U.S. patent application number 10/979195 was filed with the patent office on 2005-06-16 for hydrogen generating apparatus and components therefor.
This patent application is currently assigned to FATPOWER INC.. Invention is credited to Aldea, Eugeniu, Balan, Daniela, Balan, Gabi, De Souza, Mario Phillip, Donald, Johnston.
Application Number | 20050126515 10/979195 |
Document ID | / |
Family ID | 22997313 |
Filed Date | 2005-06-16 |
United States Patent
Application |
20050126515 |
Kind Code |
A1 |
Balan, Gabi ; et
al. |
June 16, 2005 |
Hydrogen generating apparatus and components therefor
Abstract
A hydrogen generating system is provided for use in internal
combustion engines for increasing the efficiency of the engine and
decreasing emissions from the engine. The hydrogen generating
system has an electrolysis cell for generating hydrogen and oxygen
gases by electrolysis of an aqueous solution, a power source for
providing electrical power to the electrolysis cell, an outlet flow
means for introducing the generated gases into the intake manifold
system of an internal combustion engine, a monitoring means for
monitoring the operating conditions of the hydrogen generating
system, and a control means connected to the monitoring means for
controlling the operation of the hydrogen generating system in
response to the monitoring means. Various devices and systems are
added to facilitate use and overcome previous problems with prior
hydrogen generating systems.
Inventors: |
Balan, Gabi; (Dunmore,
CA) ; Donald, Johnston; (Calgary, CA) ; Balan,
Daniela; (Dunmore, CA) ; Aldea, Eugeniu;
(Calgary, CA) ; De Souza, Mario Phillip; (Dunmore,
CA) |
Correspondence
Address: |
BENNETT JONES
C/O MS ROSEANN CALDWELL
4500 BANKERS HALL EAST
855 - 2ND STREET, SW
CALGARY
AB
T2P 4K7
CA
|
Assignee: |
FATPOWER INC.
|
Family ID: |
22997313 |
Appl. No.: |
10/979195 |
Filed: |
November 3, 2004 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
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10979195 |
Nov 3, 2004 |
|
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10051284 |
Jan 22, 2002 |
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6817320 |
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60262395 |
Jan 19, 2001 |
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Current U.S.
Class: |
123/3 ;
123/DIG.12 |
Current CPC
Class: |
Y02T 90/42 20130101;
F02B 43/08 20130101; Y02E 60/36 20130101; C25B 15/02 20130101; Y02T
90/40 20130101; Y02T 10/121 20130101; Y10S 123/12 20130101; F02M
25/12 20130101; Y02T 10/30 20130101; Y02T 10/12 20130101; Y02E
60/366 20130101; Y02T 10/32 20130101 |
Class at
Publication: |
123/003 ;
123/DIG.012 |
International
Class: |
F02B 043/10; F02M
021/02 |
Claims
1. A hydrogen generating system for use in an internal combustion
engine for increasing the efficiency of the engine and decreasing
emissions from the engine, the hydrogen generating system
comprising: an electrolysis cell for generating hydrogen and oxygen
gases by electrolysis of an aqueous solution, a power source for
providing electrical power to the electrolysis cell; an outlet flow
means for introducing the generated gases into the intake manifold
system of an internal combustion engine; a monitoring means for
monitoring the operating conditions of the hydrogen generating
system, the monitoring means including an electrolyte level
monitoring device in the electrolysis cell including a tube, a
circuit disposed in the tube, the circuit including a switch
positioned adjacent a selected level of the aqueous solution and a
float selected to float on the aqueous solution, the float being
slidably engaged on the tube, and free to ride along the tube as
driven by changes in the surface level of the aqueous solution and
the float including means for actuating the switch as it rides
along the tube; and a control means in communication with the
monitoring means and adapted to control the operation of the
hydrogen generating system in response to the monitoring means, the
control means including means in communication with the electrolyte
level monitoring device and adapted to indicate when the level of
the aqueous solution reaches the selected level as indicated by the
float actuating the switch.
2. A hydrogen generating system for use in an internal combustion
engine for increasing the efficiency of the engine and decreasing
emissions from the engine, the hydrogen generating system
comprising: an electrolysis cell for generating hydrogen and oxygen
gases by electrolysis of an aqueous solution contained within the
cell, the electrolysis cell having an outer surface; a power source
for providing electrical power to the electrolysis cell; an outlet
flow means for introducing the generated gases into the intake
manifold system of an internal combustion engine; a monitoring
means for monitoring the operating conditions of the hydrogen
generating system, the monitoring means including an electrolyte
level monitoring device including a tank circuit having an inductor
and a capacitor connected in parallel, the inductor being an
electrical wire wrapped at least one turn about the electrolysis
cell adjacent a selected level of the aqueous solution within the
electrolysis cell, and interface circuitry for exciting the tank
circuit such that a sine wave is generated and observing evidence
of energy loss in the circuit; and a control means in communication
with the monitoring means and adapted to control the operation of
the hydrogen generating system in response to the monitoring means,
the control means including means in communication with the
electrolyte level monitoring device and adapted to indicate when
the level of the aqueous solution reaches the selected level as
indicated by the energy loss in the circuit.
3. A hydrogen generating system for use in an internal combustion
engine of a vehicle for increasing the efficiency of the engine and
decreasing emissions from the engine, the hydrogen generating
system comprising: an electrolysis cell for generating hydrogen and
oxygen gases by electrolysis of an aqueous solution; a power source
for providing electrical power to the electrolysis cell as supplied
by a battery power supply; an outlet flow means for introducing the
generated gases into the intake manifold system of the internal
combustion engine; a monitoring means for monitoring the operating
conditions of the hydrogen generating system, the monitoring means
including a sensor for monitoring battery voltage; and a control
means in communication with the monitoring means and adapted to
control the operation of the hydrogen generating system in response
to the monitoring means, the control means including means for
comparing the battery voltage to a voltage indicative of proper
alternator operation and controlling operation of the hydrogen
generating system when the battery voltage is not indicative of
proper alternator operation.
4. The hydrogen generating system of claim 3 wherein the control
means is further adapted to indicate that the battery voltage is
not indicative of proper alternator operation.
5. A hydrogen generating system for use in an internal combustion
engine of a vehicle for increasing the efficiency of the engine and
decreasing emissions from the engine, the hydrogen generating
system comprising: at least one electrolysis cell for generating
hydrogen and oxygen gases by electrolysis of an aqueous solution; a
power source for providing electrical power to the electrolysis
cell; an outlet flow means for introducing the generated gases into
the intake manifold system of an internal combustion engine, the
outlet flow means including a vacuum pump for drawing the generated
gases under vacuum toward the internal combustion engine, the
vacuum pump having an inlet tubing and an outlet tubing and a
vacuum control arrangement for conveying supplemental gas from gas
source and introducing the substantial gases to the generated gases
in the inlet tubing to reduce the vacuum generated by the vacuum
pump; a monitoring means for monitoring the operating conditions of
the hydrogen generating system; and a control means in
communication with the monitoring means and adapted to control the
operation of the hydrogen generating system in response to the
monitoring means.
