Patent Publication Number: US-2016244887-A1

Title: Hydrolysis system and method for a vehicle engine

Description:
RELATED APPLICATIONS 
     This application claims the benefit of the filing date of U.S. Patent Application No. 61/814,033, filed Apr. 19, 2013, (B012-102), which is incorporated herein by reference in its entirety; and U.S. patent application Ser. No. 14/257,989, filed Apr. 21, 2014, (B012-103), which is incorporated herein by reference in its entirety. 
    
    
     BACKGROUND OF THE INVENTION 
     The present invention generally relates to electrolysis systems and more specifically to a hydrolysis system and expansion tank. 
     Existing internal combustion engines for automobiles may burn only 20% of the carbon in the gasoline or diesel fuel. Carbon is sent to a catalytic converter, which is wasteful, and produces emissions that include noxious gasses and green house gasses, such as carbon monoxide (CO), carbon dioxide (CO2), and nitrous oxide (NO). The use of on-board electrolysis in producing small amounts of hydrogen and oxygen gasses into the air intake of an internal combustion engine may increase mileage and reduce emissions from the automobile. 
     Existing automobiles with electronic fuel injection (EFI) have an engine control unit (ECU), which is a computer that reads values from sensors and provides signals to adjust or control the engine. Traditional air intake boxes for an automobile air box keeps the air clean by removing particles with a filter, but do not warm the air. When the air is cold, mileage drops because the denser air mass causes the automobile&#39;s ECU computer (or an independent control system) to put more fuel into the engine. 
     It would be therefore be desirable to have a device that may be useful to an individual, business or corporation who desires or needs a reduction in fuel consumption and has a desire to reduce emissions, such as, for example trucking companies, police departments, school systems, individuals who commute to and from work, and others who wish to reduce emissions. 
     SUMMARY OF THE INVENTION 
     In one aspect of the present invention, a device includes an electrolysis unit that produces a fuel gas including hydrogen and oxygen by electrolysis; an expansion tank having an interior cavity that expands the fuel gas; and a heating element that heats the fuel gas. The heating element may include a conduit within the interior cavity of the expansion tank for circulating hot water. 
     In another aspect of the present invention, a device for providing fuel gas includes a gas input line adapted to receive a fuel gas; an expansion tank having an interior cavity that is significantly larger than the gas input line so that the fuel gas expands within the cavity; and a conduit adapted to circulate a hot water thereby heating the fuel gas. 
     In yet another aspect of the present invention, a method for providing fuel includes utilizing an electrolysis unit to produce a fuel gas that includes hydrogen and oxygen; expanding the fuel gas; and heating the fuel gas. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  depicts a schematic of an embodiment of a hydrolysis fuel gas unit according to the present invention; 
         FIG. 2  depicts an electrolysis unit according to the embodiment of  FIG. 1 ; 
         FIG. 3A  depicts a front faceplate according to the embodiment of  FIG. 1 ; 
         FIG. 3B  depicts a rear faceplate according to the embodiment of  FIG. 1 ; 
         FIG. 3C  depicts a central plate according to the embodiment of  FIG. 1 ; 
         FIG. 4  depicts a first embodiment of an air box according to the present invention; 
         FIG. 5  depicts a second embodiment of an air box according to the present invention; and 
         FIG. 6  depicts a hydrolysis system according to the embodiments of  FIG. 1  and  FIG. 4 . 
     
    
    
     DETAILED DESCRIPTION 
     The preferred embodiment and other embodiments, which can be used in industry and include the best mode now known of carrying out the invention, are hereby described in detail with reference to the drawings. Further embodiments, features and advantages will become apparent from the ensuing description, or may be learned without undue experimentation. The figures are not necessarily drawn to scale, except where otherwise indicated. The following description of embodiments, even if phrased in terms of “the invention” or what the embodiment “is,” is not to be taken in a limiting sense, but describes the manner and process of making and using the invention. The coverage of this patent will be described in the claims. The order in which steps are listed in the claims does not necessarily indicate that the steps must be performed in that order. 
