U.S. patent application number 12/877031 was filed with the patent office on 2011-04-28 for product gas generator for producing a substantially stoichiometric mix of hydrogen and oxygen.
This patent application is currently assigned to GEO Firewall Sarl. Invention is credited to John Dee, Steve Fulton, Dan Kujawski, Jason D. Tuzinkewich.
Application Number | 20110094878 12/877031 |
Document ID | / |
Family ID | 43302248 |
Filed Date | 2011-04-28 |
United States Patent
Application |
20110094878 |
Kind Code |
A1 |
Dee; John ; et al. |
April 28, 2011 |
PRODUCT GAS GENERATOR FOR PRODUCING A SUBSTANTIALLY STOICHIOMETRIC
MIX OF HYDROGEN AND OXYGEN
Abstract
The Product Gas Generator works in conjunction with a Combustion
Management System to supply a product gas, comprising a dynamic
mixture of nascent hydrogen (H) and oxygen (O), to the internal
combustion engine to propagate the formation of hydroxide radicals
(OH) and thereby to improve the level of completion of the
hydrocarbon combustion reaction. The Combustion Management System
provides product gas volumetric requirement information; and takes
into account the engine style, primary torque requests, and
hydrocarbon fuel consumption information to develop an operating
system specific application that produces consistent measurable
results.
Inventors: |
Dee; John; (Cheltenham,
AU) ; Fulton; Steve; (Mornington, AU) ;
Kujawski; Dan; (Bloomington, MN) ; Tuzinkewich; Jason
D.; (Minneapolis, MN) |
Assignee: |
GEO Firewall Sarl
Luxembourg
LU
|
Family ID: |
43302248 |
Appl. No.: |
12/877031 |
Filed: |
September 7, 2010 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
61241783 |
Sep 11, 2009 |
|
|
|
Current U.S.
Class: |
204/242 |
Current CPC
Class: |
F02M 25/12 20130101;
C25B 1/04 20130101; Y02E 60/36 20130101; C25B 11/00 20130101; Y02T
10/12 20130101; C25B 15/08 20130101 |
Class at
Publication: |
204/242 |
International
Class: |
C25B 9/00 20060101
C25B009/00 |
Claims
1. A product gas generator for producing a product gas comprising a
substantially stoichiometric mix of hydrogen, hydroxide, and
oxygen, comprising: electrolytic cell having a plurality of sets of
anode and cathode plates immersed in a fluid; a source of electric
current applied to said sets of anode and cathode plates of said
electrolytic cell to generate a product gas by dissociating a
stoichiometric mix of hydrogen atoms, hydroxide ions, and oxygen
atoms from the fluid; and a gas scrubber for preventing gas
backflow of the product gas received from said electrolytic cell
and for cleaning the product gas of impurities.
2. The product gas generator for producing a product gas of claim 1
wherein said fluid comprises: a source of water.
3. The product gas generator for producing a product gas of claim
1, further comprising: a catalyst mixed into the water to
facilitate the electrolysis of the water.
4. The product gas generator for producing a product gas of claim 3
wherein the catalyst comprises: at least one ionic salt that stays
dissolved in solution in water.
5. The product gas generator for producing a product gas of claim 3
wherein the electrolytic cell comprises: power controller for
generating a pulsed flow of direct current for application to the
anode plates and cathode plates.
6. The product gas generator for producing a product gas of claim
1, further comprising: electric current regulator for modulating
the electric current to control the volume of hydrogen atoms,
hydroxide ions, and oxygen atoms dissociated from the fluid.
7. The product gas generator for producing a product gas of claim 3
wherein the gas scrubber comprises: a reservoir containing an
electrolyte fluid; an input port, responsive to receiving the
product gas from the electrolytic cell, for injecting the product
gas into the electrolytic fluid; and an output port, positioned
above a surface of the electrolytic fluid and responsive to product
gas passing through the electrolytic fluid, for outputting the
product gas to a system which consumes the product gas.
8. The product gas generator for producing a product gas of claim 7
wherein said reservoir of electrolytic fluid prevents said product
gas at said output port from backflowing to said input port.
9. The product gas generator for producing a product gas of claim 1
wherein the anode plates and the cathode plates comprise: a
plurality of rectangular-shaped metal plates.
10. The product gas generator for producing a product gas of claim
1 wherein the anode plates and the cathode plates comprise: a
plurality of rectangular-shaped metal plates having length and
width dimensions in approximately a 3:1 ratio.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This patent application claims priority to U.S. Provisional
Patent Application Ser. No. 61/241,783 filed on Sep. 11, 2009. This
application is also related to applications filed on the same date
titled "System For Increasing The Level Of Completion Of Diesel
Engine Hydrocarbon Combustion"; "System To Dynamically Vary The
Volume Of Product Gas Introduced Into A Hydrocarbon Combustion
Process"; "System For Regulating A Hydrocarbon Combustion Process
Using A Substantially Stoichiometric Mix Of Hydrogen And Oxygen";
"System For Producing A Substantially Stoichiometric Mix Of
Hydrogen And Oxygen Using A Plurality Of Electrolytic Cells"; and
"Regulating A Hydrocarbon Combustion Process Using A Set Of Data
Indicative Of Hydrocarbon Fuel Consumed Corresponding To A
Monitored Engine Operating Characteristic." The foregoing
applications are hereby incorporated by reference to the same
extent as though fully disclosed herein.
FIELD OF THE INVENTION
[0002] This system controls the operation of a hydrocarbon
consuming process to improve the level of completion of the
hydrocarbon combustion reaction by injecting a dynamically
generated mixture of nascent hydrogen and oxygen into the
combustion air to propagate the formation of hydroxide radicals,
thereby promoting a higher degree of oxidative completion, and
extracting more energy from the fuel and reduce the level of
unburned hydrocarbons in the combustion exhaust.
BACKGROUND OF THE INVENTION
[0003] It is a problem to increase the fuel efficiency of internal
combustion engines. In particular, enhancing the efficiency and
fuel versatility of internal combustion engines by introducing
hydrogen into the system is a pursuit that has vexed engineers
since the beginning of the 20.sup.th Century. Interest in this
pursuit has been inconsistent over the years, taking a back seat
due to the difficulties in achieving consistency in successes, yet
gaining support, but not success, during times of fuel scarcity and
social environmental focus.
[0004] The methods of introducing hydrogen into the internal
combustion engine have varied widely from hydrogenating bituminous
fuels to administering gaseous hydrogen into the internal
combustion engine's air supply. Theoretical computations have
suggested the potential for gains in combustion efficiency on many
levels, but the practical application has been dubious, yielding
just the slightest glimpse of these theoretically possible
combustion efficiency gains. The following description discusses
several of these practical applications with a focus on the theory
and variables responsible for inconsistencies or negative
results.
Hydrogen in History
[0005] Hydrogen was first suggested as a fuel for machinery in 1820
by W. Cecil's treatise, "On the application of hydrogen gas to
produce a moving power in machinery." Several incarnations of
hydrogen-powered machines followed, most of which were very
efficient, yet failed to achieve market success as a result of fuel
cost and scarcity. In the end, fossil fuels (petroleum) won out as
the primary mechanical fuel source, and hydrogen was all but
forgotten in this arena.
[0006] The military mobilization efforts leading up to World War I
saw a German force confronting petroleum fuel scarcity issues.
Engineers decided that their best option was to utilize hydrogen to
create a hybridized fuel using the bituminous fuels of which they
had plenty, and Hydrogen Enhanced Combustion (HEC) was born. By the
end of the war, the dubious results produced by HEC attempts and a
sharp decline in the need to pursue this approach led to a relative
cessation of research in this field.
