  FIG. 2 , hydrogen gas collected within the hydrogen gas collector  25  is disbursed to the combustion engine (i.e., a jet engine) via a hydrogen outlet fitting  26  and a supply means or other tubing  27 , to a hydrogen outlet  28  disposed at a perimeter of the portable hydrogen supplemental system  1 . For example, as shown in  FIG. 1 , according to one embodiment, the hydrogen outlet  28  may be formed below the pump device  16 . Oxygen gas and water mixture generated from the electrolyzer  5  is sent to the nonelectrolyte water tank  6  via an oxygen outlet fitting  29  of the electrolyzer  5  and a supply means or other tubing  30  to a tank fitting  30   a  as shown in  FIG. 3 . 
     Referring back to  FIG. 1 , the nonelectrolyte water tank  6  further includes a float assembly  31  configured to perform a floating operation indicative of a level of the nonelectrolyte water  9  within the nonelectrolyte water tank  6 . Details of the operation of the float assembly  31  will be discussed below with reference to  FIGS. 6A and 6B . A water level sensor  32  is also provided at a bottom surface of the nonelectrolyte water tank  6 , and is configured to magnetically communicate with the float assembly  31 , to determine the level of the nonelectrolyte water  9 . A temperature sensor may also be provided. The temperature sensor may be mounted within the nonelectrolyte water tank  6  or any suitable location within the housing  2  and be configured to sense a temperature of the nonelectrolyte water  9 . A heater may further be provided along a surface of the electrolyzer  5 , mounted to a sub-housing assembly or any other suitable location within the housing  2 , and configured to heat the nonelectrolyte water  9  when it is detected via the temperature sensor that the nonelectrolyte water  9  has dropped below a predetermined temperature (e.g., 32 degrees). The nonelectrolyte water tank  6  may also include a tank vent port (not shown) for releasing oxygen gas within the nonelectrolyte water tank  6  via a tube or other venting means (e.g. in the fill spout cover  12   a , for example. 
     In  FIG. 4 , a main power board  33  is disposed beneath the electrolyzer  5  in the separate sub-housing assembly  4 , for example, of the system  1  and configured to supply power to the system  1  using power received via power terminals  36  and  37  connected to the main power board  33  via negative and positive electrical wiring  38  and  39 . Additional connectors  40   a  and  40   b  are provided for connecting other electrical components of the system  1  thereto (e.g., an on-board diagnostic (OBD) interface). Further, power terminals  36  and  37  are connected to a battery of the jet, for supplying power to the system  1 . The sub-housing assembly  4  includes through-holes  41  for dissipating heat and cooling components of the main power board  33 . An optional heat sink may also be provided on the main power board  33  for dissipating heat and cooling components of the main power board  33 . Optional support holes  42  are also provided and configured to receive fastening units (e.g., screws) therein for fastening the sub-housing assembly  4  to the housing unit  2  (i.e., the main housing unit). 
     Referring back to  FIG. 1 , the electrolyzer  5  produces hydrogen and oxygen gases. Thus, the electrolyzer  5  essentially operates to decompose nonelectrolyte water  9  into hydrogen gas and oxygen gas and is hereinafter referred to as an electrolyzer  5 . Nonelectrolyte water  9  fills the electrolyzer  5  from the nonelectrolyte water tank  6  and when a voltage, having positive and negative terminals, is placed across the electrolyzer  5  supplied from the main power board  33 , hydrogen and oxygen gases are produced, at different outlets of the electrolyzer  5 . 