6. The hydrogen generating system of claim 5 wherein the gas source
is atmospheric air.
7. The hydrogen generating system of claim 5 wherein supplemental
gas is heated over ambient air temperature, filtered and/or
dried.
8. The hydrogen generating system of claim 5 wherein the gas source
is the exhaust gas manifold of the vehicle.
9. The hydrogen generating system of claim 5 wherein the gas source
is the air intake of the vehicle downstream of the mass air flow
sensor.
10. The hydrogen generating system of claim 5 wherein the vacuum
control arrangement includes a valve for controlling the flow of
supplemental gas into the inlet tubing.
11. The hydrogen generating system of claim 5 wherein the
supplemental gas is introduced to the inlet tubing between a flame
arrestor and the vacuum pump.
12. (canceled)
13. (canceled)
14. A hydrogen generating system for use in an internal combustion
engine of a vehicle for increasing the efficiency of the engine and
decreasing emissions from the engine, the hydrogen generating
system comprising: an plurality of electrolysis cells for
generating hydrogen and oxygen gases by electrolysis of an aqueous
solution, the electrolysis cells being electrically connected in
series; a power source for providing electrical power to the
electrolysis cells through an output circuit; an outlet flow means
for introducing the generated gases into the intake manifold system
of the internal combustion engine; a monitoring means for
monitoring the operating conditions of the hydrogen generating
system, the monitoring means including sensor for monitoring the
integrity of the output circuit from the power source; and a
control means in communication with the monitoring means and
adapted to control the operation of the hydrogen generating system
in response to the monitoring means, the control means including
means in communication with the sensor for controlling operation of
the hydrogen generating system based on the integrity of the output
circuit.
15. The hydrogen generating system of claim 14 wherein the
plurality of electrolysis cells includes a penultimate and last
cells in the series and the sensor monitors the voltage in the
electrical connection between the penultimate and last cells.
16. The hydrogen generating system of claim 14 wherein the sensor
monitors current in the output circuit.
Description
FIELD OF THE INVENTION
[0001] The present invention is directed to a hydrogen generating
apparatus and in particular a hydrogen generating apparatus for use
in motor vehicles to increase the performance of the engine of the
motor vehicle.
BACKGROUND OF THE INVENTION
[0002] The use of hydrogen as a supplemental fuel in motor vehicle
engines has-been proposed to increase the performance of the
engine. Hydrogen and oxygen, when used as part of the air/fuel
mixture for the operation of the engine, have been found to
increase the performance of the engine by increasing the mileage
and by reducing the amount of emissions from the engine. The
hydrogen and oxygen may be generated through electrolysis of an
aqueous solution with the gases given off being mixed with the fuel
and air supplied to the engine.
[0003] The generation of small quantities of hydrogen and oxygen
using one or more electrolysis cells with the hydrogen and oxygen
generated then being combined with the usual air/fuel mixture to
improve the efficiency of internal combustion engines has been
proposed in a number of prior patents. Some systems of these prior
patents utilized the alternator or an auxiliary generator attached
to the engine to provide the electrical power for the system.
[0004] One example of such a system is shown in U.S. Pat. No.
4,271,793. This patent describes an internal combustion engine
having a fuel system for feeding an air/fuel mixture to the
combustion chamber and an electrical generation system, such as an
alternator. An electrolysis cell was attached adjacent to the
engine to generate hydrogen and oxygen upon the application of a
voltage between the cathode and the anode of the electrolysis cell.
A gas delivery connects the cell to the engine fuel system for
feeding the hydrogen and oxygen to the engine combustion chambers.
The electrolysis cell was placed under a predetermined pressure to
prevent the electrolyte from boiling off. The cell also included a
cooling system and other safety features.
[0005] Another electrolysis cell is disclosed in U.S. Pat. No.
5,231,954. The electrolysis cell of this patent was used for
generating hydrogen and oxygen gases which were added to the fuel
delivery system as a supplement to the gasoline or other
hydrocarbons burned therein. The cell was designed to reduce the
hazard of explosion by withdrawing the gases through a connection
with the vacuum line of the positive crankcase ventilation (PCV)
system of the engine and by utilizing a slip-fitted top cap for the
electrolysis cell.
[0006] A further example of an electrolysis cell for use in
connection with an internal combustion engine, for generating
hydrogen and oxygen gases is shown in U.S. Pat. No. 5,458,095. This
system utilized an electric pump to draw the hydrogen and oxygen
gases out of the cell, where the outlet side of the pump was
connected to the air intake manifold using a hose having a
terminating insert. The insert was formed from copper tubing bent
at an appropriate angle to insure that the hydrogen and oxygen gas
outlet from the pump was in the same direction as the downstream
airflow in the air intake manifold.
[0007] Although much work has been conducted to advance automotive
electrolysis systems, these systems have not been generally
accepted due to safety and convenience concerns. A hydrogen
generating system is required which overcomes at least some of the
safety and convenience problems of previous systems.
SUMMARY OF THE INVENTION
[0008] The present invention is directed to a hydrogen generating
system for use in internal combustion engines for increasing the
efficiency of the engine and decreasing emissions from the engine.
The hydrogen generating system of the present invention comprises
an electrolysis cell for generating hydrogen and oxygen gases by
electrolysis of an aqueous solution, a power source for providing
electrical power to the electrolysis cell and an outlet flow means
for introducing the generated gases into the intake manifold system
of an internal combustion engine.
[0009] In accordance with one aspect of the present invention there
is provided a hydrogen generating system for use in an internal
combustion engine for increasing the efficiency of the engine and
decreasing emissions from the engine, the hydrogen generating
system comprising: an electrolysis cell for generating hydrogen and
oxygen gases by electrolysis of an aqueous solution, a power source
for providing electrical power to the electrolysis cell; an outlet
flow means for introducing the generated gases into the intake
manifold system of an internal combustion engine; a monitoring
means for monitoring the operating conditions of the hydrogen
generating system, the monitoring means including an electrolyte
level monitoring device in the electrolysis cell including a tube,
a circuit disposed in the tube, the circuit including a switch
positioned adjacent a selected level of the aqueous solution and a
float selected to float on the aqueous solution, the float being
slidably engaged on the tube, and free to ride along the tube as
driven by changes in the surface level of the aqueous solution and
the float including means for actuating the switch as it rides
along the tube; and a control means in communication with the
monitoring means and adapted to control the operation of the
hydrogen generating system in response to the monitoring means, the
control means including means in communication with the electrolyte
level monitoring device and adapted to indicate when the level of
the aqueous solution reaches the selected level as indicated by the
float actuating the switch.