[0007] The petroleum supply crisis of the 1970's marked the second
wave of interest in HEC research. This wave was largely a garage
movement and sparked a shift in the production of hydrogen and its
application within the internal combustion engine. Electrolysis as
a means for onboard gaseous hydrogen generation was the process
favored by the HEC hobbyist, and several advances were made in the
realm of electrolytic decomposition of water. Meanwhile, fossil
fuel reformation was the common mechanism employed by the
scientific community as a more efficient means to a higher yield
for gaseous hydrogen generation. This technology also saw marked
advances in efficiency. Learning from the issues with the earlier
German studies, gaseous hydrogen was administered as a separate
entity, either directly injected into the cylinders of the internal
combustion engine or mixed with the engine's air supply.
[0008] As petroleum supplies again became more accessible, the
interest in HEC experienced a decline until recent environmental
awareness met with forecasts of fossil fuel depletion to promote a
surge in the hydrogen economy movement. Many companies were formed
to promote products similar to those touted for their successes in
the 1970's, making extraordinary claims with respect to fuel
savings and emissions reductions. Despite all of the claims, no
government agency has approved such a technology to date.
Meanwhile, internal combustion engine manufacturers and research
institutions alike have been working with renewed effort and
expanded budgets to achieve marketable successes with hydrogen. The
majority of this community has focused its resources on fuel cell
technology, deeming the difficulties in applying HEC to the
internal combustion engine to be prohibitive. A handful of research
institutions have conducted studies, with limited success,
ultimately agreeing that the difficulties outweigh the potential
gains.
Hydrogen Enhanced Combustion Model
[0009] The original model for Hydrogen Enhanced Combustion was
predicated upon preparing bituminous fuels to be usable in internal
combustion engines. To this end, the fuel was actually hydrogenated
at a processing facility, and then shipped and stored in this
hydrogenated form. The major complication in this process was the
inherent stability of the resultant fuel. The hydrogen became so
stable in this format that many of the theoretical attributes which
made hydrogen originally enticing were not realized in the
cylinders of the internal combustion engine. This stability issue
manifested itself in the form of sluggish response and chronic
backfiring of the internal combustion engine.
Hydrogen Replacement Model
[0010] Today, the generally accepted model for Hydrogen Enhanced
Combustion studies is the energetic replacement of diesel fuel with
a hydrogen component. This model is hereby referred to as the
"Hydrogen Replacement Model" (HRM). In the HRM, the quantity of
hydrogen added to the diesel fuel is defined in energetic
proportion to the diesel fuel consumed. The accepted premise of
this model is that the energy derived from the combustion of diesel
fuel is fixed within any particular system. The aim of hydrogen
addition in the HRM is to decrease diesel fuel consumption by
replacing a portion of the diesel fuel with a volume of combustible
hydrogen that carries the same energetic value as the diesel fuel.
Emissions in this model are expected to be reduced relative to the
quantity of carbon-based diesel fuel omitted. In practice, however,
side reactions and quenching also play a role in determining the
emissions reductions. In laboratory testing, gaseous hydrogen has
been administered to the diesel engine almost exclusively from
compressed gas storage containers. In market applicability notes,
fossil fuel reforming is cited as the most viable means for
generating the requisite hydrogen supply, and the electrolytic
production of hydrogen is determined to be too inefficient. With
respect to a diesel engine, the following points best characterize
the HRM: [0011] The hydrogen combustion is characterized as being
initiated via the compression ignition of the diesel fuel within
the cylinders of the engine; [0012] Energetics are valued and
described in terms of separate hydrogen combustion and diesel
combustion mechanisms; [0013] Incomplete burning of both hydrogen
fuel and diesel (hydrocarbon) fuel is observed and measured as a
result of stoichiometric oxygen deficiencies relative to active
sites; and [0014] Large volumes of hydrogen addition are required
to effect energetic substitution requirements.
[0015] In contrast to these limitations of the diesel engine
application, HRM technologies have achieved a reasonable level of
success in Otto Cycle applications where integration expands the
lean operating limits of the system. In these applications,
ignition is initiated by the spark plug, and the combustion of
hydrogen becomes the primary reaction. In a Diesel Cycle system,
this process is more dubious since the compression ignition of the
diesel fuel is the reaction initiator. The volumes of hydrogen
required to achieve energetic substitution create competitive
hurdles, such as quenching, that inhibit a successful
integration.
Other Factors Worthy of Note
[0016] The standard diesel engine has specifically engineered air
flow volumes which are designed to optimize stoichiometric
concentrations of oxygen specific to the combustion of diesel fuel.
If this combustion were to propagate to completion, the exhaust
from the diesel engine would be comprised solely of carbon dioxide,
water, and excess atmosphere. The presence of carbon monoxide,
hydrocarbons, and soot are a consequence of other factors which
inhibit the complete combustion of the diesel fuel.
[0017] Polymerization, a form of quenching, occurs when active
sites in adjacent carbon molecules of the diesel fuel react with
one another to form a longer carbon chain. This is the mechanism
responsible for the generation of soot and many hydrocarbon
products in a diesel engine. Polymerization occurs when no oxygen
is proximate to the active sites on the diesel fuel carbon
molecules to continue the oxidation before polymerization can
occur.
[0018] Another major form of quenching is oxygen depletion. Every
oxygen atom that comes out of the combustion chamber attached to
anything other than a carbon atom is an oxygen atom that did not
fulfill its purpose in the combustion reaction Likewise, any carbon
atom that leaves the combustion chamber bonded to anything other
than two oxygen atoms is taking potential energy with it. Competing
combustion reactions in the cylinders of the diesel engine, such as
the formation of NOx, strip the primary reaction of oxygen and rob
the system of power. Even the combustion of hydrogen, as proposed
by the HRM, removes reactive oxygen from the system. Oxides of
nitrogen (NOx) are hazardous by-products of combustion reactions in
internal combustion engines where atmospheric air is used to supply
oxygen.
[0019] Approximately 78% of atmospheric air is nitrogen, so when
the conditions are right for NOx formation, there is no shortage of
a supply of nitrogen atoms. The major factors contributing to the
formation of NOx molecules are temperature and residence time.
Studies involving the HRM and Diesel Cycle engines have observed
increases in NOx emissions. This is due to competitive reaction
mechanisms. Multi-fuel (hydrogen and diesel-hydrocarbon) reactions
generally support increased residence time of active oxygen as a
result of competing side reactions and reversible intermediate
products. This also means a greater threshold where the temperature
is suited for this mechanism.
Key Conclusion Points
[0020] It is clear that there are two divergent schools of practice
within the Hydrogen Enhanced Combustion (HEC) community, both of
which show promise in different internal combustion systems. The
Hydrogen Replacement Model (HRM) has shown significant potential in
Otto Cycle systems because the ignition source is independent of
the fuel source. However, there are many variables which have made
the HRM struggle within the Diesel Cycle applications. Therefore,
there is presently no viable process for enhancing the efficiency
and fuel versatility of a diesel internal combustion engine by
introducing hydrogen gas into the diesel engine.
SUMMARY OF THE INVENTION
[0021] The present Product Gas Generator For Producing A
Substantially Stoichiometric Mix Of Hydrogen And Oxygen (termed
"Product Gas Generator" herein) works in conjunction with a
Combustion Management System, which models each hydrocarbon
combustion application, and the Product Gas Generator supplies a
product gas, comprising a dynamic mixture of nascent hydrogen (H)
and oxygen (O), to the internal combustion engine to propagate the
formation of hydroxide radicals (OH) and thereby to improve the
level of completion of the hydrocarbon combustion reaction. Atomic
hydrogen (or nascent hydrogen) is the species denoted by H
(atomic), contrasted with di-hydrogen, the usual "hydrogen"
(H.sub.2) commonly involved in chemical reactions. Being monatomic,
nascent hydrogen (H) atoms are much more reactive and, thus, a much
more effective reducing agent than ordinary diatomic H.sub.2 atoms.