     Referring back to  FIG. 3 , during operation of the electrolyzer  5 , an oxygen gas and water mixture is generated in the electrolyzer  5  and released from the oxygen gas outlet fitting  29 , through the supply means  30  and into the nonelectrolyte water tank  6  by way of tank fitting  30   a . Further, hydrogen gas is generated in the electrolyzer  5  and supplied to the hydrogen gas collector  25 . A small amount of nonelectrolyte water  9  will exit from the hydrogen gas outlet fitting  22  as the hydrogen gas is produced. The hydrogen gas collector  25  is configured to collect the hydrogen gas and the nonelectrolyte water  9  outputted from the electrolyzer  5 . Since the oxygen gas and water mixture is released through the supply means  30  into the nonelectrolyte water tank  6 , any nonelectrolyte water  9  of the oxygen gas and water mixture is returned back to the nonelectrolyte water tank  6 . Further, any nonelectrolyte water  9  exiting from the hydrogen gas outlet fitting  22  with the hydrogen gas collected in the hydrogen gas collector  25  is returned to the nonelectrolyte water tank  6  via a water return port  44  of the tank  6 , for returning the nonelectrolyte water  9  by a tube or other supply means  45  and a water tank fitting  46 , to the nonelectrolyte water tank  6  for water preservation. The nonelectrolyte water  9  that comes out of the hydrogen outlet fitting  22  and the oxygen outlet fitting  29  during hydrogen and oxygen production is therefore maintained in the nonelectrolyte water tank  6 . Additional details regarding the hydrogen gas collector  25  will be discussed below with reference to  FIGS. 7 and 8A-8D . Based on the configuration of the system  1 , the hydrogen gas and the oxygen gas generated in the electrolyzer  5  travel in different directions and are therefore kept separate from each other. 
     According to the invention the electrolyzer  5  can, for example, be a proton exchange membrane or polymer electrolyte membrane (PEM) electrolyzer. A PEM electrolyzer includes a semipermeable membrane generally made from ionomers and designed to conduct protons while being impermeable to gases such as oxygen or hydrogen. This is their essential function when incorporated into a membrane electrode assembly (MEA) of a proton exchange membrane electrolyzer or of a proton exchange membrane electrolyzer: separation of reactants and transport of protons. 
     As known, an electrolyzer is a device that generates hydrogen and oxygen from water through the application of electricity and includes a series of plates through which water flows while low voltage direct current is applied. Electrolyzers split the water into hydrogen and oxygen gases by the passage of electricity, normally by breaking down compounds into elements or simpler products. 
     A PEM electrolyzer  50  is shown in  FIG. 5 , includes a plurality of layers which are non-liquid layers including at least two external layers and an internal layer, including external electrodes  51  disposed opposite to each other one of which is the anode  51   a  and the other of which is the cathode  51   b , electrocatalysts  52   a  and  52   b  disposed respectively on the anode  51   a  and the cathode  51   b , and a membrane  53  disposed between the electrocatalysts  52   a  and  52   b . The PEM electrolyzer  50  further includes an external circuit  54  which applies electrical power to the anode  51   a  and the cathode  51   b  in a manner such that electrical power in the form of electrons flow from the anode  51   a , along the external circuit  54 , to the cathode  51   b  and protons are caused to flow through the membrane  53  from the anode  51   a  to the cathode  51   b.    
     The efficiency of a PEM electrolyzer  50  is a function primarily of its membrane and electro-catalyst performance. The membrane  53  includes a solid fluoropolymer which has been chemically altered in part to contain sulphonic acid groups, SO 3 H, which easily release their hydrogen as positively-charged atoms or protons H + : SO 3 H→SO 3   − +H + . 
     These ionic or charged forms allow water to penetrate into the membrane structure but not the product gases, namely molecular hydrogen H 2  and oxygen O 2 . The resulting hydrated proton, H 3 O + , is free to move whereas the sulphonate ion SO 3   −  remains fixed to the polymer side-chain. Thus, when an electric field is applied across the membrane  53  the hydrated protons are attracted to the negatively charged electrode, known as the cathode  51   b . Since a moving charge is identical with electric current, the membrane  53  acts as a conductor of electricity. It is said to be a protonic conductor. 
     A typical membrane material that is used is called “nafion.” Nafion is a perfluorinated polymer that contains small proportions of sulfonic or carboxylic ionic functional groups. 
     Accordingly, as shown in  FIG. 5 , nonelectrolyte water  9  enters the electrolyzer  5  and is split at the surface of the membrane  53  to form protons, electrons and gaseous oxygen. The gaseous oxygen leaves the electrolyzer  5  while the protons move through the membrane  53  under the influence of the applied electric field and electrons move through the external circuit  54 . The protons and electrons combine at the opposite surface, namely the negatively charged electrode, known as the cathode  53   b , to form pure gaseous hydrogen. 