[0010] In one embodiment the switch is a reed switch disposed
within the tube. There can be any number of switches in the
circuit, preferably there are one or two switches. A magnet can be
disposed in the float to act as the means for actuating the switch.
In one embodiment, the control means lights an indicator light
close to the cell to indicate when the liquid level rises to an
upper acceptable level. In a preferred embodiment, the circuit
enters the cell though an opening in the cell which is positioned
above the normal upper level of the fluid.
[0011] In accordance with another aspect of the present invention,
there is provided a hydrogen generating system for use in an
internal combustion engine for increasing the efficiency of the
engine and decreasing emissions from the engine, the hydrogen
generating system comprising: an electrolysis cell for generating
hydrogen and oxygen gases by electrolysis of an aqueous solution
contained within the cell, the electrolysis cell having an outer
surface; a power source for providing electrical power to the
electrolysis cell; an outlet flow means for introducing the
generated gases into the intake manifold system of an internal
combustion engine; a monitoring means for monitoring the operating
conditions of the hydrogen generating system, the monitoring means
including an electrolyte level monitoring device including a tank
circuit having an inductor and a capacitor connected in parallel,
the inductor being an electrical wire wrapped at least one turn
about the electrolysis cell adjacent a selected level of the
aqueous solution within the electrolysis cell, and interface
circuitry for exciting the tank circuit such that a sine wave is
generated and observing evidence of energy loss in the circuit; and
a control means in communication with the monitoring means and
adapted to control the operation of the hydrogen generating system
in response to the monitoring means, the control means including
means in communication with the electrolyte level monitoring device
and adapted to indicate when the level of the aqueous solution
reaches the selected level as indicated by the energy loss in the
circuit.
[0012] Preferably, the circuit is disposed about the outer surface
of the electrolysis cell so that no opening through the cell
housing need be made. This avoids creating an opening susceptible
to leakage. In one embodiment, there is an upper tank circuit and a
lower tank circuit, indicating an upper electrolyte level and a
lower electrolyte level respectively. The control means can be
adapted to indicate level of electrolyte solution reaches the
selected level by shutting down operation of the system, by
sounding an alarm, by sending a message to a user display or by
illumination of a light.
[0013] In accordance with another aspect of the present invention,
there is provided a hydrogen generating system for use in an
internal combustion engine of a vehicle for increasing the
efficiency of the engine and decreasing emissions from the engine,
the hydrogen generating system comprising: an electrolysis cell for
generating hydrogen and oxygen gases by electrolysis of an aqueous
solution; a power source for providing electrical power to the
electrolysis cell as supplied by a battery power supply; an outlet
flow means for introducing the generated gases into the intake
manifold system of the internal combustion engine; a monitoring
means for monitoring the operating conditions of the hydrogen
generating system, the monitoring means including a sensor for
monitoring battery voltage; and a control means in communication
with the monitoring means and adapted to control the operation of
the hydrogen generating system in response to the monitoring means,
the control means including means for comparing the battery voltage
to a voltage indicative of proper alternator operation and
controlling operation of the hydrogen generating system when the
battery voltage is not indicative of proper alternator
operation.
[0014] In one embodiment, the control means is further adapted to
indicate that the battery voltage is not indicative of proper
alternator operation.
[0015] In accordance with another aspect of the present invention,
there is provided a hydrogen generating system for use in an
internal combustion engine of a vehicle for increasing the
efficiency of the engine and decreasing emissions from the engine,
the hydrogen generating system comprising: at least one
electrolysis cell for generating hydrogen and oxygen gases by
electrolysis of an aqueous solution; a power source for providing
electrical power to the electrolysis cell; an outlet flow means for
introducing the generated gases into the intake manifold system of
an internal combustion engine, the outlet flow means including a
vacuum pump for drawing the generated gases under vacuum toward the
internal combustion engine, the vacuum pump having an inlet tubing
and an outlet tubing and a vacuum control arrangement for conveying
supplemental gas from gas source and introducing the substantial
gases to the generated gases in the inlet tubing to reduce the
vacuum generated by the vacuum pump; a monitoring means for
monitoring the operating conditions of the hydrogen generating
system; and a control means in communication with the monitoring
means and adapted to control the operation of the hydrogen
generating system in response to the monitoring means.
[0016] The gas source can be atmospheric air, gases from the
exhaust gas manifold of the vehicle or gases from the air intake of
the vehicle, preferably downstream of the mass air flow sensor. In
one embodiment, the supplemental gas is heated over the temperature
of ambient air. Alternately or in addition, the supplemental air
can be filtered and/or dried.
[0017] In one embodiment, the vacuum control arrangement includes a
valve for controlling the flow of supplemental gas into the inlet
tubing. The supplemental air is preferably introduced to the inlet
tubing between a flame arrestor and the vacuum pump.
[0018] In another aspect of the present invention, there is
provided a hydrogen generating system for use in an internal
combustion engine of a vehicle for increasing the efficiency of the
engine and decreasing emissions from the engine, the hydrogen
generating system comprising: a plurality of modules, each module
containing an electrolysis cell for generating hydrogen and oxygen
gases by electrolysis of an aqueous solution; a power regulator for
providing regulated electrical power to the electrolysis cell, the
power regulator generating an AC component; an outlet flow means
for introducing the generated gases from the cells into the intake
manifold system of the internal combustion engine; a monitoring
means for monitoring the operating conditions of the hydrogen
generating system; a control means in communication with the
monitoring means and adapted to control the operation of the
hydrogen generating system in response to the monitoring means; and
wherein the AC component of the power regulators are phase locked
with a selected module acting as the master module and a selected
others of the modules acting as slave modules.
[0019] In one embodiment, each module contains phase locking
circuitry, the phase locking circuitry of the master module
generating a chopping frequency and inputting the chopping
frequency to the slave modules. The system can further comprise a
controller selected to prevent the operation of any slave modules
not phase locked with the master module. The controller can be a
subroutine in the control means.
[0020] In another aspect of the present invention there is provided
a hydrogen generating system for use in an internal combustion
engine of a vehicle for increasing the efficiency of the engine and
decreasing emissions from the engine, the hydrogen generating
system comprising: an plurality of electrolysis cells for
generating hydrogen and oxygen gases by electrolysis of an aqueous
solution, the electrolysis cells being electrically connected in
series; a power source for providing electrical power to the
electrolysis cells through an output circuit; an outlet flow means
for introducing the generated gases into the intake manifold system
of the internal combustion engine; a monitoring means for
monitoring the operating conditions of the hydrogen generating
system, the monitoring means including sensor for monitoring the
integrity of the output circuit from the power source; and a
control means in communication with the monitoring means and
adapted to control the operation of the hydrogen generating system
in response to the monitoring means, the control means including
means in communication with the sensor for controlling operation of
the hydrogen generating system based on the integrity of the output
circuit. In one embodiment, the sensor monitors the voltage in the
electrical connection between the penultimate and last cells. In
another embodiment, the sensor monitors current in the output
circuit.