The Combustion Management System provides product gas volumetric
requirement information and takes into account the engine style,
primary torque requests, and hydrocarbon fuel consumption
information to develop an operating system specific application
that produces consistent measurable results. Stoichiometric models
are used versus trial and error data obtained from running the
engine on a dynomometer through various load and engine speed
conditions, which saves time and money while insuring that each
Combustion Management System application is adequate for its
intended use.
[0022] The Combustion Management System effects increased
combustive potential by utilizing a dynamic mixture of nascent
hydrogen (H) and oxygen (O) produced in the Product Gas Generator
to propagate the formation of hydroxide radicals (OH). Several
fundamental differences between this and the Hydrogen Replacement
Model (HRM), described above, are: [0023] These hydroxide radicals
(OH) are orders of magnitude more active oxidizing agents than
O.sub.2; [0024] The thermodynamic model can be described in terms
of order of completion of the hydrocarbon fuel combustion; [0025]
Nascent Hydrogen (H) is added in perfect stoichiometric balance
with additional oxygen (O) to maintain the integrity of the
internal combustion engine's Air Fuel Ratio design as measured by
the exhaust gas concentration of oxygen; and [0026] Much smaller
volumes of hydrogen are required since the energetic gains are a
function of additional carbon bonds broken in the hydrocarbon
fuel.
[0027] The Product Gas Generator uses electrochemistry to produce a
product gas, which is a combination of nascent hydrogen (H) and
oxygen (O). This product gas forms a dynamic equilibrium with the
diatomic and free radical constituents yielding a gas with
exceptionally high oxidative potential. The hybridized gas mixture
is unique to the electrochemical process and cannot be replicated
using compressed hydrogen gas (H.sub.2) or fossil fuel reformation
products.
[0028] Unlike the HRM, which introduces a competitive reaction into
the internal combustion engine, this approach directly addresses
the primary reaction driving the hydrocarbon combustion mechanism
toward completion. This approach creates a twofold increase in the
reactive tendency toward completion. Hydroxide radicals (OH) are
lighter than the standard diatomic oxygen (O.sub.2) being
administered, which allows for greater diffusivity and an increased
potential for oxidative continuance to supersede polymerization.
Also, the higher oxidative potential of the hydroxide radicals (OH)
allow for carbon chain cleaving reactions, thus creating more
reactive sites on the hydrocarbon molecules and greater reaction
distribution.
[0029] Fuel savings are achieved as a result of extracting more
stored energy from each hydrocarbon molecule. Every carbon-carbon
and carbon-hydrogen bond in the cylinders of the internal
combustion engine represents stored energy that could be translated
into mechanical work. By promoting a higher degree of oxidative
completion, the Combustion Management System extracts more energy
from the hydrocarbon fuel. Similarly, emissions of particulate
matter, hydrocarbons, and carbon monoxide from the internal
combustion engine are a direct result of this hydrocarbon
combustion not propagating to completion. Therefore, furthering the
combustive process has a direct and measurable impact on both fuel
consumption and emissions reduction.
[0030] As noted above, polymerization is a problem in combustive
reactions; and the primary causes of polymerization within an
engine cylinder are fuel droplet size, turbulence, air composition,
molecule size, and reaction mechanism. The Combustion Management
System addresses each of these dynamics to ensure successful and
consistent reductions. The product gas injection port not only
administers the activated gas but also is designed to increase
turbulence and ensure homogeneous mixing. Fuel injectors are
modified or replaced to optimize droplet size and injection timing.
The activated reaction mechanism generates more molecules of
smaller size and greater separation. All of these factors combine
to facilitate a near total reduction of particulate matter
emissions.
[0031] The Combustion Management System is geared toward increasing
the reactivity of the hydrocarbon fuel itself. By increasing the
number of active carbon sites in the fuel, which is present in the
cylinders of the internal combustion engine, the statistical
probability of oxygen reacting in the desired fashion is
dramatically improved. Also, the addition of nascent hydrogen (H)
in stoichiometric balance with oxygen (O) nullifies the competition
between the hydrogen (H) and carbon (C) for oxidation. Also, the
creation of more active carbon sites reduces residence time of
active oxygen and decreases the statistical probability that
nitrogen and oxygen will collide during the optimum temperature
threshold. Reaction rate reductions also serve to limit the
timeframe where NOx formation is energetically feasible.
[0032] The Combustion Management System is a more universally
applicable model because it is based on a principle of directly
affecting the primary reaction rather than introducing a competing
reaction mechanism. The Combustion Management System model requires
a lower volume of gas injection to achieve results. This system
simultaneously affects fuel consumption and emissions reductions
via the same mechanism. This process works for all oxidative
processes with respect to hydrocarbon molecules.
BRIEF DESCRIPTION OF THE DRAWINGS
[0033] FIG. 1A illustrates, in tabular form, the operation of the
Combustion Management System; and FIG. 1B illustrates a Sankey
Diagram of the combustion process controlled by the Combustion
Management System;
[0034] FIG. 2 illustrates, in block diagram form, the typical
elements of one embodiment of the Combustion Management System
which includes the Product Gas Generator;
[0035] FIG. 3 illustrates a typical configuration of the metal
plates contained in the Reactor Cell of the Product Gas
Generator;
[0036] FIG. 4 illustrates the typical electrical current spread on
typical plate geometries in the Reactor Cell of the Product Gas
Generator;
[0037] FIG. 5 illustrates a typical gas scrubber for use in the
Product Gas Generator; and
[0038] FIG. 6 illustrates, in block diagram form, the Combustion
Management System as installed with a typical internal combustion
engine.
DETAILED DESCRIPTION OF THE INVENTION
Internal Combustion Engines
[0039] A diesel engine is an internal combustion engine that uses
the heat generated by the compression of the atmospheric air in the
combustion chamber to initiate ignition which burns the diesel
fuel, which is injected into the combustion chamber during the
final stage of compression. This is in contrast to a gasoline
engine, which uses the Otto Cycle, in which an air-fuel mixture,
located in the combustion chamber and compressed by a piston, is
ignited by a spark plug. The gasoline engine has a thermal
efficiency (the conversion of fuel into work) of 8% or 9%, while
the diesel engine has a thermal efficiency of about 30%.
[0040] In the diesel engine, only air is initially introduced into
the combustion chamber. The air then is compressed with a
compression ratio typically between 15:1 and 22:1, resulting into a
40-bar (4.0 MPa; 580 psi) pressure compared to 8 to 14 bars (0.80
to 1.4 MPa) (about 200 psi) in the gasoline engine. This high
compression of the diesel engine heats the air to approximately
550.degree. C. (1,022.degree. F.). At about this moment, fuel is
injected directly into the compressed air in the combustion
chamber. This may be into a void (typically toroidal in shape) in
the top of the piston or a pre-chamber depending upon the design of
the diesel engine. The fuel injector ensures that the fuel is
broken down into small droplets and that the fuel is distributed
evenly. The heat of the compressed air vaporizes fuel from the
surface of the droplets. The vapour then is ignited by the heat
from the compressed air in the combustion chamber, the droplets
continue to vaporize from their surfaces and burn, getting smaller,
until all of the fuel in the droplets has been burned. The start of
vaporization causes a delay period during ignition, i.e., the
characteristic diesel knocking sound as the vapor reaches ignition
temperature, and causes an abrupt increase in pressure above the
piston. The rapid expansion of combustion gases then drives the
piston downward, supplying power to the engine crankshaft.