     As shown in  FIGS. 6A and 6B , an embodiment of the float assembly  31  includes a shaft  60  and a holding portion  62  housing a magnet  64 . In  FIG. 6A , as a water level of the nonelectrolyte water tank  6  decreases the holding portion  62  housing the magnet  64  travels along the shaft  60  in a downward direction as indicated by the arrow “A” and rests at a bottom portion of the nonelectrolyte water tank  6  when the tank  6  is completely empty. When the holding portion  62  is at or near a rest position on the shaft  60 , a magnetic field produced by the magnet  64  is sensed by the water sensor  32  disposed beneath the nonelectrolyte water tank  6 , to indicate that the water level is low. In  FIG. 6B , as the nonelectrolyte water tank  6  is filled with the nonelectrolyte water  9  from the external water source, the holding unit  62  floats in an upward direction along the shaft  60 , as indicated by the arrow “B.” When the nonelectrolyte water tank  6  is completely filled, the holding portion  62  of the float assembly  31  rests at a top surface of the nonelectrolyte water tank  6 , inside of the fill spout  12 . 
       FIGS. 7 and 8A -D are diagrams illustrating the operation and details of the hydrogen gas collector  25  according to embodiments of the present invention. As shown in  FIG. 7 , the hydrogen gas collector  25  includes a hydrogen gas collection portion  70 , a cover portion  71  covering a top opening of the hydrogen gas collection portion  70 , a float valve  72  stored within the hydrogen gas collection portion  70 . 
     Further, as shown in  FIG. 8A , the hydrogen gas collector  25  further comprises a ball seal  73  stored within the hydrogen gas collection portion  70 . The cover portion  71  comprises a center region  71   a  along an interior surface thereof, housing a protrusion portion  75  extending in a downward direction within the hydrogen gas collection portion  70 . The protrusion portion  75  is configured to receive the ball seal  73  during operation of the hydrogen gas collector  25 . The cover portion  71  further comprises flange portions  76  spaced a predetermined distance apart along the interior surface of the cover portion  71  and surrounding the protrusion portion  75  at the center region  71   a  thereof to direct the ball seal  73  to the center region  71   a  during normal operation of the hydrogen gas collector  25 . The ball seal  73  may be formed of a polystyrene foam material, for example. 
     The float valve  72  comprises a valve body  77  having a top portion  77   a  and a lower portion  77   b . A stopper  79  surrounds a side surface of the bottom portion  77   b . According to one or more embodiments the float valve  72  may be formed of a plastic material and the stopper  79  may be formed of an elastomer material. The present invention is not limited to any particular type of material and may vary accordingly. The hydrogen gas collection portion  70  includes a valve receiving portion  80  for receiving the float valve  72 . The valve receiving portion  80  includes a first receiving section  82  at a top thereof and a second receiving section  83  formed of a through-hole  84  at a bottom thereof. Flange portions  85  are formed between the first receiving section  82  and the second receiving section  83 , and a return outlet  86  which is formed in the water return port  44  of the nonelectrolyte water tank  6 . The top portion  77   a  of the float valve  72  is disposed within the first receiving section  82  and the bottom portion  77   b  of the float valve  72  is disposed within the through-hole  84  of the second receiving section  83 . 
     According to one or more embodiments, the hydrogen gas collection portion  70  is configured to receive the hydrogen gas and the small amount of nonelectrolyte water  9  from the electrolyzer  5  via the tubes or additional supply means  23  and the fitting  24  (as depicted in  FIG. 2 ). 
     During normal operation of the hydrogen gas collector  25 , as the hydrogen gas collector portion  70  fills with the hydrogen gas and nonelectrolyte water  9 , the nonelectrolyte water  9  therein returns to the nonelectrolyte water tank  6  via the tube or other supply means  45  connected with the water return port  44 , for water preservation. As shown in  FIG. 8A , the ball seal  73  floats as indicated by arrow “A” to a top of the hydrogen gas collection portion  70  as the hydrogen gas collection portion  70  is being filled with the nonelectrolyte water  9  or severe movements of the vehicle jossels the nonelectrolyte water  9  towards the top of the hydrogen gas collection portion  70  of the hydrogen gas collector  25 . 
