U.S. patent number RE35,237 [Application Number 08/326,610] was granted by the patent office on 1996-05-14 for aqueous fuel for internal combustion engine and method of combustion.
Invention is credited to Rudolf W. Gunnerman.
United States Patent |
RE35,237 |
Gunnerman |
May 14, 1996 |
**Please see images for:
( Certificate of Correction ) ** |
Aqueous fuel for internal combustion engine and method of
combustion
Abstract
An aqueous fuel for an internal combustion engine is provided.
The fuel comprises water from about 20 percent to about 80 percent
by volume of the total volume of said fuel, and a carbonaceous fuel
selected from the class consisting of ethanol, methanol, gasoline,
kerosene fuel, diesel fuel, carbon-containing gaseous or liquid
fuel, or mixtures thereof. A method for combusting an aqueous fuel
in an internal combustion engine is provided. The method produces
approximately as much power as the same volume of gasoline. The
method comprises introducing air and aqueous fuel into a fuel
introduction system for the engine. The fuel comprises water from
about 20 percent to about 80 percent by volume of the total volume
of the fuel, and a carbonaceous fuel from ethanol, methanol,
gasoline, kerosene fuel, diesel fuel, carbon-containing gaseous or
liquid fuel, or mixtures thereof, and introducing and combusting
said air/fuel mixture in a combustion chamber or chambers in the
presence of a hydrogen producing catalyst to operate the
engine.
Inventors: |
Gunnerman; Rudolf W. (Reno,
NV) |
Family
ID: |
27412054 |
Appl.
No.: |
08/326,610 |
Filed: |
October 20, 1994 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
Issue Date |
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689988 |
Apr 3, 1991 |
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440224 |
Nov 2, 1989 |
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Reissue of: |
695304 |
May 3, 1991 |
05156114 |
Oct 20, 1992 |
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Current U.S.
Class: |
123/1A; 123/143B;
123/556; 123/DIG.12 |
Current CPC
Class: |
C10L
1/328 (20130101); C10L 1/026 (20130101); C10L
1/023 (20130101); F02B 47/02 (20130101); F02B
3/06 (20130101); Y02T 10/12 (20130101); Y02T
10/121 (20130101) |
Current International
Class: |
C10L
1/00 (20060101); C10L 1/02 (20060101); C10L
1/32 (20060101); F02B 47/00 (20060101); F02B
47/02 (20060101); F02B 3/00 (20060101); F02B
3/06 (20060101); F02P 023/02 (); F02M 031/04 ();
C10L 001/02 () |
Field of
Search: |
;123/1A,3,25R,25E,143B,556,25A,25B,25F,DIG.12,670 ;44/301
;431/4 |
References Cited
[Referenced By]
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Other References
F A. Cotton, et al., Advanced Inorganic Chemistry, 4th edition, pp.
215-228 (undated). .
E. B. Millard, Physical Chemistry For Colleges, 1941, pp. 340-344.
.
M. Venugopalan and R. A. Jones, Chemistry of Dissociated Water
Vapor and Related Systems, 1968, p. 187. .
Gunnerman Motor Corporation, "Ultra Low Emission Internal
Combustion Engine Powered Vehicles" (four pages), (undated). .
Daily Times, Salisbury, Maryland, "Environmental Decade's Answer to
Henry Ford," Dec. 27, 1990, p. 18. .
Oil Market Listener, Jan. 22, 1993, "Further Tests Lend Credence to
Significant Potential of Water-Gasoline Fuel" pp. 1-5. .
E. J. Smith, XPCI Corporation, SAE International Congress, Paper
No. 830385 SAE Spec. Publ. N.SP-54237-42, "The Use of Surfactants
in Preventing Phase Separation of Alcohol Petroleum Fuel Mixtures",
1983..
|
Primary Examiner: Argenbright; Tony M.
Attorney, Agent or Firm: Christie, Parker & Hale
Parent Case Text
CROSS REFERENCE TO CO-PENDING APPLICATIONS
This application is a continuation in part patent application Ser.
No. 07/689,988, filed Apr. 3, 1991, now abandoned, which is a
continuation in part of application Ser. No. 07/440,224, filed Nov.
2, 1989.Iadd., abandoned, .Iaddend.and related to application Ser.
No. 07/714,683, filed Jun. 13, 1991.
Claims
While the embodiments of the invention chosen herein for purposes
of the disclosure are at present considered to be preferred, it is
to be understood that the invention is intended to cover all
changes and modifications of all embodiments which fall within the
spirit and scope of the invention, wherein what is claimed is:
1. A method for combusting an aqueous fuel in an internal
combustion engine having at least one combustion chamber, a fuel
introduction system for receiving and mixing fuel and combustion
air and introducing said fuel and air mixture into said combustion
chamber and an electric spark producing system for creating a spark
in said combustion chamber, said method comprising:
introducing combustion air in controlled amounts into said fuel
introduction system,
introducing said aqueous fuel into said fuel introduction system to
mix with said combustion air, said fuel comprising water from about
20 percent to about 80 percent by volume of the total volume of
said fuel, and a carbonaceous fuel, and
introducing and combusting said aqueous fuel and combustion air in
said combustion chamber in the presence of a hydrogen-producing
catalyst to operate said engine, said combustion being initiated by
a spark generated in said combustion chamber.
2. A method according to claim 1 wherein the combustion in the
combustion chamber is initiated by a spark of at least 35000
volts.
3. A method according to claim 1 wherein the hydrogen-producing
catalyst is present as at least one catalytic pole.
4. A method according to claim 3 wherein said hydrogen-producing
catalyst is present as a plurality of catalytic electrically
negative poles.
5. A method according to claim 1 wherein said carbonaceous fuel is
selected from the group consisting of ethanol, methanol, gasoline,
kerosene fuel, diesel fuel, other carbon-containing gaseous or
liquid fuels, or mixtures thereof, in amounts of about 30% to about
60% of the total volume of said aqueous fuel.
6. A method according to claim 1 wherein the ratio of air to fuel
in the mixture introduced into the combustion chamber(s) is not
greater than 5:1.
7. A method according to claim 1 wherein the ratio of air to fuel
in the mixture introduced into the combustion chamber(s) is 0.75:1
to 1.5:1.
8. A method according to claim 1 wherein said carbonaceous fuel is
selected from the group consisting of ethanol, methanol or mixtures
thereof.
9. A method according to claim 1 wherein said carbonaceous fuel
consists essentially of gasoline.
10. A method according to claim 8 wherein the air to fuel ratio is
about 1:1.
11. A method according to claim 9 wherein the air to fuel ratio is
about 1:1.
12. A method according to claim 1 wherein said combustion air is
initially heated prior to introduction to the combustion chamber by
a heater and then heated by heat from hot exhaust gases from said
engine after the engine is operating.
13. A The method according to claim 1 wherein said catalyst
comprises at least one catalytic pole selected from the group
consisting of nickel, platinum, platinum-nickel alloy, noble
metals, alloys thereof, and other materials that will act as a
catalyst for the dissociation of water molecules to produce
hydrogen when said combustion air and said aqueous fuel are
combusted in the presence of said catalyst and an electric
spark.
14. A method according to claim 1 wherein said catalyst comprises
at least one from the group consisting of Ni, Pt, Pt-Ni alloys,
Ni-stainless steel, noble metals, Re, W, and alloys thereof.
15. A method according to claim 13 wherein said catalyst is
platinum.
16. A method according to claim 13 wherein said catalyst comprises
catalytic poles of one of nickel and nickel containing alloys.
17. A method according to claim 1 wherein said fuel introduction
system includes a carburetor and said air is preheated to at least
about 350.degree. F. to about 400.degree. F. as said air enters
said carburetor.
18. A method according to claim 1 wherein said fuel introduction
system includes a fuel injection system and said air is preheated
from 122.degree. F. to about 158.degree. F. as said air enters said
fuel injection system.
19. A method according to claim 1 wherein said aqueous fuel and
combustion air are introduced into said fuel introduction system at
ambient temperatures.
20. A method according to claim 1 wherein the power output of the
engine is regulated by regulating the air flow into the fuel
introduction system.
21. A method according to claim 1 wherein said engine comprises an
engine from the group consisting of rotary engines, turbine engines
and an engine with at least one working cylinders in which the
process of combustion takes place within the cylinders.