[0041] As well as the high level of compression which allows
combustion to take place without a separate ignition system, a high
compression ratio greatly increases the engine's efficiency.
Increasing the compression ratio in a spark-ignition engine where
fuel and air are mixed before entry to the cylinder is limited by
the need to prevent damaging pre-ignition. Since only air is
compressed in a diesel engine, and fuel is not introduced into the
cylinder until shortly before top dead centre (TDC), premature
detonation is not an issue and compression ratios are much higher.
Advancing the start of injection (injecting before the piston
reaches TDC) results in higher in-cylinder pressure and
temperature, and higher efficiency, but also results in elevated
engine noise and increased oxides of nitrogen (NOx) emissions due
to higher combustion temperatures. Delaying the start of injection
causes incomplete combustion, reduced fuel efficiency, and an
increase in exhaust smoke, containing a considerable amount of
particulate matter and unburned hydrocarbons.
[0042] In addition, diesels develop maximum horsepower and
efficiency over a wide range of speeds. Diesel engines typically
are also equipped with a turbocharger, which uses exhaust gases
from the diesel engine to drive a turbine that supplies highly
compressed air to rapidly remove (scavenge) exhaust gases from the
cylinders. This increases the compression in the cylinders and
helps to cool the cylinders and cylinder heads. The increased
compression in the cylinder results in higher efficiency in burning
the fuel, and hence, more horsepower. A turbocharger can increase
the power output of a diesel engine by 30% to 50%, depending on
various factors.
System Application
[0043] FIG. 6 illustrates, in block diagram form, Combustion
Management System 200 as installed in an existing internal
combustion engine 602, as an example of the use of the Combustion
Management System 200 with a hydrocarbon combustion process. The
internal combustion engine 602 is equipped with standard components
consisting of an exhaust system 604, an atmospheric air intake
supercharger 606, and an electrical power generator 610. The
Combustion Management System 200 is powered by electrical energy
generated by the electric power generator 610 and produces a
product gas PG which is mixed with the incoming atmospheric air at
the supercharger 606 and injected into the internal combustion
engine 602 in well-known fashion.
Combustion Management System
[0044] FIG. 2 illustrates, in block diagram form, the typical
elements of one embodiment of Combustion Management System 200. A
set of fluid reservoirs 201 is provided to store a plurality of
fluids, each in a designated one of reservoirs 201A-201C. A first
reservoir 201A stores a quantity of water, which is used to
dissociate monatomic Hydrogen (H) and monatomic Oxygen (O); a
second reservoir 201B is used to store an electrolyte, which is
used in Reactor Cell 204 as described below; and a third reservoir
201C is used to store a catalyst, which is used to enhance the
reactions in Reactor Cell 204 as described below. Each of the
reservoirs 201A-201C includes a corresponding fluid level sensor
S1-S4, as described below, to provide indications of the fluid
level in each reservoir 201A-201C.
Controller
[0045] The Controller 220 includes hardware and software
specifically designed to manage the Combustion Management System
200 functionality and safety protocol. Controller 220 includes a
Processor 221 which monitors and controls the major logic
components, including the capacity to manage the multiple
iterations of the Reactor Cell Power Switch 210. Controller 220
also manages fluid transport, user interface, data logging, and
real time remote access functions.
[0046] The development of a workable thermodynamic model is the
first step in the development of a viable product. The next
critical consideration is understanding the mechanical system into
which the product is integrated and identifying the key variables
pertinent to the success of the integration. Fuel delivery, sensory
control loops, fuel consumption rates, duty cycle, transient state
dynamics, and mean RPMs are just a few of the variables to consider
when preparing to integrate. Presently, the Combustion Management
System 200 is optimized for low RPM, high-duty-cycle engines. Long
operating times in steady state conditions and limited feedback
loop management systems provide for a simpler interface than the
dynamic and stringently managed systems seen in the higher RPM and
lower-duty-cycle systems.
[0047] FIG. 1A illustrates, in tabular form, the operation of the
Combustion Management System 200. The Combustion Management System
200 makes use of a hydrocarbon combustion process model, stored in
memory 222, which determines the volume of a product gas PG
required for a volume of hydrocarbon fuel F which is required to
improve the level of completion of the hydrocarbon fuel combustion
process. Also provided is a mapping of the number of Reactor Cells
204 that need to be active in order to provide an adequate amount
of the product gas PG, as determined from this chart. There is
shown a column labelled "Throttle Setting" which is one of the
simple metrics which can be associated with a volume or range of
volumes of hydrocarbon fuel which is consumed by the hydrocarbon
fuel consuming process. There are a number of operating
characteristics which can be used for this purpose and they
include, but are not limited to: engine Revolutions Per Minute,
engine turbocharger Revolutions Per Minute, internal diagnostic
array of the engine, exhaust flow of the combustion by-products,
engine cylinder pressure, and the like. Thus, an engine operating
characteristic is indicative of a corresponding hydrocarbon fuel
consumption volume, which can actually be a range of hydrocarbon
fuel volumes, since the engine operating characteristic may not be
a simple immutable number but can consist of a "level" of
operation. For example, the throttle setting T is indicative of a
demand for power from the engine, but the throttle setting can be a
continuous variable; and a particular throttle setting T3 could be
indicative of a request which falls between predetermined limits on
a range of the continuum of throttle settings.
[0048] The product gas volume also is indicative of a required
volume of product gas PG for the volume of hydrocarbon fuel
associated with a selected throttle setting (or other measured
engine operating characteristic). The number of Reactor Cells
required to supply this volume of product gas PG is selected to
provide ample reserve to account for changes in the demand for
product gas PG.
Reactor Cell Power Control and Power Switch
[0049] In the Product Gas Generator, the Reactor Cell Power Control
225 optimizes the electrochemical reaction in Reactor Cell 204
within the parameters of the Combustion Management System 200. This
component manages the extremely high current utilized by the
Reactor Cell 204. Current is monitored using current sensor 210A,
and decisions are made by the Reactor Cell Power Control 225 as a
function of the present request for current received from Reactor
Cell 204. A square wave signal is generated by the Reactor Cell
Power Switch 210 at frequencies which optimize the electrochemical
reaction in Reactor Cell 204, while the duty cycle of the square
wave signal is adjusted to limit the effective current draw with
sensitivity to the capacitive effect of the reaction. An H-bridge
210A, which is an electronic circuit which enables a voltage to be
applied across a load in either direction, is utilized to reverse
polarity across the terminals of the Reactor Cell 204 with
regularity to reduce migration, again with special accommodations
for the Reactor Cell's capacitance.
[0050] The following is a list of typical logic considerations
performed by the Reactor Cell Power Control 225: [0051] 1. Measure
electric current flowing through the electrodes of Reactor Cell
204; [0052] 2. Communicate pump activation requests to Fluid
Control Module 224: In the event that sensors S1-S4 indicate a need
for addition of water from reservoir 201A, concentrated electrolyte
from reservoir 201B, or catalyst from reservoir 201C, the request
is communicated to Fluid Control Module 224 for fluid transport
management; [0053] 3. Communicate shut-down status of a Reactor
Cell 204 to Reactor Cell Power Switch 210: When Reactor Cells 204
are linked in parallel, a failure of one individual Reactor Cell
204 does not require the entire Combustion Management System 200 to
shut down; when Reactor Cells 204 are linked in series, the entire
series block is deactivated. Any shut-down condition is
communicated to an operator and logged with a master control
database 223 located in Controller 220; [0054] 4. Respond to
requests for information: In the event that no alerts are generated
by the sensor array S1-S9, the Sensor Monitor 226 of the Controller
220 surveys the status of each sensor for data logging; [0055] 5.