     As shown in  FIG. 8B , in the case of overfill of the hydrogen gas collection portion  70 , the ball seal  73  is guided by the flange portions  76  to the center region  71   a , and is secured on the protrusion portion  75  formed in the center region  71   a  and rests within the center region  71   a  of the cover portion  71 . 
     As shown in  FIG. 8C , when the hydrogen gas collected within the hydrogen gas collection portion  70  is overpressure and the water level in the hydrogen gas collection portion  70  is low, the float valve  72  moves in a downward direction as indicated by arrow “B” and the stopper  79  prevents the hydrogen gas from flowing to the nonelectrolyte water tank  6  via the through-hole  86 . Further, the ball seal  73  does not float upward towards the cover portion  71 . 
     As shown in  FIG. 8D , when the nonelectrolyte water  9  of the nonelectrolyte water tank  6  is of a low level causing the float assembly  31  to move downward on the shaft  60 , the water level sensor  32  is triggered to notify an operator of the system  1  of the low water level within the nonelectrolyte water tank  6 . As the water level in the hydrogen gas collection portion  70  increases, the float valve  72  rises, and gradually floats in an upward direction as shown in  FIGS. 8A and 8B , to release the nonelectrolyte water  9  in a downward direction back to the nonelectrolyte water tank  6 . Further, the hydrogen gas is released in an upward direction towards the hydrogen fitting  26  (as depicted in  FIG. 2 ) and to the hydrogen outlet  28  via the supply means or other tubing  27 . The hydrogen gas H 2  then travels to the internal combustion engine for use during a combustion process thereof. 
       FIG. 9  is a detailed schematic of a jet  200  having the portable hydrogen supplemental system  1  of  FIG. 1 , installed therein that can be implemented according to embodiments of the present invention. As shown in  FIG. 9 , the jet  200  includes a fuselage  201 , a plurality of wing portions  203  connected with the fuselage  201  and a jet engine  205 . The jet  200  further includes the portable hydrogen supplemental system  1  mounted within the fuselage  201 . The present invention is not limited to the system  1  being mounted within the fuselage  201 . According to other embodiments of the present invention, the system  1  may be mounted near or on the wing portions  203  or in any other suitable location for the purpose set forth herein. The system  1  is connected with the jet engine  205  via a supply means  206  (e.g., tubing), to thereby supply hydrogen gas H 2  thereto. A fuel tank  208  may be provided in the wing portion  203  and supplying fuel to the jet engine  205  via a supply means  209  (e.g. tubing). 
     As shown in  FIG. 10 , the jet engine  205  is in communication with the portable hydrogen supplemental system  1 . The jet engine  205  comprises a housing portion  210  including an air intake  220 , a compressor  224  having a plurality of compression blades  224   a , a combustion chamber  226  disposed downstream of the compressor  224  having one or more fuel spray nozzles  227  connected thereto and a plurality of igniters  228  (as depicted in  FIG. 11 ) therein, one or more hydrogen gas injectors  229 , a power turbine  230  having a shaft  231  connected thereto, and an exhaust chamber  234 . 
     The air intake  220  is configured to receive a free stream of air from the atmosphere into the jet engine  205 . The air intake  220  is not limited to any particular size or shape and may vary, accordingly. Further, the air intake  220  is acted upon by the other components of the jet engine  205  discussed below. 
     The compressor  224  is disposed adjacent to the air intake  220  for receiving the air via the air intake  220 . The compressor  224  is configured to increase the pressure of the incoming air before it enters the combustion chamber  226 . According to an embodiment of the present invention, the compressor  224  may be of an axial or centrifugal type. When the compressor  224  is of an axial type, the air flows through the compressor  224  and travels in a direction parallel to the axis of rotation. When the compressor  224  is of a centrifugal type, the air flows through the compressor  224  and travels in a direction perpendicular to the axis of rotation. 