22. A method for combusting an aqueous fuel in an internal
combustion engine having: (a) at least one combustion chamber, (b)
a fuel introduction system for receiving and mixing fuel and
combustion air and introducing said fuel and air mixture into said
combustion chamber and (c) an electric spark producing system for
creating a spark in said combustion chamber, said method
comprising:
introducing combustion air in controlled amounts into said fuel
introduction system,
introducing aqueous fuel into said fuel introduction system to mix
with said combustion air, said aqueous fuel comprising water from
about 20 percent to about 80 percent by volume of the total volume
of said fuel, and a carbonaceous fuel selected from the group
consisting of ethanol, methanol, gasoline, diesel fuel, kerosene
fuel, other carbon-containing carbonaceous fuels, or mixtures
thereof, and
introducing and combusting said aqueous fuel and combustion air in
said combustion chamber in the presence of a hydrogen-producing
catalyst to operate said engine, said combustion being initiated by
a spark generated in said combustion chamber.
23. A method according to claim 22 wherein the combustion in the
chamber is initiated by a spark of at least 35000 volts.
24. A method according to claim 22 wherein the hydrogen-producing
catalytic is present as at least one catalyst pole.
25. A method according to claim 24 wherein said hydrogen-producing
catalyst is present as a plurality of catalytic electrically
negative poles.
26. A method according to claim 22 wherein said aqueous fuel
comprises 25% to 75% water.
27. A method according to claim 22 further comprising adjusting the
air to fuel ratio of the fuel and air mixture introduced to the
combustion chamber to be not greater than 5:1.
28. A method according to claim 22 wherein said catalyst is
selected from the group consisting of nickel, platinum;
platinum-nickel alloy, noble metals, alloys thereof, and other
materials that will act as a catalyst for the dissociation of water
molecules to produce hydrogen when said combustion air and said
aqueous fuel are combusted in the presence of said catalyst and an
electric spark.
29. A method according to claim 22 wherein water molecules in the
aqueous fuel are dissociated in said combustion chamber to release
hydrogen and oxygen and wherein said hydrogen is combusted in said
combustion chamber along with carbonaceous fuel.
30. A method according to claim 22 wherein the power output of the
engine is regulated by regulating the flow of air for combustion
into the fuel introduction system.
31. A method according to claim 22 wherein said combustion air is
initially heated prior to introduction to the combustion chamber by
a heater and then heated by heat from hot exhaust gases from said
engine after the engine is operating.
32. A method according to claim 22 wherein said fuel introduction
system includes a carburetor and said air is preheated to at least
about 350.degree. F. to about 400.degree. F. as said air enters
said carburetor.
33. A method according to claim 22 wherein said fuel introduction
system includes a fuel injection system and said air is preheated
to at least 122.degree. F. as said air enters said fuel injection
system.
34. A method for combusting an aqueous fuel comprising a mixture of
carbonaceous fuel and water in an internal combustion engine, said
combustion being capable of producing approximately at least as
much engine power as the same volume of said carbonaceous fuel
would produce in said engine without water and a range of power
output as indicated by a corresponding range of engine revolutions
per minute (rpm); said engine having at least one combustion
chamber, an electric spark producing system for creating a spark in
said combustion chamber, and a fuel introduction system for (a)
receiving and mixing fuel with air for combustion, (b) controlling
the proportions of fuel and air, and (c) introducing said fuel and
air mixture into said combustion chamber; said method
comprising:
introducing aqueous fuel and controlled amounts of combustion air
into said fuel introduction system for mixing therein, said aqueous
fuel comprising water from about 20 percent to about 80 percent by
volume of the total volume of said fuel and a liquid or gaseous
carbonaceous fuel,
introducing said mixture of aqueous fuel and combustion air into
said combustion chamber in the presence of a hydrogen-producing
catalyst in said combustion chamber; and
combusting said aqueous fuel and air mixture to operate said
engine, said combustion being initiated by a spark generated in
said combustion chamber.
35. A method according to claim 34 wherein the combustion in the
chamber is initiated by a spark of at least 35000 volts.
36. A method according to claim 34 wherein the hydrogen-producing
catalyst is present as at least one catalytic pole.
37. A method according to claim 36 wherein said hydrogen-producing
catalyst is present as a plurality of catalytic electrically
negative poles.
38. A method according to claim 34 wherein said aqueous fuel
comprises 25% to 75% water.
39. A method according to claim 38 wherein said air to fuel ratio
is controlled to be not greater than 5:1.
40. A method according to claim 34 wherein water molecules in the
aqueous fuel are dissociated in said combustion chamber to release
hydrogen and oxygen and wherein said hydrogen is combusted in said
combustion chamber along with carbonaceous fuel.
41. A method according to claim 34 wherein said carbonaceous fuel
is selected from the group consisting of alcohols, gasoline, diesel
fuel, kerosene fuel, and mixtures thereof, and the air to fuel
ratio is controlled to be in the range of 0.75:1 to 1.5:1.
42. A method according to claim 34 wherein said hydrogen producing
catalyst is selected from the group consisting of nickel, platinum,
platinum-nickel, noble metals, alloys thereof, and other materials
that will produce hydrogen when said combustion air and said
aqueous fuel are combusted in the presence of said catalyst and an
electrically generated spark.
43. A method according to claim 34 wherein said combustion air is
initially heated by a heater and then heated by heat from hot
exhaust gases from said engine after the engine is operating.
44. A method according to claim 34 wherein said fuel introduction
system comprises a carburetor and said air is preheated to at least
about 350.degree. F. prior to entry into said carburetor.
45. A method according to claim 34 wherein said fuel introduction
system comprises a fuel injection system said air is preheated at
least about 122.degree. F. prior to entry into said fuel injection
system.
46. A method of operating an internal combustion engine in a motor
vehicle, said internal combustion engine being capable of producing
a range of power output as indicated by a corresponding range of
engine revolutions per minute (rpm) and having at least one
combustion chamber, an electric spark producing system for creating
a spark in said combustion chamber, an da fuel introduction system
for (a) receiving and mixing fuel with air, (b) controlling the
proportions of fuel and air and (c) introducing said fuel and air
mixture into said combustion chamber, said method comprising:
introducing combustion air in controlled amounts into said fuel
introduction system,
introducing aqueous fuel into said fuel introduction system to mix
with said combustion air, said aqueous fuel comprising water from
about 20 percent to about 80 percent by volume of the total volume
of said fuel, and a liquid or gaseous carbonaceous fuel selected
from the group consisting of alcohols, gasoline, diesel fuel or
mixtures thereof, and
introducing and combusting said aqueous fuel and combustion air in
said combustion chamber in the presence of a hydrogen-producing
catalyst to operate said engine, said combustion being initiated by
a spark generated in said combustion chamber.
47. A method according to claim 46 wherein water molecules in the
aqueous fuel are dissociated in said combustion chamber to release
hydrogen and oxygen and wherein said hydrogen is combusted in said
combustion chamber along with carbonaceous fuel.
48. A method according to claim 47 wherein the air to fuel ratio is
controlled to be not greater than 5:1.
49. A method according to claim 47 wherein the amount of water in
said aqueous fuel is 25% to 75% and the air to fuel ratio is
controlled to be in the range of 0.75:1 to 1.5:1.
50. A method according to claim 47 wherein said hydrogen-producing
catalyst comprises catalytic poles selected from the group
consisting of nickel, platinum, platinum-nickel alloy, noble
metals, alloys thereof, and other materials that will act as a
catalyst for dissociation of water molecules to produce hydrogen
when said combustion air and said aqueous fuel are combusted in the
presence of said catalyst and an electric spark.
51. A method according to claim 50 wherein the combustion in the
chamber is initiated by a spark of at least 35000 volts.
52. A method according to claim 50 wherein the hydrogen-producing
catalyst is present as at least one catalytic pole.
53. A method according to claim 52 wherein said hydrogen-producing
catalyst is present as a plurality of catalytic electrically
negative poles.
54. A method according to claim 1, wherein said at least one
hydrogen-producing catalytic pole is present in each combustion
chamber.
55. A method according to claim 41, wherein the air to fuel ratio
is controlled to be about 1:1.