BRIEF DESCRIPTION OF THE DRAWINGS
[0021] Preferred embodiments of the present invention are
illustrated in the attached drawings in which:
[0022] FIG. 1 is a perspective view of a preferred embodiment of
the hydrogen generating system of the present invention;
[0023] FIG. 2 is a diagram of a circuit useful for determining
battery voltage;
[0024] FIGS. 3A and 3B are diagrams showing cell circuit monitoring
arrangements useful in the present invention;
[0025] FIG. 4 is a perspective, partially cut away view of an
electrolysis cell useful in the present invention with an
electrolyte level monitoring apparatus shown, in part,
schematically;
[0026] FIG. 5 is a schematic view of an electrolyte level
monitoring apparatus according to one aspect of the present
invention;
[0027] FIG. 6 is a schematic view of a gas generator box useful in
the present invention;
[0028] FIG. 7 is a diagram of a phase locking arrangement for a
hydrogen generating system according to one aspect of the present
invention; and
[0029] FIG. 8 is a diagram of an intelligent controller useful in
the present invention.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
[0030] A preferred embodiment of a hydrogen generating system of
the present invention is illustrated in FIG. 1. The hydrogen
generating system includes one or more electrolysis cells 10 which
are used to generate hydrogen and oxygen gases by electrolysis of a
suitable aqueous medium. In the embodiment illustrated in FIG. 1,
four electrolysis cells 10 are utilized, however other numbers of
cells are possible. The number of cells 10 utilized in the system
depends upon the capacity of the cell for generating hydrogen and
the requirements of the engine to which the system is attached.
Thus for passenger cars and light duty trucks utilizing gasoline
engines, about four cells with a total capacity of about 500-750
cm.sup.3 of hydrogen per minute could be utilized. For heavy duty
trucks and other heavy equipment, especially those utilizing diesel
engines, four, six or eight cells having a total capacity of about
1000-1500 cm.sup.3 of hydrogen per minute are preferred.
[0031] The gases generated by the electrolysis cells 10, as
energized by a power source such as battery 11, are fed through a
moisture collector 12 which is connected to cells 10 by a suitable
tubing 14. Tubing 14 is provided with a check valve 15 that
prevents back flow of fluids. The output of the moisture collector
12 is connected to a flame arrestor 18 by means of a suitable
tubing 20. Flame arrestor 18 acts to take the energy out of a flame
which could migrate up from the engine. From flame arrestor 18 the
gases flow through tubing 24 to an automatic safety shut-off
collector 26 which has a ball float valve 27 and a valve seat 28.
Collector 26 is selected to shut off the flow of gas, and thereby,
the entire system, as will be described hereinafter, if excess
amounts of liquid are passed from the electrolysis cell. The flow
of gas through the collector 26 will be stopped if the liquid level
in the shut-off collector 26 rises such that ball 27 seats in valve
seat 28.
[0032] The output of the shut-off collector 26 is connected through
tubing 30 to a low flow vacuum pump 32 which pumps the gases
through tubing 34 to a suitable part of the intake system of the
engine. Preferably the flow of gases is regulated. This can be done
by adjusting power to the pump or by adjusting the flow by
permitting the pump to draw additional fluid to supplement the draw
of gas from the electrolysis cells, as will be described
hereinafter. The gases may be injected by the pump 32 into the
intake system of the engine before the carburetor or injector by
connecting the tubing 34 between the outlet of the pump 32 and the
air breather box of the intake system of the engine upstream from
the air filter. Alternatively, the gases may be injected directly
to the carburetor or other fuel delivery system of the engine or
may be injected to the intake manifold after the carburetor or fuel
delivery system if a proper filtering system is provided.
[0033] Pump 32 renders electrolysis cells 10 and the gas delivery
system upstream of the pump under vacuum. The vacuum can sometimes
be undesirably high, reaching 20 inches of mercury. This causes
excessive evaporation of electrolyte and condensation in the gas
delivery lines and components and can lead to the formation of ice
plugs in the delivery system. To avoid this problem, the vacuum in
the line should be maintained at less than 5 inches of mercury and
preferably about 2 to 3 inches of mercury. Since it is difficult to
achieve this low level vacuum with most commercially available
pumps and pumps that can withstand the rigors of automotive
applications, a vacuum control system is provided around pump 32,
the vacuum control system draws fluid from a source other than the
gases generated in the electrolysis cells to supplement gas draw to
the pump. The vacuum control permits the vacuum to be maintained at
desirable levels by introducing supplemental fluid into the system.
The vacuum control system includes a fluid supply tube 35 that
conveys a flow of gas from a gas source other than the electrolysis
cells to mix with the gases being drawn from the electrolysis cells
10 by the pump. While the gas source can be, for example, the gas
in tubing 34 or atmospheric air, preferably the gas source is
filtered, heated and/or dried such as gases from the exhaust gas
manifold, exhaust gas recirculation systems of the vehicle in which
the hydrogen generating system is installed or air from the air
intake which has already been metered by the mass air flow sensor.
Using air from the air intake permits the monitoring of total air
mixing with fuel.
[0034] Tube 35 opens into the gas delivery system between flame
arrestor 18 and pump 32. A particulate filter 37 is preferably used
in the tubing. For safety, tube 35 should not be connected upstream
of the flame arrestor, as will be appreciated. To control the flow
of air through tube and into the gas delivery system, a needle
valve 36 is mounted in tube 35. Needle valve 36 provides precise
control over the flow through tube 35 and, thereby, control over
and reduction of the vacuum in the gas delivery system.
Introduction of supplemental gases can reduce relative humidity in
the gas delivery system and reduces electrolyte evaporation by
reducing vacuum in the cells. The use of a heated, dried gas source
also avoids the formation of ice in the gas delivery system.
[0035] Needle valve 36 can be controlled manually or automatically
by a control system working with a vacuum sensor. The needle valve
can be replaced by other flow control means. For example, in
another embodiment, needle valve 36 is replaced by a check valve.
The check valve is selected to open, allowing a controlled amount
of supplemental gas to flow into the electrolysis gas delivery
system, when the gases in the delivery system reach a preselected
upper limit of vacuum such as 5 inches of mercury.
[0036] The hydrogen generating system includes a power regulator 40
for conditioning power to the electrolysis cells. Preferably power
regulator 40 is a controllable, logic-ready device, having as its
main component a DC-DC power converter working in current limit
with a logic interface capable of output proportional to a binary
input. Since the amount of power supplied to the electrolysis cells
controls the electrolysis reaction, power regulator 40 is
preferably capable of varying the current output to a profile
supplied by a controller, which will result in optimum hydrogen and
oxygen quantities being produced and then delivered to the engine.