     The combustion chamber  226  is configured to receive fuel supplied through the one or more fuel spray nozzles  227  with extensive volumes of air supplied by the compressor  224 . The combustion chamber  226  releases resulting heat so that the air is expanded and accelerated to provide a stream of uniformly heated gas. The amount of fuel added to the combustion chamber  226  is dependent upon the temperature required therein. The one or more igniters  228  (as depicted in  FIG. 11 ) within the combustion chamber  226  are configured to ignite the air and fuel mixture therein. The stream of uniformly heated gas forms a flame  240 . The flame  240  is viewed as a jet combustion wave which propagates through the air and fuel mixture within the combustion chamber  226 . A laminar flame speed of the jet fuel is the property of the mixture and it is the speed at which the un-stretched flame  240  will propagate through the mixture of unburned fuel and air. 
     The one or more hydrogen gas injectors  229  are configured to inject hydrogen gas H 2  supplied by the portable hydrogen supplemental system  1  into the jet engine  205  via a supply means (e.g., a tubing) and connector means (e.g., fittings), to assist with combustion efficiency within the combustion chamber  226 . 
     According to an embodiment of the present invention, the hydrogen gas increases the laminar flame speed of the jet fuel. Therefore, when the hydrogen gas H 2  mixed with the air and enters the combustion chamber  226 , via the hydrogen gas injectors  229 ,  229   a - 229   d , the hydrogen gas H 2  is ignited along with the fuel. In the combustion chamber  226 , the fuel typically ignites from the center region thereof and burns outward. Since the hydrogen gas H 2  is dispersed throughout the combustion chamber  226  and being mixed with the air when ignited, fuel that is otherwise unburned is burned due to the ignition of the hydrogen gas H 2  adjacent thereto. Thus, according to embodiments of the present invention, there could be multiple points of ignition within the combustion chamber  226  instead of only a single point of ignition at the center region, possibly resulting in an even greater amount of unburned fuel being burned therein, thereby increasing combustion efficiency and reducing fuel consumption even more. 
     The burning speed of the hydrogen gas at approximately 8.7-10.7 ft/s (2.65-3.25 m/s) is nearly an order of magnitude higher than that of methane, gasoline or Jet-A1 (at stoichiometric conditions). Thus, the hydrogen gas H 2  injected therein via the hydrogen gas injectors  229   a - 229   d  is not being used as a fuel, but instead to enhance the combustion of the existing fuel being supplied to the jet engine  205 . The presence of the hydrogen gas H 2  dispersed in the air used for combustion enables more of the fuel to be burned during the combustion process because of an increase in the laminar flame speed of the jet fuel, thus resulting in a reduction in unburned fuel and particulate matter. 
     According to one or more embodiments of the present invention, the one or more hydrogen gas injectors  229  may be disposed in various locations within the jet engine  205 . According to one embodiment, the one or more hydrogen gas injectors  229  may be disposed at an input of the air intake  220 , an input of the combustion chamber  226 , adjacent to the fuel spray nozzle  227  (i.e., in front of the combustion chamber  226 ), within the combustion chamber  226  itself, or downstream of the fuel spray nozzles  227  on either side of the igniters  228 . 
     According to one or more embodiments, the combustion chamber  226  may be formed of a single can-annular type combustion chamber, multiple chamber-type combustion chamber or an annular-type combustion chamber. The present invention is not limited to any particular type or number of combustion chamber  226  and may be vary as necessary. In this embodiment, two combustion chambers  226  are provided. 
     A power turbine  230  is also provided and is linked by a shaft  231  to turn blades  224   a  of the compressor  224 , and configured to supply power within the jet engine  205  to drive the compressor  224  and other components. The power turbine  230  extracts energy from the gases released in the combustion chamber  226  such that a continuous flow of gas enters the power turbine  231  at a predetermined temperature. 
     The exhaust chamber  234  comprises one or more nozzles  236  therein disposed downstream of the power turbine  230 , and configured to produce a thrust to propel the jet engine  205 . The energy depleted airflow that passed through the power turbine  230  and the colder air that bypasses the compressor  224  together produces a force when exiting the one or more nozzles  232  to propel the jet engine  205 . The exhaust chamber  231  further conducts the exhaust gases therein back to the free stream of air and sets a mass flow rate throughout the jet engine  205 . Additional details regarding the ignition of fuel and hydrogen gas H 2  within the combustion chamber  226  will be discussed below with reference to  FIG. 10 . 