56. A method according to claim 1, wherein said aqueous fuel
additionally includes a wetting agent to assist in dispersing the
carbonaceous fuel in water.
57. A method according to claim 56, wherein said wetting agent is a
surfactant.
58. A method for combusting an aqueous fuel in an internal
combustion engine having a plurality of combustion chambers, a fuel
introduction system for receiving and mixing fuel and combustion
air and introducing said fuel and air mixture into said combustion
chambers and an electric spark producing system for creating a
spark in said combustion chambers, said method comprising:
introducing combustion air in controlled amounts into said fuel
introduction system,
introducing said aqueous fuel into said fuel introduction system to
mix with said combustion air, said fuel comprising water from about
20 percent to about 80 percent by volume of the total volume of
said fuel, and a carbonaceous fuel, and
introducing and combusting said aqueous fuel and combustion air in
said combustion chambers in the presence of a hydrogen-producing
catalyst to operate said engine, said combustion being initiated by
a spark generated in said combustion chambers.
59. A method according to claim 58 wherein the combustion in the
combustion chambers is initiated by a spark of at least 35000
volts.
60. A method according to claim 58 wherein the hydrogen-producing
catalyst is present as at least one catalytic pole.
61. A method according to claim 60 wherein said hydrogen-producing
catalyst is present as a plurality of catalytic electrically
negative poles.
62. A method according to claim 58 wherein said carbonaceous fuel
is selected from the group consisting of ethanol, methanol,
gasoline, kerosene fuel, diesel fuel, other carbon-containing
gaseous or liquid fuels, or mixtures thereof, in amounts of about
30% to about 60% of the total volume of said aqueous fuel.
63. A method according to claim 58 wherein the ratio of air to fuel
in the mixture introduced into the combustion chambers is not
greater than 5:1.
64. A method according to claim 58 wherein the ratio of air to fuel
in the mixture introduced into the combustion chambers is 0.75:1 to
1.5:1.
65. A method according to claim 58 wherein said carbonaceous fuel
is selected from the group consisting of ethanol, methanol or
mixtures thereof.
66. A method according to claim 58 wherein said carbonaceous fuel
consists essentially of gasoline.
67. A method according to claim 65 wherein the air to fuel ratio is
about 1:1.
68. A method according to claim 66 wherein the air to fuel ratio is
about 1:1.
69. A method according to claim 58 wherein said fuel introduction
system includes a carburetor.
70. A method according to claim 58 wherein said fuel introduction
system includes a fuel injection system.
71. A method according to claim 58 wherein said combustion air is
initially heated prior to introduction to the combustion chambers
by a heater and then heated by heat from hot exhaust gases from
said engine after the engine is operating.
72. A method according to claim 58 wherein said catalyst comprises
at least one catalytic pole selected from the group consisting of
nickel, platinum, platinum-nickel alloy, noble metals, alloys
thereof, and other materials that will act as a catalyst for the
dissociation of water molecules to produce hydrogen when said
combustion air and said aqueous fuel are combusted in the presence
of said catalyst and an electric spark.
73. A method according to claim 58 wherein said catalyst comprises
at least one from the group consisting of Ni, Pt, Pt-Ni alloys,
Ni-stainless steel, noble metals, Re, W, and alloys thereof.
74. A method according to claim 72 wherein said catalyst is
platinum.
75. A method according to claim 72 wherein said catalyst comprises
catalytic poles of one of nickel and nickel containing alloys.
76. A method according to claim 58 wherein said fuel introduction
system includes a carburetor and said air is preheated to at least
about 350.degree. F. to about 400.degree. F. as said air enters
said carburetor.
77. A method according to claim 58 wherein said fuel introduction
system includes a fuel injection system and said air is preheated
from 122.degree. F. to about 158.degree. F. as said air enters said
fuel injection system.
78. A method according to claim 58 wherein said aqueous fuel and
combustion air are introduced into said fuel introduction system at
ambient temperatures.
79. A method according to claim 58 wherein the power output of the
engine is regulated by regulating the air flow into the fuel
introduction system.
80. A method according to claim 58 wherein said engine comprises an
engine from the group consisting of rotary engines, turbine engines
and an engine with at least one or more working cylinders in which
the process of combustion takes place within the cylinders.
81. A method for combusting an aqueous fuel in an internal
combustion engine having: (a) a plurality of combustion chambers,
(b) a fuel introduction system for receiving and mixing fuel and
combustion air and introducing said fuel and air mixture into said
combustion chambers and (c) an electric spark producing system for
creating a spark in said combustion chambers, said method
comprising:
introducing combustion air in controlled amounts into said fuel
introduction system,
introducing aqueous fuel into said fuel introduction system to mix
with said combustion air, said aqueous fuel comprising water from
about 20 percent to about 80 percent by volume of the total volume
of said fuel, and a carbonaceous fuel selected from the group
consisting of ethanol, methanol, gasoline, diesel fuel, kerosene
fuel, other carbon-containing carbonaceous fuels, or mixtures
thereof, and
introducing and combusting said aqueous fuel and combustion air in
said combustion chambers in the presence of a hydrogen-producing
catalyst to operate said engine, said combustion being initiated by
a spark generated in said combustion chambers.
82. A method according to claim 81 wherein the combustion in the
chambers is initiated by a spark of at least 35000 volts.
83. A method according to claim 81 wherein the hydrogen-producing
catalyst is present as at least one catalytic pole.
84. A method according to claim 83 wherein said hydrogen-producing
catalyst is present as a plurality of catalytic electrically
negative poles.
85. A method according to claim 81 wherein said aqueous fuel
comprises 25% to 75% water.
86. A method according to claim 81 further comprising adjusting the
air to fuel ratio of the fuel and air mixture introduced to the
combustion chambers to be not greater than 5:1.
87. A method according to claim 86 wherein the air to fuel ratio is
0.75:1 to 1.5:1.
88. A method according to claim 81 wherein said catalyst is
selected from the class consisting of nickel, platinum,
platinum-nickel alloy, noble metals, alloys thereof, and other
materials that will act as a catalyst for the dissociation of water
molecules to produce hydrogen when said combustion air and said
aqueous fuel are combusted in the presence of said catalyst and an
electric spark.
89. A method according to claim 81 wherein water molecules in the
aqueous fuel are dissociated in said combustion chambers to release
hydrogen and oxygen and wherein said hydrogen is combusted in said
combustion chambers along with carbonaceous fuel.
90. A method according to claim 81 wherein the power output of the
engine is regulated by regulating the flow of air for combustion
into the fuel introduction system.
91. A method according to claim 81 wherein said combustion air is
initially heated prior to introduction to the combustion chambers
by a heater and then heated by heat from hot exhaust gases from
said engine after the engine is operating.
92. A method according to claim 81 wherein said fuel introduction
system includes a carburetor and said air is preheated to at least
about 350.degree. F. to about 400.degree. F. as said air enters
said carburetor.
93. A method according to claim 81 wherein said fuel introduction
system includes a fuel injection system and said air is preheated
to at least 122.degree. F. as said air enters said fuel injection
system.
94. A method for combusting an aqueous fuel comprising a mixture of
carbonaceous fuel and water in an internal combustion engine, said
combustion being capable of producing approximately at least as
much engine power as the same volume of said carbonaceous fuel
would produce in said engine without water and a range of power
output as indicated by a corresponding range of engine revolutions
per minute (rpm); said engine having a plurality of combustion
chambers, an electric spark producing system for creating a spark
in said combustion chambers, and a fuel introduction system for (a)
receiving and mixing fuel with air for combustion, (b) controlling
the proportions of fuel and air, and (c) introducing said fuel and
air mixture into said combustion chambers; said method
comprising:
introducing aqueous fuel and controlled amounts of combustion air
into said fuel introduction system for mixing therein, said aqueous
fuel comprising water from about 20 percent to about 80 percent by
volume of the total volume of said fuel and a liquid or gaseous
carbonaceous fuel,
introducing said mixture of aqueous fuel and combustion air into
said combustion chambers in the presence of a hydrogen-producing
catalyst in said combustion chambers; and
combusting said aqueous fuel and air mixture to operate said
engine, said combustion being initiated by a spark generated in
said combustion chambers.
95. A method according to claim 94 wherein the combustion in the
chambers is initiated by a spark of at least 35000 volts.