This allows the output of the system to be adjusted to optimum
profiles, according to the demand.
[0037] The electrical lines of the hydrogen generating system can
sometimes generate electromagnetic interference (EMI). The EMI can
interfere with audio signals such as those in the FM and CB range.
To reduce interference, the magnetic field can be reflected back to
the emitting components by use of a ferrite bead and capacitor
combination 41 or RF shielded coatings around the wires.
[0038] A bus arrangement can be used in the electrical system, as
this provides flexibility.
[0039] A dash module 42 is provided to allow the user to interact
with the hydrogen generating system. Dash module 42 is mounted on
the motor vehicle in a location easily accessible by the operator
of the motor vehicle. The dash module allows the operator of the
motor vehicle to control and monitor the hydrogen generating system
as required or desired. The dash module 42 is connected via an
electrical line 43a to the ignition of the motor vehicle with a
suitably sized fuse 44 such as a 5 amp fuse and through lines 43b
to other components of the hydrogen generating system.
[0040] The hydrogen generating system preferably also provides for
visual feedback to the operator of the motor vehicle. The dash
module 42 can be provided with one or more LED displays 45a, for
example one LED display indicating when the power is turned on to
the system, and a second LED display to indicate trouble with the
system. Preferably, the system is provided with a display module
that includes an alphanumeric display 45b, which can display system
messages provided by a controller such as, for example, "System
OK", etc.
[0041] The hydrogen generating system of the present invention
includes suitable control and monitoring means for safe and
effective operation. In a preferred embodiment, the control means
maximizes system efficiency under various conditions of operation
of the engine.
[0042] This control can be provided in various ways such as by
decentralized or centralized controllers using discrete or
intelligent logic. Of course the use of centralized, intelligent
control, such as that described hereinafter in reference to FIG. 8,
is preferred as it is less expensive, more easily adapted to
changes in the system, etc. In one embodiment, the monitoring means
are in communication with a main microprocessor controller that
uses intelligence, established in software, for control of the
hydrogen generating system. The central controller could be located
anywhere in the vehicle such as, for example, with the power
regulator or in the dash module. Other specialized microcontrollers
could be added to communicate with the main microprocessor, if
desired.
[0043] In the embodiment illustrated in FIG. 1, control is
decentralized and includes discrete components. While some control
is at the sensor level, dash module 42 houses most of the control
logic. Various monitoring means and switches, as will be described
hereinbelow, communicate with the dash module control logic for
system operation.
[0044] A first relay or solenoid 46 is operated by dash module 42
to cut power to the power regulator 40 in response to a signal from
one or more of the various monitoring means or switches. Another
relay 47 is controlled in the same way as relay 46 to work in
redundancy therewith. In a preferred embodiment the relays 46
and/or 47 are incorporated into power regulator 40.
[0045] When relays 46 and/or 47 shut down the operation of the
electrolysis cells, it is preferred that the residual energy stored
in the cells 10 be removed. This is preferably accomplished by a
relay 66 with a capacitor 68 and resistor 70. When power is cut to
the electrolysis cells, relay 66 is activated and connects the
cells to ground to bleed off any residual energy stored in the
cells.
[0046] The controller in dash module 42 also communicates with pump
32 and can shut down its operation in response to signals from the
various monitoring means and switches.
[0047] For safety and for system protection, one or more safety
shutoff switches and safety monitoring features are provided for
manual or automatic shutdown and/or adjustment of electrolysis in
the system. Not all of the switches/sensors need be in any one
system and, as will be appreciated, some of the monitoring means
and switches are best suited to control by an intelligent
controller rather than by discrete control.
[0048] One switch is indicated in FIG. 1 as switch 48 on dash
module 42. This switch is actuated by the user to shut power to the
system.
[0049] The hood of the compartment in which electrolysis cells 10
is positioned is provided with a shutoff switch 49 mounted such
that opening the hood of the engine compartment will cause the
switch to open and shutdown the hydrogen generating system. The
compartment can be for example, the engine compartment, trunk
compartment or another compartment on the vehicle body. More than
one hood-actuated switch can be used, if desired.
[0050] In addition, preferably cells 10 are installed in their own
gas generator box 50 (FIG. 4) and a safety switch 51 is positioned
on the door of the box. Opening the door actuates switch 51,
through the control logic of dash module 42, to shut down the
hydrogen generating system.
[0051] A pressure switch 52 senses the vacuum in line 14. If the
vacuum is lost or changes significantly, the sensor communicates a
signal to the control logic to shut down the system. Vacuum changes
may occur, for example, where there is an ice plug in the delivery
line or where the valve in collector 26 is closed.
[0052] In a preferred system using an intelligent controller,
operation of vacuum pump 32 can also be monitored, particularly
with respect to the electrical power being provided to the pump 32.
Should the electric circuit to the pump 32 be interrupted, the
controller will cause the system to shut down by cutting the
electrical power supplied to electrolysis cells 10. In addition,
should the gas supply line of the gases generated by the
electrolysis cell 10 become blocked (i.e. by an ice plug, ball 27
seating in valve 28, etc.) such that the pressure in the line
changes significantly, the controller will sense that through the
current draw of the pump circuit. In particular, if the controller
senses that the current draw of the pump is not within an
acceptable range, the controller displays a pump failure message at
dash module 42 and cuts the power supplied to the electrolysis
cells 10.
[0053] In one embodiment, pressure switch 52 can be selected to act
as a sensor and can operate in a control loop with pump 32. In such
an embodiment, the controller monitors the reading of pressure
switch 52 and regulates power supplied to the pump to maintain the
pressure the gas delivery line within a selected range.
[0054] The hydrogen generating system of the present invention also
includes a means of determining that the engine is running so that
if power is applied to power regulator 40 but the engine is not
actually running or the alternator is not properly operating, no
electrolysis will take place. This is important to prevent the
battery from being run down and to prevent a build up of hydrogen
gas. The means to determine that the engine is running could be a
sensor monitoring one or more of the engine conditions indicative
of engine operation. For example, sensors could be used to monitor
one or more of engine vacuum, engine oil pressure, alternator or
battery voltage, or signals from the vehicles on-board engine
computer. While only one sensor is needed, it may be useful for
ease of installation to include inputs for more than one sensor to
accommodate more than one type of installation. With the exception
of the collection of signals of the vehicle computer, all of these
sensors can communicate with a discrete or an intelligent
controller.