       FIG. 11  is an illustration showing the combustion chamber  226  of the jet engine  205  of  FIG. 10 , receiving hydrogen gas H 2  from the portable hydrogen supplemental system  1 . As shown in  FIG. 11 , a plurality of hydrogen gas injectors  229   a - 229   d  are disposed throughout the combustion chamber  226 , to thereby supply hydrogen gas H 2  therein. As shown, a hydrogen gas injector  229   a  is disposed adjacent to the fuel spray nozzle  227 , a hydrogen gas injector  229   b  is disposed on a first side of the igniter  228 , a hydrogen gas injector  229   c  is disposed on a second side of the igniter  228  opposite the first side thereof, and a hydrogen gas injector  229   d  is disposed within the structural body of the combustion chamber  226  itself. The present invention is not limited to any particular number of hydrogen gas injectors  229  and is not limited to the hydrogen gas injectors  229  being disposed in a particular location within the jet engine  205  and vary in number and be disposed in any suitable location for the purpose set forth herein. 
     The hydrogen gas injectors  229  (e.g., hydrogen gas injectors  229   a - 229   d ) are connected with the portable hydrogen supplemental system  1  via a supply means and a connector means. The hydrogen gas H 2  is disbursed into the jet engine  205  (e.g., within the combustion chamber  226 ) in a controlled manner at a rate ranging from 1 to 5 cubic meter per hour (or more depending on the jet engine). The injection of the hydrogen gas H 2  directly affects the laminar flame speed of the jet fuel entering the combustion chamber  226 . 
     Further, an electrical circuit is provided to control the system  1  for supplying the hydrogen gas H2 to the jet engine  205 . 
       FIG. 12  is a diagram of an embodiment of a control circuit  300  of the present invention. As shown in  FIG. 12 , the electrical circuit can, for example, be provided by the control circuit  300  is configured to control the system  1 . The control circuit  300  includes an onboard diagnostic (OBD) interface  302  in communication with a jet control terminal  304  of the jet  200  and the main power board  33  of the system  1 . A battery  306  is connected with the power terminals  36  and  37  at the main power board  33  via wires  207 . The control circuit  300  further includes a communication module  308 . According to one or more embodiments, the communication module  308  is a wireless module for wirelessly transmitting jet information via the OBD interface  302 . The OBD interface  302  is configured to receive at least one or more data output of the jet control terminal  304 , such as rotational speed (RPM) information of the turbine. When it is detected that the jet  200  is running, the OBD interface  302  sends a signal via the wire  310  to the main control board  33 , to operate the system  1 . For example, when the rotational speed of the jet engine  205  exceeds a predetermined level, a positive output is sent to the main power board  33 , thereby causing the electrolyzer  5  to operate when the jet engine  205  is rotating. The hydrogen gas H 2  may be generated based on the jet engine speed or a predetermined RPM of the engine  205  or a combination of other outputs from the jet control terminal  304  such that the electrolyzer  5  is activated to generate hydrogen gas H 2  according to the jet engine speed or a predetermined RPM of the jet engine  205  or a combination of other outputs from the jet control terminal  304 . 
     Further, according to one or more embodiments of the present invention, the amount of hydrogen gas injected via the injectors  229  (shown in  FIGS. 10 and 11 ) may be varied during operation of the jet engine  205 , based on the jet engine speed or a predetermined RPM of the engine  205 , or a combination of other outputs of the jet control terminal  304 , to thereby variably adjust the laminar flame speed of the jet fuel within the combustion chamber  226 . 
     During various operations of the jet  200 , the amount of fuel injected into the jet engine  205 , and the amount of hydrogen gas H 2  generated and injected into the jet engine  205  may be varied, such that the amount of hydrogen gas H 2  is sufficient for assisting with burning of the amount of fuel injected into the combustion chamber  226 . 
     During a take-off operation or a climbing operation of the jet  200 , when the RPM of the jet engine  205  increases, the amount of hydrogen gas H 2  generated and injected via the hydrogen gas injectors  229  into the jet engine  205  is increased, to thereby accommodate for the increase in the amount of fuel injected into the jet engine  205  via the fuel injectors  228 . 