     An embodiment of the present invention generally provides a hydrolysis system and method for a vehicle engine. 
     Embodiments of the present invention generally include a hydrolysis system or unit that produces a gas (referred to herein as “fuel gas”) for a vehicle engine, such as an internal combustion engine for an automobile or truck. Embodiments may be self-contained units that are connected to an automobile or other vehicle&#39;s battery and engine air intake. Applications are on the highway, marine, air, and construction/industrial. Embodiments may utilize on-board electrolysis to provide hydrogen gas or other gasses to the engine. This injection of hydrogen (aka HHO injection) may help burn automobile fuel (such as gasoline or diesel fuel) that is otherwise exhausted, and therefore improve mileage and reduce emissions. The system contributes to a clean burn in the cylinder of the internal combustion engine, provides ancillary energy to the vehicle, and may reduce noxious emissions. Embodiments may be provided as an add-on or may be already-installed in a vehicle. 
     Embodiments of a hydrolysis cell may produce a fuel gas that includes gaseous hydrogen (H2), oxygen (O2), and ammonia (NH3). The H2 and O2 provide desirable negative and positive ions, respectively. The ammonia in the fuel gas may exist as an aerosol, and the hydrogen and oxygen as vapor. The fuel gas rises from the hydrolysis cell and is pumped into a tank that may also contain a reserve of electrolyte including ammonia. The fuel gas is piped out of the reservoir, further treated (dried, heated, expanded, and atomized), piped out of the hydrolysis system, and mixed into the air source for the automobile engine. Embodiments may employ the Venturi effect to help empty the electrolysis system of fuel gas and provide it to the automobile&#39;s air intake manifold. Liquid ammonia and water should be added to the system by the user when needed to replenish these materials as they are consumed. 
     In conjunction with or independent from the hydrolysis system, an embodiment of an air box heater heats the fresh air into the automobile&#39;s air intake manifold. This may help the engine start on cold days, may improve mileage, and in conjunction with the hydrolysis system may enhance the engine&#39;s utilization of the fuel gas to provide an even greater improvement in mileage. 
     As depicted in the embodiment of  FIG. 1 , a hydrolysis fuel gas unit  10  may include an electrolysis unit  18 , which is a hydrogen production cell containing electrolyte and hydrolysis plates. The electrolysis unit  18  provides fuel gas to an electrolyte tank  20 . Condensed and reserve electrolyte  26  is returned from the electrolyte tank  20  to the electrolysis unit  18  via a circulation pump  22 . Both the electrolysis unit  18  and the pump  22  may be controlled by a pulse width modulator  16  powered by the vehicle battery. Fuel gas in the electrolyte tank  20  may be kept under pressure, and when demanded, fuel gas is provided through a dryer  38  and an expansion tank  50 , warmed, and output from a spray tube  64 . 
     An embodiment of a hydrolysis fuel gas unit  10  may receive power through from an external power source  52 , such as a 12-volt automobile battery or a dry cell. Embodiments of a pulse width modulator (“PWM”)  16  may provide power to the electrolysis unit  18  through electrolysis power lines  54 , and through pump power lines  48  to an electrolyte circulation pump  22 . PWM  16  allows the user to control the amperage allowed to an electrolysis unit  18 , so that the system does not come on until the alternator is in operation. 
     In embodiments, when the engine is idle, PWM  16  may allow only a relatively small amount of current, such as for example 8 amps, to produce only a relatively small amount of fuel gas. When the vehicle accelerates, PWM  16  will provide more current which in turn creates more Hydrogen. This may be desirable, because the engine is drawing more gasoline and the system is adding automobile fuel gas when it is really needed. Embodiments may create a balance of fuel mixture, whether at idle or during acceleration. 