[0055] In the illustrated embodiment, for internal combustion
engines, engine operation is determined by a relay 54 that senses
alternator 55 voltage. Relay 54 is adjusted such that should the
alternator voltage drop to a level indicative of alternator in
operation, relay 54 will interact with relays 46 and 47 to cut
power to power regulator 40, thereby shutting down the hydrogen
generating system.
[0056] In some engines it is difficult to access alternators or to
install vacuum or oil pressure switches. However, in most vehicles
the battery is accessible. Normally, in a vehicle having an
internal combustion engine, when the engine and/or alternator are
not functioning, the battery voltage is less than 13V. However,
when the engine is operating and the alternator is operating
properly, the battery voltage is generally between 13.5 to 13.8V.
Thus, a useful circuit for controlling the function of the hydrogen
generating system based on engine operation, monitors battery
voltage and compares it to a voltage indicative of proper
engine/alternator operation. This circuit is advantageously
controlled by an intelligent controller.
[0057] With reference to FIG. 2, one battery voltage monitoring
circuit is disclosed. In the circuit, a controller 58 senses
battery voltage and compares it to a reference indicative of normal
engine operation wherein the alternator is working. If it is
determined that the battery voltage is below that indicative of
normal engine operation, controller 58 can signal the hydrogen
generating system power regulator, as indicated by arrow 57, to cut
the power applied to the cells. In addition to shutting the
hydrogen generating system down, controller 58 can create a signal
which notifies the vehicle user that a power supply problem exists.
Using an intelligent controller controller 58 can be checked
periodically for battery voltage such that the system can be
restarted if the battery voltage recovers.
[0058] One parameter that is preferably monitored and used to
control operation of the hydrogen generating system is the level of
electrolyte solution in the electrolysis cells 10. In the
illustrated embodiment, the electrolysis cells 10 are preferably
provided with a level sensor 59, which provides feedback to the
control logic of dash module 42 on the level of electrolyte
solution in the electrolysis cell 10. If the level of the
electrolyte solution in the electrolysis cell 10 drops to a level
which would cause excessive exposure of the electrodes, the cell
could be damaged or production of gases could become inefficient.
In this situation, dash module 42 will shutdown operation of the
hydrogen generating system. Some embodiments of electrolyte level
monitoring devices are shown in FIGS. 4 and 5, described
hereinafter. If the level of the electrolyte is below a specified
limit, then the controller could shut down the system. Alternately,
a warning could be displayed to advise the operator to add fluid,
preferably steam distilled water, to the cell 10. If the fluid is
not added and the level is not brought up above the limit within a
set period of time, the controller would shut the system down and
indicate the system failure.
[0059] To provide an indication of time, an hour meter can be
connected into the system. The hour meter can be connected anywhere
to monitor the operating time of the cells, but is usually mounted
close to the controller. In a preferred embodiment, a
micro-controller real time clock is used. The real time clock
generates total engine operation time for the vehicle and total
operation time for the hydrogen generating system. By software,
these sums are stored in non-volatile memory. Thus, hour meters
that increase the cost and the size of the controller, for example
the dash module, can be eliminated.
[0060] Proper generation of gases also relies on the cell circuit
condition. In one embodiment, the system includes an arrangement
for monitoring the integrity of the output circuit from the
regulator. The arrangement can sense a cell circuit current or
voltage. Referring to FIGS. 3A and 3B, power regulator 40 provides
power to electrolysis cells 10, which are connected in series. A
break in the circuit such as by boiling dry, connections loosing
contact, etc. can be detected by monitoring voltage (FIG. 3A) or
current (FIG. 3B) in the circuit. The useful values or ranges for
current or voltage in the system can be determined based on system
design.
[0061] Referring particularly to FIG. 3A, a voltage sensor 60 can
monitor voltage between the last two cells of the circuit. To
monitor the voltage, one useful arrangement includes a transistor
or comparator 61 that operates as a switch. When voltage is sensed
in the circuit, an LED 62 on, for example, the dash module is
illuminated. When no voltage is sensed, transistor 61 switches the
circuit so that LED 62 does not illuminate. Of course, various
modifications can be made to this circuit with a similar result.
For example, LED 62 can be replaced with an automatic control that
can shut down system operation or the transistor can be replaced
with an intelligent system.
[0062] Of course, the voltage sensing arrangement of FIG. 3A will
not sense an open circuit in the last cell of the series or in the
connection to ground. Thus, alternatively, a current sensing
arrangement can be used to determine if the cells are being
powered. A current sensing device 64, such as a Hall effect sensor,
is positioned anywhere along the circuit, as indicated in phantom.
A sensed current outside of a desirable range or a no-current
condition signal because of a break anywhere along the circuit is
passed to the controller for communication to the user, for
example, through the dash module. This can be done easily via
software.
[0063] Monitoring the temperature of power regulator 40 is
sometimes also useful. In particular, if the power regulator heats
up beyond acceptable temperatures, the feed back components such as
shunts therein can give false readings or, in extreme situations,
contacts in the power regulator can be damaged and destroyed, such
that the power regulator burns out. Thus, another sensor useful in
the present invention is a temperature transducer on the circuit
board of the power regulator. The controller can monitor the power
regulator temperature, as indicated by the temperature transducer,
and control output to the power regulator to maintain the
temperature within an acceptable range. Alternatively or in
addition, the controller can use temperature information to correct
signals from the feed back components.
[0064] Many electrolysis cell types are useful in the present
invention. Referring to FIG. 4, in one embodiment the electrolysis
cell 10 utilized in the hydrogen generating system of the present
invention is similar to the cell described in detail in U.S.
application Ser. No. 09/719,976, also known as WO/00/00671
published Jan. 6, 2000 the disclosure of which is hereby
incorporated by reference. Electrolysis cell 10 preferably has a
cylindrical shaped case 72 constructed of a suitable material that
is inert to the electrolyte solution and not affected by the
voltages or temperatures encountered in the electrolysis cell 10.
Case 72 should also preferably have a co-efficient of expansion
that does not cause significant expansion of the dimensions of the
cell 10 under the operating conditions of the hydrogen generating
system. Preferably, case 72 of the electrolysis cell 10 is a
polyvinyl chloride.
[0065] The electrolysis cell 10 is provided with a cap 74 that is
welded to the sidewall once the components of the electrolysis cell
have been assembled. The cap 74 is provided with an outlet 75 to
which the tubing 14 is connected. Cell 10 also has a fill plug 76
which is removable to allow the addition of distilled water or
electrolyte solution to the cell through a fill port 77.
Preferably, the fill plug 76 also incorporates a pressure release
mechanism to provide for relief of the pressure within the cell 10
should the interior pressure increase beyond a set limit.
[0066] A mesh layer 78 fills an upper area of the cell. Gases
produced by the cell pass through mesh 78 to outlet 75 and, in so
doing, are de watered by the mesh. Fill port 77 extends down
through the mesh layer so that, during filling, electrolyte does
not saturate the mesh.