Maintain watchdog circuit: Reactor Cell Power Control 225
anticipates communication with Controller 220 at regular intervals,
and goes into an error mode if communication cannot be confirmed;
[0056] 6. Monitor cell liquid level: A sensor S7 is built into the
structure of the Reactor Cell 204 to monitor the fluid at the
minimum desired level; the sensor signal is "de-bounced", meaning
that a low level indication must persist for a predetermined time
before it is acted upon to compensate for the effects of normal
fluid motions in a moving application; [0057] 7. Monitor the
printed circuit board temperature in the vicinity of the H-bridge
210A via temperature sensor S6: High temperatures can damage the
circuitry; and high temperatures are likely an indication of a
larger functional issue which suggests the need for further
inspection; and [0058] 8. Monitor supply voltage: If supply voltage
begins to drop, the power source 610 is not providing sufficient
power to support the operation of the Reactor Cell 204 as well as
the internal combustion engine's operating systems; a drop of 1.5 V
or more is an indication that the Combustion Management System 200
needs to shut down until the Combustion Management System 200 can
be inspected. The Controller 220 responds to received fluid level
indications by activating selected ones of the input solenoids 202
to enable fluid flows from reservoirs 201A-201C to Reactor Cells
204 as provided by associated fluid pumps 203.
Reactor Cells
[0059] FIG. 4 illustrates a typical configuration of the metal
plates contained in the Reactor Cell 204 of the Product Gas
Generator. The design utilizes bridged pair plates 404 with
insulating partitions dividing each pair 406 and an entry electrode
402. Plate design and configuration are based on a combination of
electrochemical standards and physical electron transport process
dynamics.
[0060] FIG. 5 illustrates the typical electrical current spread on
typical plate geometries in Reactor Cell 204 of the Product Gas
Generator and is an example of current dispersion optimization
based on 30% electron drift (506, 512) along the diagonal (504,
510). The square plate (502) has a great percentage of surface area
that does not achieve enough current to propagate reasonable
reaction efficiency. By changing the plate dimensions to a 3:1
ratio (508), such as 2''.times.6'', the current effective area is a
much greater percentage of the surface area of the plate.
Maximizing current saturation has the following effects: more
electrons propagating reaction, increased reactor efficiency, and
lower heat generation.
[0061] Electrochemically, a 1.23V potential will break the
Hydrogen-Oxygen bonding in water. In a twelve-volt system, this
corresponds to ten plate pairs in series, with twenty plate pairs
for a twenty-four volt system configuration. The plates are part of
an induced series configuration propagating the current through an
alternating sequence of straight shorts and electrolytic media
connection. In one implementation of the Combustion Management
System 200, nonconductive dividers are used to ensure proper charge
orientation and distribution.
[0062] In contrast to conventional systems, and considering the
path by which the current flows through stainless steel plates,
when the primary current was oriented along the diagonal of the
plate, approximately 30% swelling occurs at the center. In an
effort to optimize effective plate charge, coverage plates with a
3:1 dimensional ratio were chosen. Plates are fixed in Reactor
Cells 204 in such a manner that they are allowed to vibrate, which
optimizes the release of product gases in the form of bubbles from
the surface of the plates.
[0063] The Reactor Cells 204 contain, for example, twenty plate
pairs. The pairs are separated into four sets of six pairs, which
are individually connected in series. The design allows for two
sets to be connected in parallel for twelve-volt applications and
in series for twenty-four volt systems. Furthermore, entire Reactor
Cells 204 may be linked in either series or parallel so a wide
array of varying voltage applications can be supported in optimal
fashion. In other words, in the case of a heavy duty twelve-volt
engine application, four Reactor Cells 204 configured for twelve
volts can be linked in parallel, thus providing 96 pairs of
reactive plates with a 1.9-volt potential. Furthermore, for a
74-volt system, such as a railroad locomotive, one and a half cells
configured for twenty-four volts can be connected in series to
offer 36 reactive pairs of the same potential.
[0064] In the end product, transport of caustic liquids and
combustible gasses with high diffusion coefficients are intrinsic
to the Combustion Management System 200. Special attention is paid
to fitting seals and transfer efficiency. Hose barbs are molded
into the components with specialized molding processes.
[0065] Product gases PG are extracted from the Reactor Cells 204
through output solenoid 205 and flow switch 206, then pulled
through the gas scrubber 207 by a vacuum pump 208. The Combustion
Management System product gas PG, as noted above, is a mixture of
nascent hydrogen (H) and oxygen (O) in dynamic equilibrium with
hydroxide radicals, and diatomic oxygen and hydrogen, (termed
"oxyhydrogen" herein) produced via an electrolytic reaction in the
reaction cells, part of the physical Combustion Management System
(200).
Reactor Cell Implementation
[0066] Electrically, the plate configuration of the Reactor Cell
204 comprises an inductive series circuit of pairs of plates, with
each plate being one half of a reactive pair of plates. The
inter-plate (reaction specific) voltage is a function of the number
of pairs of plates between the contact electrodes of the Reactor
Cell 204:
Inter-Plate Voltage=Supply Voltage/# of Reactive Pairs of
Plates
The optimum voltage is dependent on the reaction, and a typical
value is between 1.8V and 2.1V. This configuration is self
correcting for reaction propagation.
[0067] Specific example:
TABLE-US-00001 Reaction Potential 1.8 V Input Potential 24 V
Reactive Pairs 30 Per Pair Theoretical 0.8 V/pair of plates 44% of
required potential Voltage Net result 13 pairs of plates carry out
the reaction; the other 17 pairs of plates behave as a salt bridge
to transport the current with minimum voltage drop.
[0068] The spacing of the plates is critical yet reaction specific,
and 0.05 to 0.07 inches is optimum for this particular reaction. In
addition, the alternation of the bridge strap position promotes
current propagation along the diagonal of the plates.
Plate Construction And Design
[0069] The caustic nature of the electrolyte used in the Reactor
Cell 204 necessitates the use of inert electrodes. Platinum is the
preferred electrode material or coating in industrial applications,
since it is highly inert and has great electrical conductive
properties; however, it is an extremely expensive material.
Molybdenum is a close second choice for many of the same reasons as
noted above for Platinum. An alternative material is 316 L
stainless steel, which is highly inert, much less expensive than
either Platinum or Molybdenum, and is readily available. A further
alternative material is nanoparticle impregnated carbon fibers,
which have a low cost of manufacture, are light weight,
dramatically increase surface area and gas releasing properties, an
ability to engineer current dispersion properties, improved
efficiency, and zero atomic drift and dissociation over time.
Product Gas Scrubber
[0070] FIG. 2 illustrates a typical product gas PG scrubber 207 for
use in the Product Gas Generator, which is a component that
purifies the product gas PG prior to delivery to an internal
combustion engine 602. The product gas PG scrubber 207 further
provides a flashback arrestor. The product gas PG scrubber 207
removes collective moisture such that there is 5% or less moisture
in the product gas PG administered to the internal combustion
engine 602. The functional design of product gas PG scrubber 207 is
a hybrid of impingement plate and irrigated filter wet scrubber
models. The product gas PG scrubber 207 uses a combination of
absorption and Brownian diffusion modes to extract particulate
contaminants as well as excited molecular vapor contamination.
Product gas PG transport is promoted by a vacuum pump 208 connected
to the product gas PG scrubber's output port regulating a 5 to 13
L/min output flow (flow varies based on production capabilities of
an application based on Reactor Cell 204). Contaminated and
vapour-saturated product gas PG enters the product gas PG scrubber
207 at the bottom of the chamber where it is immediately forced
through a diffusion plate oriented 90.degree. to the input stream.
The diffusion plate serves to decrease the velocity of the incoming
gas stream as well as to begin separation via product diffraction.