     In an embodiment for turbo-diesel automobile engines (not shown), a pressure switch may provide a signal to the PWM  16 . The switch may be positioned on the pressure side of a turbo and may have at least two modes to set different amperages in PWM  16 . If the pressure is less than a preset amount, for example 20 psi, then the switch is in a low position and PWM  16  will output a low preset amount of current to provide a relatively low rate of hydrolysis in the electrolysis unit  18 . When the pressure his higher, the switch is high for a higher rate of hydrolysis. This may be especially helpful when starting the engine or in cold weather. 
     An electrolysis unit  18  may be a fuel cell or hydrogen-cell that utilizes an electrolyte such as ammonia for hydrolysis. Gaseous hydrogen, oxygen, and aerosol electrolyte (including aerosol ammonia) from the electrolysis unit  18  may be delivered through an HHO gas in line  34  to an electrolyte tank  20  or other reservoir. The electrolyte tank  20  is a reservoir for liquid reserve electrolyte  26  and droplets of electrolyte that condense out of the fuel gas, and it also stores pressurized gaseous fuel gas so the fuel gas can be output from the system when needed. 
     The fuel gas may bubble up through the reserve electrolyte  26  and be collected within the upper portion of the airtight electrolyte tank  20 . The electrolyte tank  20  may be bolted or otherwise mounted to a vehicle, and may have a removable cap  24  on the top so that electrolyte and water may be added as needed. To ensure safety, electrolyte tank  20  may contain a float switch  30 , and when the switch  30  detects that the reserve electrolyte  26  in the tank falls to 15% or less, the entire hydrolysis unit may shut off. The electrolyte may have an alkaline PH, such as ammonia with PH 12, combined with water. 
     Condensed liquid electrolyte and reserve electrolyte  26  in the electrolyte tank  20  may be returned to the electrolysis unit  18  as needed using a circulation pump  22  that may run continuously during operation. The electrolyte circulation pump  22  may pump liquid from the electrolyte tank  20  to the electrolysis unit  18  through an electrolysis recharge line  32 . This may help blow the bubbles of hydrogen and oxygen off of the plates in the electrolysis unit  18 , as well as help provide pressure and urge the mixture of hydrogen, oxygen, and electrolyte to pass through the fuel gas lines. Ammonia and distilled water may be provided to the electrolyte tank  20  as needed to top off the reserve electrolyte  26  utilizing a removable and replaceable cap  24 . The pump may receive power through pump power lines  48  from the PWM  16 . 
     Embodiments may include a dryer  38  that dries the fuel gas through a filter. The dryer  38  is positioned either just before or inside of the expansion tank  50 . The gas passes from the electrolyte tank  20  via an HHO gas out line  36  to the dryer  38 , and the filter removes moisture from the gas. Embodiments of a filter may be a 5 micron nylon cloth fiber or other mesh filter. The filter fills a cross section of the dryer  38  so that fuel gas passing through the dryer  38  passes through the filter. 
     In a first embodiment as depicted in  FIG. 1 , fuel gas from a separate dryer  38  may be provided through a dried fuel gas line  42  to the expansion tank  50 . 
     In a second embodiment (not shown), the dryer  38  and its filter are located immediately inside the expansion tank  50 , the HHO gas out line  36  feeds directly into the expansion tank  50 , and a separate dried fuel gas line  42  is unnecessary. 
     Expansion tank  50  may have a chamber  60  that is larger than the input fuel line, so the gas expands. Expansion tank  50  may also be a gas heater or warmer, and have a hot water input  56  that receives hot water from the radiator, a hot water conduit  62  or pipe that goes through the tank carrying the hot water, and a hot water output  58  that returns the water back to the radiator. The hot water passes through the hot water conduit  62  inside expansion tank  50 , and the fuel gas from the dried fuel gas line  42  (or HHO gas out line  36 ) is warmed by passing over the hot water conduit  62  in an air-tight chamber  60  formed by the walls of the expansion tank  50 . The fuel gas expands because the chamber  60  is larger than the input fuel gas line. The expansion increases the volatility of the existing hydrogen ions and produces additional hydrogen ions from the reaction of heat with ammonia gas. The heat warms the air in the chamber  60 , so that the volatility of H ions is maintained. The heat also removes moisture from the fuel gas to help prevent water and ammonia from going into the engine. The hot water conduit  62  may be a straight tube, a coiled tube, or other liquid-tight passageway made of heat-conductive material such as copper. 