[0067] The electrolysis cell 10 is provided with an electrode
assembly 79, which is described in detail in U.S. application Ser.
No. 09/719,976. The electrodes that make up the electrode assembly
are provided as a monocell, monopolar assembly of an anode and a
cathode. The outside cathode and anode electrode plates are
provided with adapters 80 for electrical connection to terminals
70.
[0068] The materials from which the electrode assembly is
constructed are selected to minimize the effects of different
coefficients of expansion of the materials, withstand strong
corrosive action of the electrolyte solution and provide effective
and efficient electrolysis process. Thus, preferably, the electrode
plates are a suitable stainless steel material, most preferably
nickel plated stainless steel.
[0069] The electrolyte solution utilized within the electrolysis
cell 10 is preferably a basic aqueous solution to provide for
increased efficiency of the electrolysis reaction. Preferably, the
solution is also adjusted to remain in solution form and not freeze
at extremely low temperatures, down to -400 or more. Most
preferably, the electrolyte solution is a 20 to 30% KOH
solution.
[0070] FIG. 4 illustrates one electrolyte level monitoring sensor
useful in the present invention. The level monitoring sensor
includes a rigid tube 82 installed through an opening in the upper
cap 74. Tube 82 is held in position by a bolt 85 threaded down on a
threaded portion of the tube. Tube 82 has mounted thereon an upper
stop 86 and a lower stop 87. Slidably mounted therebetween is a
float 88. Float 88 is selected to float on the electrolyte solution
to be used in the cell and is free to ride up and down tube 82
between stops 86 and 87. Sufficient clearance must be provided
between tube 82 and float 88 such that the float does not catch on
the tube and does not get jammed even in the presence of granular
debris which may accumulate in electrolyte solution, over time.
Tube 82 houses a circuit, as indicated by conductor 89, connected
to a low level indicator such as an LED on dash module 42. The
circuit is switched depending on the position of float 88. In
particular, one or two reed switches 89a, 89b (shown in phantom as
they are positioned in tube 82) are positioned within tube 82. If
one reed switch is used it is positioned within the tube adjacent
the lower allowable liquid level and if a second reed switch is
used it is positioned above the first switch adjacent the upper
desirable liquid level. The reed switches are selected to be
actuated by a magnet positioned within float 88. The exact
positions of the reed switches within tube 82 should be determined
with consideration as to the position of magnet within the float,
the depth that floats sinks into the surface of the electrolyte
(i.e. the density of the float material relative to the
electrolyte) the desired upper and lower levels of the electrolyte
within the cell. When the lower reed switch is activated, it
indicates that the cell must be filled. When the cell is being
filled, the float will be moved up the tube by the rising liquid
level until it is close enough to the reed switch 89a to actuate
the switch to indicate that the upper level has been reached and,
thereby, to warn the user to stop filling, for example, by
illumination of an LED near the cell. This level sensor is improved
over many previous sensors since it provides a positive indication
of low and high levels. In addition, since it is installed though
an opening in case 72 above the level of the electrolyte, it
reduces the chances of electrolyte leakage.
[0071] Whenever an opening is made through the case or cap of the
cell, there is a chance of leakage of electrolyte or gases. Thus,
an electrolyte level monitoring sensor, as shown FIG. 5, which does
not require penetration into the cell is particularly useful. The
sensor includes a circuit including an electrical wire 90 wrapped
at least one turn about cell 10 adjacent a selected upper or lower
level of the electrolyte within the cell. Wire 90 functions as the
inductor coil of a tank circuit, which is an inductor and capacitor
C connected in parallel. To monitor the level of electrolyte,
interface circuitry 92 excites the circuit such that a sine wave is
generated and observes evidence of energy loss in the circuit. This
information is communicated to the controller for control of the
system and to alert the user. When electrolyte such as KOH is
present in the tank and reaches the level of the wire the losses in
the wire are augmented by energy losses in the electrolyte.
Increases in losses in the coil by the electrolyte are significant,
for example 50% of the losses of the original coil (i.e. the wire
itself). The frequency of the sine wave that should be used is
based on absorption to the electrolyte and should not be in the
broadcast band for radios or able to create interference with
vehicle systems. Using concentrated KOH as the electrolyte, a
frequency of about 2 MHz has shown to be particularly useful.
[0072] A number of circuits are useful for setting up an
electrolyte level tank circuit sensor. In one embodiment, interface
circuitry 92 excites wire 90 with a constant sine wave current. The
energy loss by electrolyte results in a reduced sine wave voltage
in the tank circuit as detected by the interface circuitry. In
another embodiment, a sine wave or pulse is generated by the
interface circuitry and used to excite wire 92. When the excitation
is stopped, the interface circuitry monitors decay. The presence of
electrolyte in the cell at the level of the wire shortens the decay
time. In a preferred embodiment, interface circuitry 92 includes an
oscillator. Using the oscillator, a sine wave is generated in the
circuit itself by feedback. Using a class C oscillator, because of
its high efficiency, the power supplied to the oscillator is a
direct measurement of the total loss in the tank circuit. When
electrolyte, such as KOH, is adjacent the wire, the loss increases
accordingly.
[0073] One or more tank circuit electrolyte level sensors or one or
more reed switches described above can be used in an automatic
filler control loop. This innovation eliminates the need for the
user to add water as regularly, and allows for a much larger amount
to be added at less frequent intervals. It also demands much less
care and protects the cells from overfilling. It is possible to use
waste heat generated during electrolysis or from the vehicle engine
itself in a heat exchanger adjacent a distilled water storage tank,
to melt enough distilled water in cold weather to fill the
cells.
[0074] When using a single sensor of either the reed switch or tank
circuit type in a automatic fill control loop, to sense a low level
condition, a valve will open or start at a selected signal from
sensor 74 and keep the valve open until a selected amount of water
has passed into the cell. An overshoot in the system will overfill
the cell slightly, but by a controlled amount. This overshoot will
allow the valve/pump to operate infrequently.
[0075] When using two sensors, the control loop will operate the
valve/pump when the level reaches the lower reed switch or a wire
of a first tank circuit. The filling operation continues until the
electrolyte level reaches the upper reed switch or upper wire of a
second tank circuit.
[0076] It is preferred for ease of installation and increased
safety that the hydrogen generating system of the present invention
be provided as a modular apparatus, as illustrated in FIG. 6. In
this preferred embodiment, the system includes a gas generator box
50, as noted previously, which contains the electrolysis cells 10,
the power regulator 40, and sensor 52 to monitor operation of the
electrolysis process. The controller is in dash module 42 (FIG. 1).
A pump module, and a block of sensors mounted on the
vehicle/chassis are provided as separate modules. Box 50 is
provided with a closable and lockable door with safety switch
51.