The constituents of the product gas PG, being of different mass
experience, different acceleration of entry into the fluid
extraction membrane. As surface tension of the water shapes the gas
into a bubble, the individual molecules strike the interfacial wall
and, depending on solubility, size, and charge, are absorbed or
deflected back into the bubble. In the time it takes for the bubble
to pass the 95.25 mm to the surface, there is an average of 40%
molecular diffusion taken out of the bubble.
[0071] The product gas PG scrubber 207 is a reservoir comprised of
one input port and two output ports, a level sensor, and four gas
diffusion plates. A vacuum pump is connected to the output port at
the top of the reservoir. The Reactor Cell product gas PG output
ports are connected to the input port at the base of the reservoir.
The reservoir contains an electrolyte fluid, which acts as a filter
and a separator. Product gasses are forced via the vacuum produced
by the pump through the primary diffusion plate, traveling through
the fluid in the form of small bubbles. Surface area and bubble
size are a primary consideration because this media separation
allows the system to collect/scavenge impurities for return to the
liquid medium. The three diffusion plates at the top of the
reservoir have offset porting and act as a condensation matrix.
During operation, the liquid level in the reservoir will rise,
which is monitored by the level switch. The secondary output port
is attached to a liquid pump which extracts excess liquid and
returns it to the reaction supply. The product gas PG scrubber
fluid is the same as the electrolyte in the cells.
Fluid Transport System
[0072] The fluid transport system is responsible for maintaining
proper electrolyte levels in the Reactor Cells 204 as well as
ensuring proper extraction and delivery of product gases PG. A
liquid pump and solenoid valve manifold transport water,
concentrated electrolyte, and catalyst to designated compartments.
A system of level sensors and control logic directs operations, as
well as monitors functioning of components.
[0073] All liquid media is filled and stored in one or more
reservoirs--unique to each particular application. For example, a
short haul operating system where the truck returns to a base at
the end of every day generally can function on a five-gallon water
tank that can be topped off at the beginning of each day, whereas a
locomotive engine that runs for many days at a time without
reaching a servicing base will likely require a much larger water
reservoir. Storage levels are set according to the duty cycle of
the engine the unit to which it is attached. In one implementation,
filling is a "no touch" pump driven operation. For instance, the
reservoir may be connected to the solenoid manifold and liquid
pump. The manifold is connected to other components of the system
to manage fluid flow between the components. Level sensors in each
component work with the manifold and pump to maintain proper levels
in each unit during operation. In one implementation, the process
control logic contains de-bouncing algorithms, event timers,
alerts, and corresponding event handlers (e.g., to provide
information regarding proper functioning of the liquid system, to
automatically shut down in the event of a failure or procedural
anomaly, etc.) and/or so on. A basic de-bouncing algorithm will
require the reed switch to trigger for a full 5 seconds to insure
that the trigger event wasn't a product of an instantaneous event
such as bouncing or sloshing.
Air Interface
[0074] Produced gas mixes into compressed air of the turbo line.
The delivery system is a venturi effect inducer port installed
directly into the turbo line of the engine system. In order to
achieve consistent success, the following considerations are
characterized for each engine type: [0075] Negative air pressure at
injection; [0076] Homogenous mixing; [0077] Fuel injection timing
recalibration; [0078] In common rail, achievement of surplus
hydrogen for all torque requests; and [0079] Interface with CAN Bus
in newer engine types.
Fuel Interface
[0080] The fuel interface method mixes the product gases PG
directly into the combustive fuel prior to injection. In one
implementation, the system utilizes a venturi effect mixing
apparatus to dissolve the product gas PG components into the diesel
fuel in the line. Due to the low solubility of oxygen, the
un-dissolved gas is extracted using a fluid/gas extractor component
installed pre-fuel filter. The extracted gas is administered to the
air supply using the air interface component. Fuel interface
technology is novel as compared to the Hydrogen Enhanced Combustion
state of the art. To ensure repeatable success of this method, the
following considerations are achieved: [0081] Hydrogen is
thoroughly dissolved in fuel--This is achieved via a stationary
mixing tube, the application-specific design which is laboratory
proven for maximum threshold values prior to installation; [0082]
Any un-dissolved gas is extracted prior to entering common rail--A
special gas phase separator is added to the fuel line before the
common rail or injector housing; [0083] Stable at high temperatures
and pressures; [0084] Hydrogen is free upon injection; [0085] 5%
molar hydrogen to fuel--A dosing pump is calibrated to
application-specific fuel line requirements; [0086] Extracted gas
(un-dissolved oxygen) is injected into the air supply; and [0087]
Recirculated fuel is stable (no buildup of hydrogen in fuel
tank).
Electrolyte Chemistry
[0088] The chemical composition of the electrolyte determines the
rate, efficiency, and product of the electrolysis. KOH is the
electrolytic catalyst of choice in the Hydrogen Enhanced Combustion
(HEC) market, although concentrations vary from company to company.
The Combustion Management System technology utilizes a 1.5% molar
concentration of KOH, which is a strong Base (alkaline).
Theoretically, any alkaline can serve the primary function, but
other characteristics of the alkaline elements make them
unfavorable as catalysts in this environment. The reaction equation
is multi functional. KOH dissociates in water to form
K.sub.+aq+OH.sub.-aq. These components, being catalytic, have no
place in the actual half reactions. Combustion Management System
108 also utilizes the wetting properties of a non-foaming
surfactant as a process catalyst in specialized applications.
Surfactant catalysis provides energetic favorability and promotion
of a hydrogen specific product gas.
[0089] HEC technology utilizes catalysis as a promoter of
electrochemical efficiency and increased product gas PG production
by reducing the enthalpy of decomposition. Proper electrolyte
chemistry promotes current transfer between electrodes. A good
electrolytic catalyst also facilitates extraction of product gas PG
atoms from the reactive electrode.
Overview Regarding Hydrogen Enhanced Combustion Gains
[0090] The administration of a hydrogen/oxygen gas mixture
fundamentally improves the overall combustion reaction efficiency
by driving the reaction to a higher level of completion. This
improvement translates into a significant increase in energy
released and decreased fuel requirement.
[0091] Consider the standard Diesel engine as simply a reaction
chamber for the combustion of Diesel fuel. In this paradigm, the
system consists of the input combustion fuel, the input atmospheric
air, the compressive promotion of auto-ignition, and the exhaust.
The combustion of carbon chains in the cylinders of the diesel
engine is an oxidation reaction that, from an energetic analysis,
when allowed to reach completion, results in CO, and H.sub.2O. Any
molecules in the exhaust gas mixture other than these two can be
classified as caused by impurities or failure to achieve reaction
completion. Present emissions analyzers test for the following:
[0092] Hydrocarbons [0093] Carbon Monoxide [0094] Carbon Dioxide
[0095] Nitrogen Oxides [0096] Oxygen Referring to the above list,
the first three items can be classified as a measure of the degree
of the combustion. Hydrocarbons, having the lowest degree of
decomposition, represent stored energy that has not been
transferred to the drive train system. The combustion of carbon
molecules described in its simplest form is a decomposition of
molecules such that energy is derived from the breaking of covalent
bonds. The following is a list of bond energies for carbon
molecules: [0097] C--C Bond energy 348 kJ/mol [0098] C.dbd.C Bond
Energy 614 kJ/mol [0099] C.ident.C Bond Energy 839 kJ/mol [0100]
C--H Bond Energy 413 kJ/mol Accordingly, it is easy to see by this
list that every carbon bond that is not broken in the hydrocarbons
that are present in the exhaust represents a sizeable measure of
stored energy that is being wasted. It is this wasted energy that
Hydrogen Enhanced Combustion (HEC) is geared at capturing. The
second measured component, CO, is a result of depletion of reactive
oxygen in the vicinity of decomposed carbon atoms. Carbon monoxide
has a higher enthalpy of formation (-110.5 kJ/mol) than carbon
dioxide (-393.5 kJ/mol), further depleting the energy available for
transfer to the drive train.