     When the automobile accelerates, the air intake of the engine increases vacuum pressure, which draws more automobile fuel and also draws more fuel gas from the fuel gas expansion tank. The hydrolysis unit builds up pressure of fuel gas, and then when the automobile accelerates, the engine may naturally draw more fuel gas into the engine. In embodiments, no additional pumps are needed to transport the fuel gas from the hydrogen production cell to the engine air intake. 
     After expansion tank  50  allows the gas to expand, the fuel gas may then be sent through a hot expanded fuel gas line  68  to a spray tube  64  or atomizer, which then feeds the fuel gas to the air intake of the vehicle&#39;s engine. This may help maintain the volatility of the Hydrogen ions. Embodiments may have differently sized pores  66  or perforations on the spray tube  64  for different types of internal combustion engine. Different types of engines may require a specific diameter and number of pores  66  in the spray tube  64 , such as for example 4 pores, with smaller holes for smaller engines. 
     In embodiments, the tubes or conduit for transmitting fuel gas from the electrolysis unit  18  to the expansion tank  50  (namely, lines  34 ,  36 , and  42 ) may have a first, larger diameter such as for example ⅜″, and the last fuel gas conduit (line  68 ) may have a smaller diameter such as for example ¼″. This may allow pressure to build up in expansion tank  50  and the rest of the hydrolysis fuel gas unit  10 , which increases the velocity of external fuel output  40  that is fed to the air intake of the engine. 
     In embodiments, the fuel gas conduits (lines  34 ,  36 ,  42  and  68 ) may further include a conduit constricting element  70  at one or both ends. The orifices at each junction are restricted by the conduit constricting elements  70  so that the fuel gas stream passes from an area of higher pressure to low pressure at each junction, and therefore flows at a higher velocity. 
     As depicted in the embodiment of  FIG. 2 , an electrolysis unit  18  may include a plurality of spaced, generally parallel, generally circular hydrolysis plates  80  separated by electrolyte. The plates  80  may be highly conductive, and may be made of silicon, stainless steel, nickel, silicone, and/or conductive plastic (polymer). Embodiments of an electrolyte may be a liquid rich in ions, and preferably ammonia. The electrolysis unit  18  receives pulsed DC electric current from PWM and applies it to the hydrolysis plates  80  so that they produce fuel gas. 
     The plates  80  may be organized as −NN+NN−, with negative front and rear faceplates  82 ,  86  electrically connected to a negative lead, a positive central (or nearly central) plate  96  electrically connected to a positive lead, and with two neutral plates  102  between each positive and negative plate. The neutral plates  102  may help control the voltage or potential from plate to plate. Adding plates will reduce the total voltage drop per plate, to help reduce heat and improve efficiency at low amperage. Other embodiments may include up to  10  plates in various configurations, such as −NN+NN+NN− (with two central interior plates having the same polarity connections) or +NN−NN+ (swapping the positive and negative connections). 
     In an embodiment, the interior plates  84  (all the plates except the front faceplate  82  and the rear faceplate  86 ) have a relatively small, round, lower aperture  88  or round hole near the bottom and a larger, crescent-shaped, upper aperture  90  or hole near the top. When installed in the electrolysis unit  18 , the apertures  88 ,  90  of the interior plates  84  align with each other and form straight passages that allow fluids to flow through. The upper, larger aperture  90  allows the fuel gas that accumulates to pass through the interior plates  84 , and the lower, smaller aperture  88  is to pump and recirculate the ammonia or other electrolyte through the electrolytic cells. The upper aperture  90  may have a generally flat lower edge, parallel with and above the level of the liquid electrolyte, and the upper edge may form an arc that conforms to the outer rim of the circular plates  80 . The upper aperture&#39;s shape may utilize otherwise wasted space on the electrolysis plates may help remove all of the fuel gas from the hydrolysis unit without heating up the system, so that the system runs cooler and produces more fuel gas at lower currents. 