[0077] Preferably, box 50 includes an electrolyte level indicator
93 for guidance during refilling the cells. In addition, an
interface port (not shown) for establishing communication between
the system controller and a diagnostic computer can be
provided.
[0078] By adopting a modular structure for the hydrogen generating
system, installation of the system is simplified as the gas
generator may be easily installed and connected to the other
components. Box 50 can be quite rugged, formed of steel, thereby
shielding the electrolysis cells from potential damage in the event
that the vehicle is involved in an accident. The use of the gas
generator box also allows for ease in varying the number of
electrolysis cells to match the requirements specific to every
individual application. The size and total number of cells
installed in the gas generator box defines maximum capacity of
hydrogen/oxygen rates. For smaller engines one box may be
sufficient, while larger engines may demand a multitude of such
boxes connected in series, allowing operation at lower current
values.
[0079] Where a modular installation is used in a vehicle more than
one box is used and each box contains electrolysis cells and a
power regulator for those cells. In this arrangement, the AC
component of the power regulators in the various boxes can create
alias frequencies that become audible in radios. Referring to FIG.
7, to overcome this problem, the power regulators can be phase
locked together in a master slave configuration. As an example, if
three box units 50a, 50b and 50c are used, each will have a power
regulator 40a, 40b, 40c. One of the units, for example 50a, can be
selected as the master unit. Unit 50a has phase locking circuitry
96 in communication with its power regulator. Master phase locking
circuitry 96 selects the total system frequency because there is no
frequency input to it. The problem of alias frequencies is handled
by master unit 50a inputting a chopping frequency, as indicated at
97, to phase locking circuitry 98 in communication with the power
regulators of each of the other units 50b, 50c, termed the slave
units. Using the phase locking circuitry 98, the AC components of
the power regulators in the slave units 50b, 50c run at the same
frequency as that of the master unit 50a. The phase locking
circuitry can be injection-locking circuitry in each unit, a
combination of phase lock loop chips in each slave unit and a
compatible oscillator of any kind in the master unit or circuitry
to supply the pulse width modulator in each of the slave units 50b,
50c with a chopping frequency from the master unit 50a.
[0080] Alternately, or as a back up to the master-slave phase
locking arrangement of FIG. 7, the controller can include an
interrupt driven subroutine 99 that prevents operation of the
hydrogen generating system in any condition giving audio
frequencies. If one or more of the cells in the above-noted
situation according to FIG. 7 were generating an audio frequency,
the controller would shut down one or all of the slave units 50b,
50c, leaving only the master unit 50a and any units in-phase with
master unit 50a operating. This would eliminate the audio
interference.
[0081] As discussed with respect to FIG. 1, the controller useful
in the present hydrogen generating system can include discrete
logic or be an intelligent system driven via software. While most
of the monitoring routines and control routines described
hereinbefore can be provided in discrete logic, it is particularly
useful, cost effective and flexible to use an intelligent
controller.
[0082] Many later model motor vehicles utilize on-board computers
(ECU) to control various parameters of the operation of the engine
of the motor vehicle particularly with respect to controlling
exhaust gas pollution. For example, many vehicles are provided with
emission control units to determine the makeup of the exhaust gases
or the fuel/air mixture being introduced into the engine. A
preferred intelligent controller for the hydrogen generating system
is capable of interfacing with the on-board computer to control
electrolysis in response to engine conditions.
[0083] A particularly useful intelligent controller is shown in
FIG. 8 and includes a chip including processor 100, volatile RAM
memory 102 and non-volatile, PROM memory 104. The controller also
includes external RAM and ROM 106 (i.e. not directly on the
processor chip) and a power module 108. To provide for interface to
external components, input/output (I/O) ports 110 are provided on
the processor chip and interfaces 112 communicate between a
plurality of external ports 114 and I/O ports 110 of the chip.
[0084] Power module 108 receives raw DC current from the vehicle
power source such as the battery and converts and conditions the
power for driving the controller.
[0085] The interfaces provide communication between the sensors and
the controller. The interfaces may include A/D converters to
convert analog signals to digital signals, a multiplexer to expand
the number of channels that can be monitored etc. External ports
114 provide for: serial digital inputs such as, for example, from
the vehicle's on-board computer; parallel digital inputs from, for
example, on/off devices such as relays or reed switches; and
parallel analog inputs from for example battery voltage sensors,
pressure sensors, temperature sensors and pump current sensors.
Outputs from external ports 114 include: parallel digital outputs
such as to relays and to the power regulator; and serial digital
outputs such as to the dash module, engine computer and to ports
for communication to diagnostic computers. Interface with the
vehicle's on-board computer allows the controller to read the
engine's operating parameters (rpm's, speed, mass air flow,
throttle position, etc.) and read and, preferably, write into the
engine's computer (injector's pulse width, valve timing, ignition
timing, etc.).
[0086] The PROM stores the software subroutines for the controller.
The controller reads all the information from sensors, on-board
computer etc. and defines the output profile for the power
regulator and pump, adjusting for optimal efficiency, communicating
unsafe conditions or directing system shutdown. The intelligent
controller can be programmed to monitor and control the various
system devices, to communicate with the engine computer and to
interface with the user. As will be appreciated, operation of the
controller can be extremely flexible and variable. One example of
useful logic for the controller is described in U.S. application
Ser. No. 09/628,134, filed Jul. 28, 2000.
[0087] In the preferred embodiment, the present invention describes
a hydrogen generating system that uses hydrogen and oxygen gases to
enhance the properties of the fuel obtaining better combustion
efficiency resulting in a cleaner burn and better fuel economy. The
reliability of an engine outfitted with such system will increase
considerably, resulting in a longer life span, delivering more
power and exhausting fewer pollutants. The system is easy to
install and complimentary to a gasoline or diesel fueled motor
vehicle.
[0088] Prototype models of the hydrogen generating system of the
present invention were installed on various vehicles including a
GMC Suburban, Ford Bronco and Cummins diesel engine for testing
purposes. In all cases there was a significant reduction in carbon
monoxide emission levels, particularly at engine idle, where the
levels decreased up to 95%. Decreases in the level of the carbon
monoxide emissions were observed over the full operating range of
the engine and carbon monoxide emissions at some of these levels
were so low they were not able to be detected. Similarly,
hydrocarbon emission levels were also reduced significantly with
reductions as high as 90% being observed. The use of the hydrogen
generating system of the present invention also resulted in
increased performance of the engines with engine torque shown to
increase by as much as 10% increases of up to 10% in the horse
power output of the engine were also observed. Increases in mileage
of up to 17% were also observed.
[0089] Although various preferred embodiments of the present
invention have been described herein in detail, it will be
appreciated by those skilled in the art that variations may be made
thereto without departing from the spirit of the invention or the
scope of the appended claims.
* * * * *