[0101] There is much discussion in engineering circles regarding
the potential for efficiency gains with hydrogen administration.
The description in the following section titled "Computational
Analysis" does not in any way, shape, or form seek to argue against
this industry-wide accepted value. Rather, it delves deeper into
the mechanics of this combustion to paint a more accurate picture
of what this accepted efficiency truly means, as well as to
illustrate the potential for much greater gains.
[0102] Given the accepted principles and concrete measured values,
they are used to construct a more complete picture of the system's
combustive process and assess where the measured gains actually
come from. The data used for this following example were measured
values for a Detroit Diesel 71-2 Genset system. The fundamental
concept is as follows. The system is deriving power from the
combustion of diesel fuel (for the sake of these calculations
represented as Cetane C.sub.6H.sub.14). The reaction occurring is
4C.sub.12H.sub.23+71O.sub.2.fwdarw.48CO.sub.2+46H.sub.2O. The test
measured the composition of the exhaust gas as well as the weight
of the fuel being administered. Allowances were made for the carbon
content of the air component of the input. The CO.sub.2 component
is compared to the input carbon as a direct measure of the
percentage to which the combustion reaction has been propagated to
its completion.
Computational Analysis Regarding Tests Performed on a Detroit
Diesel 71-2 Engine with the Present Combustion Management
System
The Computational Model:
[0103] 4C.sub.12H.sub.23+71O.sub.2.fwdarw.48CO.sub.2+46H.sub.2O
Reaction
Model Specific Parameters:
[0104] 100 % efficiency : 4 C 12 H 23 + 71 O 2 -> 48 CO 2 + 46 H
2 O = - 1.42 .times. 10 5 kJ / gal = 39.4 kWh / gal , since 1 kWh =
3.6 .times. 10 3 kJ ##EQU00001## 97 % efficiency argument : = .97 *
( - 1.42 .times. 10 5 ) kJ / gal = - 1.38 .times. 10 5 kJ / gal =
38.27 kWh / gal ##EQU00001.2##
Dataset:
[0105] Baseline: [0106] Consumption=1.585 gal/h [0107] Theoretical
output=62.45 kW
[0108] Genset Load: =21.46 kW
[0109] Output Efficiency=34%
Combustion Management System:
[0110] Consumption=1.11 gal/h [0111] Theoretical output=43.69
kW
[0112] Genset Load=21.87 kW
[0113] Output Efficiency=50.1%
Discussion Regarding 16.1% Output Efficiency Increase:
[0114] There are three major factors affecting the output
efficiency of the two-stroke diesel genset model: combustive,
mechanical, and thermal. The Combustion Management System
application affects all three to produce the 16.1% observed
gains.
Combustive:
[0115] The Combustion Management System has effected a 73%
reduction in hydrocarbon emissions and a 4% reduction in carbon
dioxide while burning 17% less fuel and supplying 1.91% greater
load. The argument is that these results require clarification as
to their feasibility. We will start by analyzing combustive
energetics.
Diesel fuel (model)=C.sub.12H.sub.23 [0116] Density=0.85 kg/L
[0117] Molecular Weight=0.167 kg/mol=5.988 mol/kg
Conversion:
[0118] x Gal/h*3.785 L/Gal*0.85 kg/L*5.988 mol/kg*12 mol C/mol
C.sub.12H.sub.23=mol C/h x Gal/h*231.179 mol C/h=mol C/h
Composition Model
[0119] CO.sub.2 accounts for 49% of combustion product [0120] Air
Fuel Ratio (AFR) (in this case measured lb air:lb fuel) [0121] Air
properties: Density 1.2 g/L=0.010 lb/Gal [0122] 24.79
L/mol=>6.549 gal/mol=>0.0655 lb/mol [0123] 20.95% O.sub.2
& 0.038% CO.sub.2 Baseline: 51.16 lb air/lb fuel*11.9 lb
fuel/hr=608.84 lb air/hr=> [0124] 9295.27 mol air+1947 mol
O.sub.2+4 mol CO.sub.2 Combustion Management System: 52.7 lb air/lb
fuel*9.9 lb fuel/hr=521.73 lb air/hr=> [0125] 7965.34 mol
air+1669 mol O.sub.2+3 mol CO.sub.2
[0126] Conservation of mass states that total mass in must equal
total mass out
TABLE-US-00002 Combustion Management Baseline System Mass in:
620.74 531.63 Exhaust Gas Composition: HC (ppm) 102.75 27.75
CO.sub.2 (%) 4.25 4.08 NO.sub.x (ppm) 549.25 282 Diesel Fuel Input:
Gal/h 1.585 1.11 mol C/h 366.42 256.61
CO.sub.2 component in exhaust: (CO.sub.2=44 g/mol=>0.097
lb/mol=>10.31 mol/lb) Baseline: 4.25%=>26.38 lb/h*10.31
mol/lb=271.96 mol/h+4 mol/h in air
[0127] excess C=90.46 mol/h [0128] 75% combustive efficiency or 25%
incomplete burn Combustion Management System: 4.08%=>21.65
lb/h*10.31 mol/lb=223.63 mol/h+3 mol/hr in air
[0129] excess C=29.98 mol/h [0130] 88% combustive efficiency or 12%
incomplete burn Combustive gain 13%
[0131] The following is a brief discussion regarding the 3.1% gain
not accounted for in the combustive analysis.
Thermal:
[0132] The Combustion Management System reduces thermal efficiency
losses by reducing combustion temperatures, which in turn reduces
cylinder head and exhaust temperatures.
Further Claim Bases Computation:
[0133] Hydrocarbon emissions are a mixture ranging from unburnt
fuel C.sub.12H.sub.23 to methane CH.sub.4. In this example, a mean
hydrocarbon is used such as hexane C.sub.6H.sub.14. For the
Baseline, this would mean 15 mol/h hexane in exhaust. The 13% gain
in combustive completion can be represented as the burning of 2 mol
C.sub.6H.sub.14:
2C.sub.6H.sub.14+19O.sub.2.fwdarw.12CO.sub.2+14H.sub.2O=-5835.76
kJ/mol
For the two mol considered in this computation, the energetic gain
is 11671.52 kJ/h or 3.24 kW.
Recoverable Losses:
The Paradigm Regarding the Calculations:
[0134] The calculations are strictly a consumptive calculation
relating the carbon put into the system versus the carbon in all
forms other than CO.sub.2 coming out of the system. This number
gives an overall conversion efficiency for the combustion.
Unavoidable Assumptions:
[0135] The following is a list of assumptions which are deemed
unavoidable due to the level of complexity and inconsistency in the
specific composition of diesel fuel and atmospheric air: [0136]
Assumed composition of diesel fuel: C.sub.12H.sub.23 [0137] Assumed
CO.sub.2 component in atmospheric air: 0.033% These assumptions,
although generally accepted, will limit the accuracy of the
computation to a small degree.
Limitations of the Computational Analysis:
[0138] This set of computations is designed to establish a
fundamental agreement that there is a non-complete combustion
process in the cylinder. The computational analysis is designed to
quantify the degree to which the combustion achieves completion.
This analysis describes the percentage of input carbon which is
completely oxidized (decomposed to CO.sub.2) in terms of that which
is not (all other carbon derivatives). There is not an available
dataset which provides sufficient information regarding the true
molecular composition of the hydrocarbon (HC) and particulate (PT)
constituents, so a true energetic quantification cannot be
produced.