96. A method according to claim 94 wherein the hydrogen-producing
catalyst is present as at least one catalytic pole.
97. A method according to claim 96 wherein said hydrogen-producing
catalyst is present as a plurality of catalytic electrically
negative poles.
98. A method according to claim 94 wherein said aqueous fuel
comprises 25% to 75% water.
99. A method according to claim 98 wherein said air to fuel ratio
is controlled to be not greater than 5:1.
100. A method according to claim 94 wherein water molecules in the
aqueous fuel are dissociated in said combustion chambers to release
hydrogen and oxygen and wherein said hydrogen is combusted in said
combustion chambers along with carbonaceous fuel.
101. The method according to claim 100 wherein said carbonaceous
fuel is selected from the group consisting of alcohols, gasoline,
diesel fuel, kerosene fuel, and mixtures thereof, and the air to
fuel ratio is controlled to be in the range of 0.75:1 to 1.5:1.
102. The method according to claim 101 wherein said hydrogen
producing catalyst is selected from the group consisting of nickel,
platinum, platinum-nickel, noble metals, alloys thereof, and other
materials that will produce hydrogen when said combustion air and
said aqueous fuel are combusted in the presence of said catalyst
and an electrically generated spark.
103. The method according to claim 94 wherein said combustion air
is initially heated by a heater and then heated by heat from hot
exhaust gases from said engine after the engine is operating.
104. The method according to claim 94 wherein said fuel
introduction system comprises a carburetor and said air is
preheated to at least about 350.degree. F. prior to entry into said
carburetor.
105. The method according to claim 94 wherein said fuel
introduction system comprises a fuel injection system said air is
preheated at least about 122.degree. F. prior to entry into said
fuel injection system.
106. A method of operating an internal combustion engine in a motor
vehicle, said internal combustion engine being capable of producing
a range of power output as indicated by a corresponding range of
engine revolutions per minute (rpm) and having a plurality of
combustion chambers, an electric spark producing system for
creating a spark in said combustion chambers, and a fuel
introduction system for (a) receiving and mixing fuel with air, (b)
controlling the proportions of fuel and air and (c) introducing
said fuel and air mixture into said combustion chambers, said
method comprising:
introducing combustion air in controlled amounts into said fuel
introduction system,
introducing aqueous fuel into said fuel introduction system to mix
with said combustion air, said aqueous fuel comprising water from
about 20 percent to about 80 percent by volume of the total volume
of said fuel, and a liquid or gaseous carbonaceous fuel selected
from the group consisting of alcohols, gasoline, diesel fuel or
mixtures thereof, and
introducing and combusting said aqueous fuel and combustion air in
said combustion chambers in the presence of a hydrogen-producing
catalyst to operate said engine, said combustion being initiated by
a spark generated in said combustion chambers.
107. A method according to claim 106 wherein water molecules in the
aqueous fuel are dissociated in said combustion chambers to release
hydrogen and oxygen and wherein said hydrogen is combusted in said
combustion chambers along with carbonaceous fuel.
108. A method according to claim 107 wherein the air to fuel ratio
is controlled to be not greater than 5:1.
109. A method according to claim 107 wherein the amount of water in
said aqueous fuel is 25% to 75% and the air to fuel ratio is
controlled to be in the range of 0.75:1 to 1.5:1.
110. A method according to claim 107 wherein said
hydrogen-producing catalyst comprises catalytic poles selected from
the group consisting of nickel, platinum, platinum-nickel alloy,
noble metals, alloys thereof, and other materials that will act as
a catalyst for dissociation of water molecules to produce hydrogen
when said combustion air and said aqueous fuel are combusted in the
presence of said catalyst and an electric spark.
111. A method according to claim 110 wherein the combustion in the
chambers is initiated by a spark of at least 35000 volts.
112. A method according to claim 110 wherein the hydrogen-producing
catalyst is present as at least one catalytic pole.
113. A method according to claim 110 wherein said
hydrogen-producing catalyst is present as a plurality of catalytic
electrically negative poles. .Iadd.
114. A method for combusting an aqueous fuel in an internal
combustion engine having at least one combustion chamber and a fuel
introduction system for receiving and mixing fuel and combustion
air and introducing said fuel and air mixture into said combustion
chamber, said method comprising:
introducing combustion air in controlled amounts into said fuel
introduction system,
introducing said aqueous fuel into said fuel introduction system to
mix with said combustion air, said fuel comprising water from about
20 percent to about 80 percent by volume of the total volume of
said fuel, and a carbonaceous fuel, and
introducing and combusting said aqueous fuel and combustion air in
said combustion chamber in the presence of a hydrogen-producing
catalyst to operate said engine, said combustion being initiated in
said combustion chamber. .Iaddend. .Iadd.
115. A method according to claim 114 wherein said carbonaceous fuel
comprises diesel fuel, in amounts of about 30% to about 60% of the
total volume of said aqueous fuel and said internal combustion
engine is a diesel engine. .Iaddend. .Iadd.
116. A method according to claim 115 wherein the power output of
the engine is regulated by regulating the air and fuel flow into
the fuel introduction system. .Iaddend. .Iadd.
117. A method according to claim 114 wherein said carbonaceous fuel
comprises diesel fuel and said internal combustion engine is a
diesel engine. .Iaddend.
Description
FIELD OF THE INVENTION
This invention relates to a novel aqueous fuel for an internal
combustion engine and to a novel method of combusting such fuel in
an internal combustion engine as well as to a novel fuel mixture
which results from the introduction of the aqueous fuel into the
combustion chamber of an internal combustion chamber in the
presence of a hydrogen-producing catalyst.
BACKGROUND OF THE INVENTION
There is a need for new fuels to replace diesel and gasoline for
use in internal combustion engines, especially engines used in
motor vehicles. Internal combustion engines operating on gasoline
and diesel fuel produce unacceptably high amounts of pollutants
which are injurious to human health and may damage the earth's
atmosphere. The adverse effects of such pollutants upon health and
the atmosphere have been the subject of great public discussion.
Undesirable pollutants result from combustion of carbonaceous fuel
with combustion air that contains nitrogen. The relatively large
amounts of air used to combust conventional fuels is therefore, a
primary reason for unsatisfactory levels of pollutants emitted by
vehicles with internal combustion engines.
SUMMARY OF THE INVENTION
A novel fuel and fuel mixture, and novel method of combustion, have
been discovered which will reduce pollutants produced by internal
combustion engines operated with conventional carbonaceous fuels
such as gasoline, diesel fuel, kerosene fuels, alcohol fuels such
as ethanol and methanol, and mixtures thereof. The new fuel mixture
is also much less expensive than carbonaceous fuel such as gasoline
or diesel fuel because its primary ingredient is water. The term
"internal combustion engine" as used herein is intended to refer to
and encompass any engine in which carbonaceous fuel is combusted
with oxygen in one or more combustion chambers of the engine.
Presently known such engines include piston displacement engines,
rotary engines and turbine (jet) engines.
The novel aqueous fuel of the present invention has less than the
potential energy of carbonaceous fuels but is nonetheless capable
of developing at least as much power. For example, an aqueous fuel
of the invention comprising water and gasoline has about 1/3 the
potential energy (BTU's) of gasoline, but when used to operate an
internal combustion engine, it Will produce approximately as much
power as compared with the same amount of gasoline. This is indeed
surprising and is believed to be due to the novel fuel mixture that
results from the release of hydrogen and oxygen and the combustion
of hydrogen when the novel aqueous fuel is introduced to a
combustion chamber of an internal combustion engine and combusted
with relatively small amounts of combustion air in the presence of
a hydrogen-producing catalyst by the novel method of the present
invention.
In its broadest aspects, the aqueous fuel of the present invention
comprises substantial amounts of water, e.g., up to about 70 to
about 80 percent by volume of the total volume of aqueous fuel, and
a gaseous or liquid carbonaceous fuel such as gasoline, ethanol,
methanol, diesel fuel, kerosene-type fuel, other carbon-containing
fuels, such as butane, natural gas, etc., or mixtures thereof. In
utilizing this fuel with the novel method of the present invention,
aqueous fuel and combustion air are introduced into the engine's
fuel introduction system, for receiving and mixing fuel and
combustion air and introducing the fuel/air mixture into the
combustion chamber(s). Such systems may include a conventional
carburetor or fuel injection system. Although it is not necessary
for the practice of the invention, when using an engine with a
carburetor, the combustion air may be preheated to from about
350.degree. F. to about 400.degree. F. as it enters the carburetor.