     During a leveling operation, a cruising operation or a landing operation of the jet  200 , the amount of hydrogen gas H 2  generated and injected into the jet engine  205  may be decreased based on a decrease in the RPM of the jet engine  205 . 
     The generation of the hydrogen gas H 2  on-demand, and the control of the amount of hydrogen gas H 2  to be injected into the jet engine  205  results in an improvement of combustion efficiency within the combustion chamber  226  of the jet engine  205 , and a reduction of unburned fuel and particulate matter. 
     Other components of the system  1  are also connected with the main power board  33  via wires  315 . The other components include the electrolyzer  5 , the water level sensor  32 , a heater  318 , and a temperature sensor  320 . 
     According to one or more embodiments of the present invention, the OBD interface  302  is in communication with a database  325  (e.g., a web-based database), via the communication module  308 , for receiving system information including status information. The status information may include, for example, water level information from the water level sensor  32  and temperature sensor information from the temperature sensor  320 . The database  325  may further store historical data collected over time to be used to control operation or regulate maintenance of the system  1 . For example, necessary re-filling of the nonelectrolyte water tank  6  may be determined based on the status information of the water level within the nonelectrolyte water tank  6 . 
     According to alternative embodiments, in a jet engine  205 , the electrical power used by the portable hydrogen supplemental system  1  is supplied by the jet engine APU. As described above the electrical power is supplied when the engine is operating and/or a combination of data output from the jet control terminal  304  exceeds predetermined levels. 
     One or more embodiments of the present invention provide a portable hydrogen supplemental system for supplying hydrogen gas to a jet engine of a jet. The system includes a housing unit, an electrolyzer mounted inside the housing unit that separates nonelectrolyte water into hydrogen and oxygen gas in response to electrical power, a nonelectrolyte water tank mounted inside the housing unit and positioned to supply nonelectrolyte water to the electrolyzer, a power supply for supplying the electrical power in the form of a voltage to the electrolyzer, an onboard diagnostic interface for interfacing with a control terminal of the jet, for detecting operation of the jet engine, and a plurality of hydrogen gas injectors configured to inject the hydrogen gas into the jet engine. The hydrogen gas travels into a combustion chamber of the jet engine, to assist with burning of fuel within the combustion chamber, and an amount of hydrogen gas generated by the electrolyzer, and injected by the hydrogen gas injectors into the jet engine is varied based on the operation of the jet engine as detected, and an amount of particulate matter exiting the combustion chamber is reduced by a predetermined amount compared to operation of the jet engine not using hydrogen gas based on an amount of the hydrogen gas traveling into the combustion chamber and an amount of fuel burned within the combustion chamber. 
     One or more other embodiments of the present invention provide a method of supplying hydrogen gas to a jet engine of a jet that includes supplying, from a nonelectrolyte water tank mounted inside the housing unit, nonelectrolyte water to an electrolyzer, detecting, by an onboard diagnostic interface in communication with a control terminal of the jet, operation of the jet engine, supplying, by a power supply, electrical power in the form of a voltage to the electrolyzer upon detecting that the internal combustion engine is in operation, producing, by the electrolyzer when supplied with the electrical power, hydrogen and oxygen gases from the nonelectrolyte water from the nonelectrolyte water tank, injecting, by a plurality of hydrogen gas injectors, the hydrogen gas into the jet engine, and varying an amount of the hydrogen gas injected into the jet engine based on the operation of the jet engine as detected. The hydrogen gas travels into a combustion chamber of the jet engine, to assist with burning of fuel within the combustion chamber, and an amount of particulate matter exiting the combustion chamber is reduced by a predetermined amount compared to operation of the jet engine not using hydrogen gas based on an amount of the hydrogen gas traveling into the combustion chamber and an amount of fuel burned within the combustion chamber. 
     While the invention has been described in terms of its preferred embodiments, it should be understood that numerous modifications may be made thereto without departing from the spirit and scope of the present invention. It is intended that all such modifications fall within the scope of the appended claims.