With Respect to the Requested Data:
[0139] The fuel input relative to the exhaust is a critical dataset
with respect to the computation at hand. This is the information
upon which the entire computation is predicated and must be as
accurate as possible in order to produce a reasonable solution.
[0140] The AFR was requested as a form of checks and balances to
substantiate the computational result. For that reason, calculating
the AFR based on the oxygen in the exhaust produces a circular
argument.
In Reference to the Sankey Diagram of FIG. 1B
[0141] As described herein, this computational analysis is not a
quantitative energetic analysis, since such an energetic discussion
would be subject to a large margin of error. For that reason, it is
not possible or pertinent to produce such a diagram with respect to
these computations.
Measured Values and Computational Parameters:
[0142] These are the values from which all computation and
conversions will be based: [0143] Delivered Hp of the Engine (kW):
[0144] 1472 [0145] Measured Exhaust (composite g/kWh):
TABLE-US-00003 [0145] CO: 0.51 Molecular Weight: 28 g/mol C HC:
0.91 Molecular Weight: 14 g/mol C PT: 0.08 Molecular Weight: 14
g/mol C
[0146] Fuel definition parameters:
TABLE-US-00004 [0146] Fuel model: C.sub.12H.sub.23 Molecular Weight
(kg/mol): 0.167 (Defined Value) Fuel Density (kg/L): 0.85 (Defined
Value) Heat of Combustion (MJ/kg): 44.86 (Measured) Fuel Input
(g/kWh): 203.3 (From ABC) CH.sub.4 Heat of Combustion (kJ/mol):
802.34 (Defined Value) CO vs. CO.sub.2Formation Energy (kJ/mol):
283 (Defined Value)
[0147] Conversion parameters: [0148] 0.2778 kWh.fwdarw.1 MJ
Overall Engine Efficiency:
[0149] The first set of computations regard the overall efficiency
of the system in terms of potential energy administered versus
derived power. [0150] Fuel In [0151] 203.3 g/kWh [0152] 0.2033
kg/kWh [0153] Measured Heat of Combustion [0154] 44.86
MJ/kg.times.0.2778 kWh.fwdarw.12.462 kWh/kg [0155] Energetic
Analysis [0156] 1472 kW [0157] 100% Efficiency=1472 kW/12.4621
kWh/kg.fwdarw.118.12 kg/h [0158] True Input=0.2003
kg/kWh.times.1472 kW.fwdarw.299.26 kg/h [0159] Overall Engine
Efficiency [0160] 118.12 kg/h/299.26% kg/h.fwdarw.39.5%
Exhaust Analysis:
[0161] The next step is to analyze the combustive efficiency of the
engine. The same methodology has been employed as the previous
document, only utilizing the information pertinent to the ABC
engine. All computations are conducted using 1472 kW. [0162] Fuel
In [0163] 203.3 g/kWh [0164] 0.2033 kg/kWh [0165] Using the
C.sub.12H.sub.26 model for Diesel Fuel [0166] 0.4156 mol
C/kWh.times.1472 kW [0167] .fwdarw.611.71 mol/h Carbon atoms [0168]
Non-CO.sub.2 Carbon in Exhaust [0169] CO-0.51 g/kWh (0.51
g/kWh.times.1472 kW)/(28 g/mol) [0170] .fwdarw.26.81 mol/h Carbon
atoms [0171] HC-0.91 g/kWh (0.91 g/kWh.times.1472 kW)/(14 g/mol)
[0172] .fwdarw.95.68 mol/h Carbon atoms [0173] PT-0.08 g/kWh (0.08
g/kWh.times.1472 kW)/(14 g/mol) [0174] .fwdarw.8.41 mol/h [0175]
Total Non-CO.sub.2 Carbon in Exhaust 8.41 mol/h+95.68 mol/h+26.81
mol/h.fwdarw.130.90 mol/h [0176] Combustion Reaction Efficiency
[0177] Carbon atoms administered to the system in the form of
diesel fuel is fully converted to CO.sub.2 (611.71 mol C/h-130.90
mol C/h)/611.71 mol C/h.fwdarw.79% [0178] Carbon atoms administered
to the system in the form of diesel fuel exhausted in a form other
than that of CO.sub.2, thus taking potential energy with it:
100%-74%.fwdarw.21%
Energetic Model And Computation:
[0179] The non-CO.sub.2 carbon constituents of diesel engine
exhaust are a mixture of literally hundreds of different molecular
structures ranging from the polymerase soot molecules and unchanged
diesel fuel molecules down to the simplest hydrocarbon, methane.
For the sake of this exercise, the mean energetic value between the
diesel fuel model and methane has been used as a solid estimate of
the energetic value for the hydrocarbon and particulate
constituents of the exhaust.
HC And PT Computation:
[0180] HC-95.68 mol/h Carbon atoms 95.68 mol/h/611.71 mol C/h
[0181] .fwdarw.15.64% ratio of carbon atoms from fuel [0182]
PT-8.41 mol/h Carbon atoms 8.41 mol/h/611.71 mol C/h [0183]
.fwdarw.1.38% ratio of carbon atoms from fuel [0184] Totals=95.68
mol/h+8.41 mol/h [0185] .fwdarw.104.09 mol/h Carbon atoms [0186]
15.64%+1.38%.fwdarw.17.02% ratio of carbon atoms from fuel [0187]
Computation [0188] 17.02%.times.(299.26 kg/h.times.12.462 kWh/kg)
[0189] .fwdarw.634.74 kW if diesel molecules [0190] (802.34
kJ/mol.times.104.09 mol/h).times.(0.2778/1000 kWh/MJ) [0191]
.fwdarw.23.20 kW if methane [0192] (634.74+23.20)/.fwdarw.328.97 kW
mean value
[0193] There is also a measured value for the CO component in the
exhaust. Since the energy of formation is higher for CO than it is
for CO.sub.2, it is possible to calculate the energetic loss for
this portion of the exhaust. [0194] CO Component [0195] Energetic
Divergence [0196] 283 kJ/mol [0197] 26.81 mol/h [0198] 283
kJ/mol.times.26.81 mol/h.fwdarw.7587.63 kJ/h [0199] (7587.63
kJ/h.times.0.2778)/1000.fwdarw.2.11 kW
[0200] Overall energetic comparisons will take into account the sum
total of these energetic computations to derive useful energetic
data. [0201] Potential Energy Total for Exhaust [0202] 2.11
kW+328.97 kW.fwdarw.331.08 kW [0203] Comparisons [0204] (4.22
kW+331.08 kW)/((299.26 kg/h.times.12.462 kWh/kg)-1472 kW) [0205]
.fwdarw.15% fraction of total energetic losses [0206] (4.22
kW+331.08 kW)/1472 kW [0207] .fwdarw.22% fraction of total output
energy [0208] (4.22 kW+331.08 kW)/(299.26 kg/h.times.12.462 kWh/kg)
[0209] .fwdarw.9% fraction of total input potential energy
CONCLUSIONS
[0210] Although these calculations are not rigorous in the
strictest sense, the assumptions are reasonable. The information
provided by the computations shows beyond a reasonable doubt that
there is a considerable value of potential chemical energy in the
exhaust. The Combustion Management System is designed to capture
this energy by increasing the rate of the combustion reaction to
produce a more complete burn. No laws of physics are being refuted
within the construct of this analysis; it is simply a more
efficient chemical process.
SUMMARY
[0211] The Combustion Management System models each hydrocarbon
combustion application and supplies a product gas PG, comprising a
dynamic mixture of nascent hydrogen (H) and oxygen (O), to the
internal combustion engine to propagate the formation of hydroxide
radicals (OH) and thereby to improve the level of completion of the
hydrocarbon combustion reaction.
* * * * *