When using an engine with a fuel injection system, the combustion
air may be preheated from about 122.degree. F. to about 158.degree.
F. as it enters the fuel injection system. The air/fuel mixture is
introduced into the combustion chamber or chambers and combusted in
the presence of a hydrogen-producing catalyst which facilitates the
dissociation of water in the aqueous fuel into hydrogen and oxygen
so that the hydrogen is combusted with the carbonaceous fuel to
operate the engine.
The term "hydrogen-producing catalyst" is used herein in its
broadest sense. A catalyst as generally defined is a substance that
causes or accelerates activity between two or more forces without
itself being affected. In the present invention it is known that
without this substance present in the combustion chamber, as
described herein, combustion of the aqueous fuel does not take
place in such a way as to produce the desired degree of power to
operate the internal combustion engine.
Without intending to be bound by theory, it is believed that upon
generation of an electric spark in a combustion chamber with a wet
atmosphere in the presence of poles formed of hydrogen-producing
catalyst, the electrical discharge electrifies the mass of water
present in liquid or gaseous form, e.g., steam vapor, to enable the
electric charge to travel to the negatively charged catalytic poles
to effect discharge of the electric charge. Dissociation of water
molecules appears to occur upon exposure of the mass of water
molecules to the electric charge in combination with the heat of
combustion resulting from combustion of the carbonaceous material
component of the aqueous fuel during the compression stroke which,
along with combustion of released hydrogen, provides the power to
operate the engine.
Although in the presently preferred embodiment it is preferred to
use two catalytic poles of hydrogen-producing catalyst, one, or
more than two poles, also may be used to disperse the electric
charge. In addition, although the normal spark of standard motor
vehicle spark plug systems generating about 25000 to 28000 volts
may be used, it is presently preferred to generate a hotter spark,
e.g., generated by about 35000 volts. Electric spark generating
systems are available of up to 90000 volts and it appears that
higher voltages result in better dissociation of water molecules in
the combustion chamber.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
As indicated previously, one of the advantages of the invention is
that internal combustion engines may be operated with novel fuels
and fuel mixtures that require significantly less combustion air
for combustion of the fuel in the engine's combustion chamber. For
example, gasoline used as fuel for an internal combustion engine
employing a carburetor generally requires an air to fuel ratio of
14 to 16 1 to produce satisfactory power output to operate the
engine and power a motor vehicle. Alcohol, such as pure ethanol,
may utilize an air to fuel ratio of 8 or 9:1 for satisfactory
performance of the same engine. In contrast to such conventional
fuels, the aqueous fuel of the present invention utilizes a lesser,
controlled amount of combustion air. It has been determined that it
is critical for the practice of the invention to employ an air to
fuel ratio of not greater than 5:1 for equivalent satisfactory
performance of an internal combustion engine. The preferred air to
fuel ratio in accordance with the invention is from 0.5:1 to about
2:1; with an optimum air to fuel ratio in the range of 0.5:1 to
1.5:1 and, most optimally 1:1.
The reason that the aqueous fuel and the fuel mixture of the
present invention can produce satisfactory internal combustion
engine results is that in practicing the invention hydrogen and
oxygen are released in the combustion chamber. The hydrogen and
oxygen result from dissociation of water molecules and the hydrogen
is combusted along with the carbonaceous fuel of the aqueous
mixture. The result is that comparable engine power output is
achieved with less carbonaceous fuel and less combustion air than
can be achieved using conventional combustion of the same
carbonaceous fuel with greater amounts of combustion air.
It is further noted that with the aqueous fuel of the present
invention the water component vaporizes as steam in the combustion
chamber. Steam expands to a greater extent than air and the
combustion chamber can be suitably filled with less combustion air.
Thus, the water component of the fuel transforms to steam which
expands in the combustion chamber and replaces a portion of the
combustion air used in combusting conventional fuels in the
engine's combustion chamber. The expansion of the steam together
with the combustion of the hydrogen released by dissociation of the
water molecules results in generation of the required power output
necessary for satisfactory operation of the engine.
It has been previously pointed out, that the amount of combustion
air provided in the combustion chamber for combustion with the
aqueous fuel of the invention must be critically controlled so that
an air to fuel ratio of not greater than 5:1 is present during
combustion. It has been determined that if too much air, i.e.,
greater than a ratio of air to fuel of 5:1, is introduced with the
aqueous fuel into the combustion chamber, incomplete combustion of
the carbonaceous fuel results because of the excess of oxygen in
the combustion chamber. Excess oxygen over that required to combust
the carbonaceous fuel results when the ratio of air to fuel is too
high due to a combination of the amount of oxygen released from
dissociation of the water molecules and the additional oxygen
present in an excessive amount of combustion air. Incomplete
combustion of the carbonaceous fuel results in unsatisfactory
performance of the engine as well as excess emission of undesirable
pollutants. By reducing the amount of combustion air required for
combustion in the combustion chamber, less nitrogen is present in
the combustion chamber to combine with oxygen and form undesirable
NOX pollutants emitted during engine operation. Thus, one important
advantage of the invention is the considerable reduction in NOX and
other undesirable emission pollutants over that which are produced
by conventionally operated internal combustion engines using
conventional carbonaceous fuels such as gasoline, diesel fuel, etc.
in internal combustion engines.
It is also noted that since hydrogen and oxygen and oxygen are
present in the fuel mixture to be combusted in the combustion
chamber of an internal combustion engine, in accordance with the
invention, circumstances may arise in which too little water in the
aqueous fuel would be unsatisfactory. For example, where the
carbonaceous fuel has a low inherent energy output, i.e. low
potential energy of BTU output per unit volume, greater amounts of
water may be desirable because the release of hydrogen and oxygen
by dissociation of water molecules and combustion of the hydrogen
will usefully increase the total energy output of the carbonaceous
fuel and water mixture. For this reason, a lower limit of between
20 and 25% water, e.g., greater than 20% water, is established as
the useful, practical, minimum amount of water in the aqueous fuel
mixture of the present invention so as to accommodate a greater
variety of carbonaceous fuels within the scope of the invention.
The upper limit of 70% to 80% water is established because a
minimum amount of gaseous or liquid carbonaceous fuel is need to
initiate the reaction, triggered by a spark generated in the
combustion chamber that dissociates the water molecules in the
combustion chamber. It has been determined that from 30,000 BTU
energy/gal. of fuel to 60,000 BTU energy/gal. of fuel is preferred
for the water dissociation reaction.
The aqueous fuel of the present invention comprises water from
greater than about 20 percent to about 70 to 80 percent by volume
of the total volume of the aqueous fuel and, preferably, a volatile
liquid carbonaceous fuel, such as a fuel selected from the group
consisting of alcohols, e.g., ethanol or methanol, gasoline, diesel
fuel, kerosene-type fuel, or mixtures thereof. Alcohols such as
ethanol and methanol generally contain small percentages of water
when produced commercially and, of course, include oxygen and
hydrogen in the molecular structure. Commercial grades of ethanol
and methanol are marketed in terms of a proof number, such as for
example, 100 proof ethanol. One half the proof number is generally
an indication of the amount of ethanol present, i.e., 100 proof
ethanol contains 50 vol percent ethyl alcohol and 50 percent water;
180 proof ethanol contains 90 percent of ethyl alcohol and 10
percent of water, etc.
The aqueous fuel of the present invention is believed to be usable
in all internal combustion engines, including conventional gasoline
or diesel powered internal combustion engines for use in
automobiles, trucks and the like, using conventional carburetors or
fuel injection systems as well as rotary engines and turbine (jet)
engines. The invention is believed to be useable in any engine in
which volatile liquid carbonaceous fuel is combusted with oxygen
(O.sub.2) in one or more combustion chambers of the engine.