     The outer front and rear faceplates  82 ,  86  may have bolt holes  92  on the far outside edge of each faceplate  82 ,  86 , such as  12  equally-spaced bolt holes  92 , so they can be electrically connected with conductive bolts  94  through electrolysis power lines  54  to a negative lead from the PWM. The faceplates  82 ,  86  have a larger radius than the interior plates  84 , so that the interior plates  84  do not come in contact with the negatively-connected conductive bolts  94   
     As depicted in  FIG. 3A , an embodiment of a front faceplate  82  may have a lower fitting  108  and an upper fitting  110 . The lower fitting  108  aligns with the lower (round) apertures in the interior plates, and the upper fitting  110  aligns with the upper (crescent-shaped) apertures in the interior plates. The lower fitting  108  receives electrolyte from the electrolysis recharge line  32  and provides it into the lower apertures, to wash over all the hydrolysis plates, and the upper fitting  110  receives fuel gas from the upper apertures and provides it out of the electrolysis unit and into the electrolysis gas line  34 . 
     As depicted in  FIG. 3B , an embodiment of a rear faceplate  86  may have a mounting bracket or flange  106  with mounting holes to help mount the electrolysis unit in a vehicle near the engine. The rear faceplate  86  may be a solid piece, to form an air and water-tight end for the electrolysis unit. If the rear faceplate  86  is mounted directly to the metal frame of a vehicle, the faceplates will become “grounded” to the vehicle, so may be desirable for the faceplates to be powered with negative voltage if the vehicle battery negative lead is also grounded to the frame. 
     As depicted in  FIG. 3C , an embodiment of a central plate  96  or nearly-central interior plate may have an electrical connection tab  98  with an electrical connection aperture  100  that extends from the plate&#39;s rim and between the conductive bolts of the outer faceplates so that the tab  98  can be electrically connected with a bolt or wire through electrolysis power lines  54  to a positive lead from the PWM. Embodiments may have a second central, positive interior plate, with the positive plates separated by additional neutral plates. The central plate  96  is “central” in that some embodiments have a single central plate in the middle (such as a −NN+NN− configuration), but other embodiments may have 2 positively-charged central plates  96  (such as a −NN+NN+NN− configuration). 
     The remaining interior plates  84  may be neutral plates  102 , not connected to any power source. They should have the same radius as the central plate  96 , but without any electrical connection tab. All the interior plates  84  including the central plate  96  have matching lower apertures  88  and crescent-shaped upper apertures  90 . 
     The hydrolysis plates  80  may all be “generally circular” in that they are either a disk (such as the front faceplate  82  and the neutral plates  102 ), or they have a circular disk-like portion with extensions (such as the rear faceplate  86  having a mounting flange  106 , and the central plate  96  having an electrical connection tab  98 ). The plates may be “generally parallel” in that they have flat surfaces for electrolysis that are stacked face-to-face but do not touch each other. 
     The hydrolysis plates  80  may have gaskets  104  between them, to provide a water and gas-tight seal between the plates  80 , yet allow the electrolyte to bathe the spaces between the plates  80  for electrolysis. The gaskets  104  may include rubber or other elastic rings around the edges of the plates. The size of the gaskets  104  may vary according to the size of the unit, such as from 3/32″ to ⅛″ in thickness and of appropriate diameter to match the plates  80 . The electrolysis plates  80  themselves may provide the housing for the electrolysis unit  18 . 
     Embodiments may include an air warmer inside a heated automobile air box  110  that heats the air before it flows into the automobile air intake manifold. This may help start the engine on cold days and increase mileage. Cold air passes into the air box  110 , perhaps near the bottom, becomes warmed, passes through the automobile&#39;s air filter, and then the warm air passes out of the air box, perhaps near the top. The heated air then passes to the air intake manifold of the automobile. The warmer air mass may allow the vehicle&#39;s ECU to cut back and run more efficiently, especially in cold temperatures. 