Few modifications are necessary to make such engines usable with
the fuel of the present invention. For example, installation of a
hydrogen-producing catalyst in the combustion chamber or chambers
of the engine, such as described elsewhere herein, to act as a
catalyst in the dissociation of water molecules to yield hydrogen
and oxygen must be made. In addition, suitable means to supply and
control the input, quantity and flow, of combustion air and fuel to
the combustion chamber(s) is important for optimum engine
operation. It is noted in this regard that the air:fuel ratio is a
significant factor in effecting combustion in the chamber(s). It is
also desirable, from a practical point of view, to make the fuel
supply and fuel storage systems of rust proof materials. A higher
voltage electric spark system than generally used in internal
combustion engines of motor vehicles operated with conventional
carbonaceous fuels, e.g., gasoline, is also preferred. Systems to
provide a "hotter spark" are available commercially, such as from
Chrysler Motor Company. As a further modification to optimize use
of the invention, it is desirable to employ a computer assisted
electronically controlled system to supply fuel to fuel injectors
during the intake stroke of the internal combustion engine.
The dissociation of water molecules, per se, is well known. For
example, the thermo-dynamics and physical chemistry of water/steam
dissociation are described in the text entitled "Chemistry of
Dissociated Water Vapor and Related Systems" by M. Vinugopalan and
R.A. Jones, 1968, published by John Wiley & Sons, Inc.;
"Physical Chemistry for Colleges", by E.B. Mellard, 1941, pp
340-344 published by McGraw-Hill Book Company, Inc., and "Advanced
Inorganic Chemistry", by F. Albert Cotton and Geoffrey Wilkinson,
1980, pp 215-228; the disclosures of which are expressly
incorporated herein by reference.
Although not required for the practice of the invention, a heater
to preheat the combustion air for the engine and a heat exchanger
to use the hot exhaust gases from the engine to preheat the
combustion air after the engine is operating, at which time the
heater is shut off, may also be installed. Although the presently
preferred embodiment of the invention does not require preheating
combustion air and/or fuel, combustion air for the engine may be
preheated before it is introduced into a carburetor or fuel
injection system. When using an engine with a carburetor, the
combustion air may be preheated to from about 350.degree. F. to
about 400.degree. F. as it enters the carburetor. When using an
engine with a fuel injection system, the combustion air may be
preheated from about 122.degree. F. to about 158.degree. F. as it
enters the fuel injection system. In such cases, the aqueous fuel
of the present invention is introduced into the carburetor or fuel
injection system and is mixed with a controlled amount of
combustion air. The aqueous fuel is preferably introduced into the
carburetor or fuel injection system at ambient temperatures.
In the preferred embodiment, introduced into the carburetor or fuel
injection system at ambient temperatures and the air/fuel mixture
is then introduced into the combustion chamber or chambers where a
spark from a spark plug ignites the air/fuel mixture in the
conventional manner when the piston of the combustion chamber
reaches the combustion stage of the combustion cycle. The presence
of a hydrogen-producing catalyst in the combustion chamber is
believed to act as a catalyst for the dissociation of water
molecules in the aqueous fuel when the spark plug ignites the
air/fuel mixture. The hydrogen and oxygen released by dissociation
are also ignited during combustion to increase the amount of energy
delivered by the fuel. It has been observed in experiments using
100 proof alcohol as the engine fuel that the engine produced the
same power output, i.e., watts per hour, as is produced with the
same volume of gasoline. This is indeed surprising in view of the
fact that the 100 proof ethanol has a theoretical energy potential
of about 48,000 BTU's per gallon, with a usable potential of about
35,000 to 37,500 BTU's per gallon, as compared to gasoline, which
has an energy potential of about 123,000 BTU's per gallon, nearly
three times as much. The fact that the lower BTU ethanol is able to
generate as much power as a higher BTU gasoline suggests that
additional power is attributable to the liberation, i.e.,
dissociation and combustion of hydrogen and oxygen from the
water.
Inasmuch as 100 proof ethanol has been found to be a satisfactory
fuel in using the method of the present invention, it is apparent
that other suitable fuels may be made by blending by use of other
alcohols and by blending alcohols with gasoline, kerosene type
fuels or diesel fuel, depending on whether the fuel is to be used
in a gasoline, turbine or diesel powered engine. Experimental work
also indicates that 84 proof (42 percent water) ethanol may also be
used as a fuel and it is believed that aqueous fuels containing as
much 70 to 80 percent water may be used.
THE ENGINE WITH CARBURETOR
To demonstrate one embodiment of the present invention, an engine
was selected which also had the capacity to measure a predetermined
workload. The engine selected was a one-cylinder, eight horsepower
internal combustion engine connected to a 4,000 watt per hour a/c
generator. The engine/generator was manufactured by the Generac
Corporation of Waukesha, Wisconsin under the trade name Generac,
Model No. 8905-0(S4002). The engine/generator is rated to have a
maximum continuous a/c power capacity of 4,000 watts (4.0 KW)
single phase. The engine specifications are as follows:
Engine Manufacturer--Tecumseh
Manufacturer's Model No.--HM80 (Type 155305-H)
Rated Horsepower--8 at 3600 rpm
Displaoement--19.4 cubic inches (318.3 cc)
Cylinder Block Material--Aluminum with cast iron sleeve
Type of Governor--Mechanical, Fixed Speed
Governed Speed Setting--3720 rpm at No-Load (Rated a/c frequency
and voltage (120/240 volts at 62 hertz) are obtained at 3600 rpm.
The no-load setting of 3720 rpm provides 124/248 volts at 62 hertz.
A slightly high no-load setting helps ensure that engine speed,
voltage and frequency do not drop excessively under heavier
electrical loading.)
Type of Air Cleaner--Pleated Paper Element
Type of Starter--Manual, Recoil Rope
Exhaust Muffler--Spark Arrestor Type
Ignition System--Solid State with Flywheel Magneto
Spark Plug--Champion RJ-17LM (or equivalent)
Set Spark Plug Gap to--0.030 inch (0.76 mm)
Spark Plug Torque--15 foot-pounds
Crankcase Oil Capacity--1 1/2 pints (24 ounces)
Recommended Oil--Use oil classified "For Service SC, SD or SE"
Primary Recommended Oil--SE IOW-30 Multiple Viscosity Oil
Acceptable Substitute--SAE 30 Oil
Fuel Tank Capacity--1 gallon
Recommended Fuel--
Primary--Clean, Fresh UNLEADED Gasoline
Acceptable Substitute--Clean, Fresh, Leaded REGULAR Gasoline
A heat exchanger was installed on the engine to use the hot exhaust
gases from the engine to preheat the air for combustion. A platinum
bar was installed at the bottom surface of the engine head forming
the top of the combustion chamber. The platinum bar weighed one
ounce and measured 2-5/16 inches in length, 3/4 inches in width,
and 1/16 inch in thickness. The platinum bar was secured to the
inside of the head with three stainless steel screws.
A second fuel tank having a capacity of two liters was secured to
the existing one-liter fuel tank. A T-coupling was inserted into
the existing fuel line of the motor for communication with the fuel
line for each fuel tank. A valve was inserted between the
T-coupling and the fuel lines for each fuel tank so that either
tank could be used separately to feed fuel to the carburetor or to
mix fuels in the fuel line leading to the carburetor.
TEST RUNS
A series of tests were performed to determine if 100 proof ethanol
(50% ethanol by volume, balance water) could be used in the motor
which was modified as described above, and if so, to compare the
performance of the 100 proof ethanol with the same amount of
gasoline.
Two liters of unleaded gasoline were poured into the second fuel
tank with the valve for the second tank in the closed position.
Three and eight tenths liters of 100 proof ethanol were poured into
the one gallon fuel tank with the valve in the closed position. The
valve for the gasoline tank was opened so that the engine could be
initially started on gasoline.
Within three minutes of starting the motor, the combustion air
entering into the carburetor was measured at 180.degree. F. At this
point, the fuel valve under the ethanol tank was opened and the
valve under the gasoline tank was closed. At that point, the
temperature of the air entering the carburetor had risen to
200.degree. F.
Ethanol was now the primary fuel in the motor which exhibited a
certain amount of roughness during operation until the choke
mechanism was adjusted by reducing the air intake to the engine by
approximately 90 percent. Immediately thereafter, two, 1800 watt,
heat guns, having a rated heat output of 400.degree. F, were
actuated and used to heat the combustion air as it entered the
carburetor. The temperature of the air from the heat guns measured
390.degree. to 395.degree. F.
After the engine ran on ethanol for approximately 20 minutes, the
heat measurement in the incoming combustion air stabilized between
347.degree. F. and 352.degree. F. The engine was run on the 100
proof ethanol fuel for 40 additional minutes, for a total of one
hour, until two liters of ethanol had been used. The valve under
the ethanol tank was then closed and the engine was turned off by
opening the choke. Eighteen hundred milliliters of ethanol were
left remaining in the tank.
The choke was then reset to the 90 percent closed position, and the
engine was started once again. The engine responded immediately and
ran as smoothly on 100 proof ethanol as it did during the one-hour
operation.
The engine was stopped and started in the same manner on three
separate occasions thereafter with the same results.
While operating the engine on 100 proof ethanol. the power output
on the generator was measured and indicated that the ethanol
produced 36,000 watts of power during a one-hour period using two
liters of ethanol having energy potential of about 48,000 BTUs per
gallon.
After the engine had stopped running on ethanol, it was operated
again with the two liters of gasoline in the gasoline tank. Forty
seven minutes into the test, the engine stopped because it ran out
of gasoline. Measurements taken on the generator indicated that,
when the engine was operated on gasoline, it was producing power at
a rate of 36,000 watts per hour for 47 minutes, using two liters of
gasoline having an energy potential of about 123,000 BTUs per
gallon.
Comparing these power measurements indicates that two liters of 100
proof ethanol produced the same amount of power as two liters of
gasoline. This is surprising inasmuch as the gasoline has about 2.5
times as many BTUs as the same amount of 100 proof ethanol. This
indicates that the extra power from the ethanol must be due to the
liberation and combustion of hydrogen and oxygen from the
relatively large amounts of water in the fuel.
Although gasoline was used as the starter fuel to preheat the
engine and, thus, generate hot exhaust gases to preheat the
combustion air, the use of the gasoline as the starter fuel for
preheating is not necessary and could be replaced with an
electrical heat pump to preheat the combustion air until the heat
exchanger can take over and preheat the combustion air, whereupon
the electrical heat pump would turn off.
The above tests comparing the use of the 100 proof ethanol and
gasoline were repeated on three subsequent occasions, each with the
same results.
A second series of tests were run which were identical to the
above, except for the use of 84 proof ethanol (42 percent ethyl
alcohol and 58 percent water) in place of the 100 proof ethanol.
However, after running about 30 seconds on the 84 proof ethanol,
the engine stopped abruptly and released a fair amount of oil under
high pressure from the main bearing in the main engine. The engine
was restarted and abruptly stopped again after operating for about
20 seconds.
The above stoppage appears to have been due to preignition of the
hydrogen and/or oxygen during the up-stroke period of the piston
which caused pressure build-up in the crank case, which in turn
forced oil under pressure through the main bearing. The pressure
inside the combustion chamber appears to have been relieved through
the piston rings into the crank case, and then relieved through the
main bearing.
The premature ignition of the hydrogen and/or oxygen was probably
caused by generating a larger amount of oxygen and hydrogen which
did not occur when using 100 proof ethanol having a lesser amount
of water.
The preignition problem is believed to be curable by using an
engine having a shorter piston stroke to reduce the dwell time of
the fuel, including hydrogen and oxygen, in the combustion chamber,
or by adjusting the carburetor or the electronically controlled
fuel injection system to help reducing dwell time to avoid
generating excessive amount of hydrogen and oxygen. The engine used
in the experiment had a relatively long piston stroke of 6 inches.
For the conditions described above, the piston stroke should be no
more than about 1 1/2 inches or less to avoid the preignition
problem in that particular engine.
ENGINE WITH ELECTRONICALLY CONTROLLED FUEL INJECTION SYSTEM
A series of tests were run on an engine having an electronically
controlled fuel injection system to determine if that would solve
the preignition problem discussed above. The engine used for this
purpose was a 3-cylinder turbo charge electronically controlled
internal combustion engine from a 1987 Chevrolet Sprint which had
been driven about 37,000 miles.
The head was removed from the motor block and cleaned to remove
carbon deposits. Three platinum plates were attached to the inside
of each head so as not to interfere with valves moving inside the
heads during operation. Each platinum plate was 1 centimeter in
length and width and was 1/32 of an inch in thickness. Each
platinum plate was attached to a head with one stainless steel
screw through the center of each piece. Carbon deposits were
cleaned off each piston head and the engine was reassembled using
new gaskets.
The combustion air intake hose which exits from the turbo and leads
to the injector module was divided in the middle and attached to a
heat exchanger to cool the combustion air delivered to the
injector. The heat exchanger was bypassed by using two Y-junctions
on either side of the heat exchanger and by putting a butterfly
valve on the side closest to the turbo so that the hot air stream
could be diverted around the heat exchanger and introduced directly
into the injector module. All pollution abatement equipment was
removed from the engine but the alternator was kept in place. The
transmission was reattached to the engine because the starter mount
is attached to the transmission. The transmission was not used
during the testing. This engine was inserted into a Chevrolet
Sprint car having a tailpipe and muffler system so that the engine
was able to run properly. The catalytic converter was left in the
exhaust train but the inside of the converter was removed as it was
not needed. Two one-gallon plastic fuel tanks were hooked up to the
fuel pump by a T-section having manual valves so the fuel to the
fuel pumped could be quickly changed by opening or closing the
valves.
TEST RUNS
A series of test runs were performed to determine how the engine as
modified above would run using a variety of fuels.
The first test utilized 200 proof methanol as a starter fluid. The
engine started and operated when the fuel pressure was raised to 60
to 75 lbs. When using gasoline, the fuel pressure is generally set
at 3.5 to 5 lbs.
While the engine was running on the 200 proof methanol, the fuel
was changed to 100 proof denatured ethanol and the motor continued
operating smoothly at 3500 revolutions per minute (rpm). After
about two minutes the test was stopped and the engine shut down
because the fuel hoses were bulging and became unsafe. These hoses
were replaced with high pressure hoses and the plastic couplings
and the T's were also replaced with copper couplings and T's. A new
pressure gage was attached. During the testing, it was noted that
the fuel mixture needed more combustion air and that the
computerized settings of the engine could not be adjusted to
provide the additional air. To overcome this, the air intake valve
was opened.
After these modifications, a new series of tests were performed
using 200 proof methanol in one of two fuel tanks. The engine
started on the 200 proof methanol and the rpm setting was adjusted
to 3500. The engine was allowed to run for a few minutes. During
that time, the fuel pressure was adjusted and it was noted that 65
lbs. of pressure appeared to be adequate. A thermocouple was
inserted close to the injector module and provided a reading of
65.degree. C. after about 5 minutes.
A fuel mixture comprising 500 ml of distilled water and 500 ml of
200 proof methanol were put into the second fuel tank this fuel and
was used to operate the engine. Without changing the air flow, the
temperature of the combustion air rose from 65.degree. to
75.degree. C. after about 1 minute. The rpm reading dropped to 3100
rpm. The engine ran very smoothly and was turned off and restarted
without difficulty.
The next step in the test series was to determine how variations in
the water content of the fuel effected engine performance. Using
199 proof denatured ethanol as starter fuel, the engine started
immediately. The fuel pressure setting was reduced from 65 lbs. to
50 lbs, the combustion air measured 65.degree. C., the rpm's
measured 3500, and the engine ran smoothly.
The fuel was then changed into 160 proof denatured ethanol. The
fuel pressure was maintained at 50 lbs. The combustion air
temperature was measured at 67.degree. C., the rpm's decreased to
3300, and the engine ran smoothly.
After 10 minutes, the fuel was changed to 140 proof denatured
ethanol. The combustion air temperature rose to 70.degree. C., the
rpm's rose to 3500, and the engine ran smoothly.
After 10 minutes, the fuel was changed to 120 proof denatured
ethanol. The combustion air temperature increased to 73.degree. C.,
the rpm's decreased to 3300, and the engine ran smoothly.
After 10 minutes, the fuel was changed to 100 proof denatured
ethanol. The combustion air temperature increased to 74.degree. C.,
the rpm's decreased to 3100, and the engine ran smoothly.
After 10 minutes, the fuel was changed to 90 proof denatured
ethanol. The combustion air temperature remained at 74.degree. C.,
the rpm's reduced to 3100, and the engine ran smoothly.