     As depicted in  FIG. 4 , in a first embodiment, an air box  120  has a halogen lamp  122  or other heating element and a thermostat  124 . The lamp  122  and thermostat  124  are powered by the automobile battery  12 . The thermostat  124  is positioned at a distance from the lamp  122  so that that the thermostat  124  can measure the temperature of the air in a portion of the air box and provide a signal to the lamp  122  to control whether the lamp  122  is on or off. Fresh, cold air enters through an air box intake  130 , flows around and past the lamp  122  to become heated, continues through the air filter  132 , and flows out an air box output  134 . 
     As depicted in  FIG. 5 , in a second embodiment, an air box  140  has a hot water inlet  142  and hot water outlet  144  that receives and returns hot water from the automobile&#39;s radiator. The hot water circulates through an air heater conduit  146 , which may include of a U-shaped tube made of heat-conductive material such as copper. Fresh, cold air enter enters through an air box intake  130 , flows around and past the air heater conduit  146  to become heated, continues through the air filter  132 , and then flows out an air box output  134 . A shut-off system (not shown) may also be provided to shut off the air heater when the air is hot, such as on a summer day. 
     In either embodiment, if any ammonia not yet converted to hydrogen, then the warming of the cold air may accelerate the development of hydrogen gas. This may also dilute the air, so that the ECU cuts back. 
     As depicted in  FIG. 6 , an embodiment of a hydrolysis system for a vehicle engine  150  may include a hydrolysis fuel gas unit  10  and a heated automobile air box  120 , both connected to the air intake manifold  150  of an automobile. The pulse width modulator of the hydrolysis fuel gas unit  10  is connected to the automobile battery  12 , and for a halogen lamp embodiment of a heater air box, the lamp is also connected to the automobile battery  12 . Other embodiments may use the hot water embodiment of an air box  140 . The air box  120  provides heated fresh air and the hydrolysis system  150  simultaneously provides fuel gas to the air intake of the vehicle. 
     An embodiment of a method for preparing a hydrolysis fuel gas unit may include: 
     providing hydrolysis plates having upper and lower apertures, such as a lower, round aperture for electrolyte and an upper, crescent-shaped aperture for fuel gas; 
     washing the hydrolysis plates in vinegar or acetic acid; 
     allowing the plates to air dry; 
     wiping the plates down with acetone, in order to help remove any oil perhaps from the manufacturer; 
     assembling the hydrolysis fuel gas unit, such as by aligning the interior plates and gaskets between outer faceplates and connecting the faceplates with conductive bolts; 
     after assembling the unit, pumping and recirculating citric acid at between 140 and 160° F., preferably 150° F. degrees, through aligned upper and lower apertures of the plates for 8 to 12 minutes, preferably 10 minutes; and 
     allowing the system to air dry. 
     This may help take the excess iron and loose iron fragments out of stainless steel plates. When used in a hydrolysis system for an automobile, this may help prevent discoloring because there is little or no excess iron to rust. 
     Embodiments may include a device for producing a fuel gas to a vehicle having an engine with an air intake and a radiator, comprising an electrolysis unit that retains an electrolyte and produces a fuel gas; a reservoir to contain the fuel gas and electrolyte provided from the electrolysis unit; an electrolyte pump that returns electrolyte from the reservoir to the electrolysis unit; an expansion tank that receives the fuel gas and which includes an interior cavity adapted to carry hot water from the radiator of the vehicle, to expand the fuel gas; a spray tube that feeds the fuel gas from expansion tank to the air intake of the vehicle&#39;s engine; and a pulse width modulator that provides pulse-width-modulated power to the electrolysis unit and the electrolyte pump. In embodiments, the electrolyte includes ammonia, and the fuel gas includes gaseous hydrogen, gaseous oxygen, and gaseous ammonia.