After 10 minutes, the fuel was changed to 80 proof denatured
ethanol. The combustion air temperature raised to 76.degree. C. and
the rpm's reduced to 2900. At that point, an infrequent backfire
was noted in the engine. 100 proof denatured ethanol was then used
as the primary fuel and the bypass to the heat exchanger was
closed. The combustion air temperature rose to 160.degree. C. and
during the next minutes increased to 170.degree. C. The rpm's
increased to 4000 rpm and the engine ran smoothly.
Another series of tests were run with the engine adjusted to
operate at 3500 rpm's and with the heat exchanger removed so that
neither the fuel or combustion air were preheated and thus were at
ambient temperatures. The engine was started with 200 proof ethanol
as the fuel and as soon as the intake air temperature at the
injector module had risen to about 50.degree. C., the fuel was
changed to 100 proof ethanol and the engine ran smoothly. The
intake air temperature rose to 70.degree. C. where it stabilized.
The engine was turned off, restarted and continued to run smoothly.
By adjusting and opening the air intake, the rpm could be increased
to over 4000. By slightly closing the same air intake, the rpm
could be reduced to 1500. At both ranges of rpm, the engine ran
smoothly and was turned off and restarted without difficulty and
continued to run smoothly.
The rpm of an engine using the method and fuel of the present
invention may be regulated by regulating the amount of air flow
into the combustion chamber. In a conventional gasoline powered
engine, the engine rpm is regulated by regulating the amount of
gasoline that is introduced into the combustion chambers.
It is evident that the invention involves the use of an aqueous
fuel which may comprise large amounts of water in proportion to
volatile carbonaceous fuel. A particularly effective aqueous fuel
comprises a mixture of approximately 70% water and 30% carbonaceous
fuel. The thermal energy of the carbonaceous fuel, e.g., gasoline,
is reduced from the fuels high energy value, approximately 120,000
BTU's per volume gallon in the case of gasoline, to a BTU content
of approximately 35,000 BTU's per volume gallon for the 70% water,
30% gasoline mixture. This BTU content of the water/gasoline
mixture is sufficient to maintain a reaction in the combustion
chamber of an internal combustion engine, such that the water
molecule is dissociated and the hydrogen molecule (H.sub.2) is
separated from the oxygen molecule (O.sub.2) and the so produced
hydrogen gas is utilized as a primary power source to move the
pistons inside an internal combustion engine upon combustion. The
invention is applicable with a variety of volatile carbonaceous
fuels, including diesel oil or kerosene, and those fuels can be
also mixed with up to 80 % water (e.g., diesel or kerosene) to
achieve the same reaction to dissociate hydrogen and oxygen to
release hydrogen gas to power an internal combustion engine in the
presence of a hydrogen-producing catalyst.
For this reaction to take effect, it is necessary to equip each
combustion cavity inside the internal combustion engine with at
least one, but preferably two, and maybe more, poles of hydrogen
producing catalyst, with a melting point above the temperature of
combustion. Useful catalysts include Ni, Pt, Pt-Ni alloys,
Ni-stainless steel, noble metals, Re, W, and alloys thereof, which
may be utilized as a hydrogen producing catalyst in the form of
catalytic metal poles. Combustion and dissociation is initiated by
a spark which may be created by a conventional electric spark
generation system such as is used with conventional motor vehicle
engines.
As a further examples of the invention, using fuel and combustion
air at ambient temperatures I took 3 liters of unleaded gasoline
(87 octane) with a BTU content of about 120,000 BTU's per gallon
and 7 liters of tap water. I added 10 ml of surfactant (detergent)
into this mixture in a first test to enhance mixing of the water
with the gasoline. This procedure was followed to produce
additional mixtures with 25 ml and 40 ml of surfactant to obtain
the water/gasoline mixture. The same procedure was also followed
with using tap water which was filtered through a deionization unit
and charcoal filter to remove the chlorine and other impurities
present in the water.
Each of the above described mixtures was then tested in a 4
cylinder, 2.5 liter internal combustion engine equipped with
injectors, which were attached to a fuel rail. The fuel used during
those tests was disbursed to the fuel rail through a Bosch
multi-port pressure measuring device. The engine was also equipped
with a fuel carburetor. The carburetor is only used for the air
intake into the engine as the air/fuel ratios are substantially
lower and differ with the various fuels used; for example, starting
at 0.75:1 with the 50/50 water/alcohol mixture and from 1:1 to 3:1
for the 70% water/30% gasoline mixture. Normally, a gasoline engine
using gasoline as fuel utilizes an air fuel ratio of 14 to 1. Such
an engine is equipped with a cylinder but is changed to accept two
1/2 inch diameter nickel bolts or screws, as the hydrogen-producing
catalyst, with the screw part being of 1/4 inch diameter to
practice the invention. The nickel bolts were placed 1/2 inch apart
on top of the piston. In another modification I placed a flat piece
of aluminum (6-inches by 12-inches) inside and on top of the engine
head. I drilled and tapped three 3/4 inch holes into the cover of
the engine head in a horizontal position approximately 3 1/2 inches
apart. I screwed some copper adapters into those holes. The
adapters are connected with each other by a 3/4 inch copper pipe
which was fitted into the muffler. This device carries the exhaust
gas from the engine and I have found that it is sufficient to take
out water vapors (steam) from the head, otherwise the water vapor
will accumulate in the engine and crankcase oil, which is not
desirable.
Each of the above mentioned fuel mixtures where tested while the
engine was in neutral so as not to move the car and were found to
be capable of self starting the engine by just turning the ignition
key of the car. It was not necessary to use a secondary fuel to
start the engine.
The 2.5 liter engine utilized in those tests was in a standard 2.5
liter Chrysler turbo injection engine with the turbo and all smog
and pollution abatement equipment removed. This engine also had a
factory installed 3-speed automatic transmission with a gear ratio
of 1:3.09.
The same test series as mentioned above was also performed
utilizing the same internal combustion engine and car, with
approximately from 20% to 25% diesel and 75% to 80% water, with the
same results. Additional tests were conducted with from 20% to 25%
kerosene fuel and from 75% to 80% water where like results were
also obtained.
In another test series, I used a 70% water/30% gasoline emulsified
mixture as the only fuel to power the engine in a test "City Car",
which I developed for testing purposes. This car is a 4 door, 5
passenger front wheel drive car with a net weight of 2,500 pounds.
In tests I was able to drive this car with the above mentioned
fuels from 0 to 60 miles per hour in about 6 seconds. I tested the
car to a top speed of 75 miles per hour but the car could be driven
substantially faster.
As discussed above, I have also determined that it is important to
control the air to fuel mixture to obtain optimum results. In one
test, I ran a 14:1 air fuel ratio, the same as conventionally used
with gasoline, and this resulted in an incomplete combustion within
the engine and large amount of water and fuel mixture exiting the
tail pipe. The same occurred using an air to fuel mixture of 7:1.
These tests were conducted using water and gasoline at a 70% to 30%
mixture, water and diesel at a 75% to 25% mixture and water and
kerosene at a 75% to 25% mixture. The incomplete combustion began
to subside to satisfactory levels with air to fuel ratios of 3:1 or
less. Outer limits and optimum properties are easily determined for
any given aqueous fuel mixture using the procedure described above
but the air to fuel ratio should not exceed 5:1.
I have also found that a wetting agent or surfactant may be
desirable. One such agent which has proved to be useful has a trade
name of Aqua-mate2 manufactured or distributed by Hydrotex in
Dallas, Texas. Obviously, other wetting agents available
commercially that help disperse carbonaceous fuels in water are
also usable.
I additionally conducted tests on all three above described fuels
using 50% water and 50% carbonaceous fuel, e.g., oil based fuel,
which was adequately dispersed in the water. These tests also
allowed the engine to run very satisfactorily.
Another car test is in progress using 50% water and 50% alcohol,
with an energy content of 35,000 BTU's per gallon. Test results of
20 miles per gallon of actual driving have been achieved. With
proper fuel management in the engine, efficiency can be effectively
increased significantly upwards to 30 miles per gallon or more.
The benefits of the invention are substantial since about a 70%
reduction of air pollutants is obtained with a total elimination of
NOX. There is also a 70% reduction of the fuel price to drive a
vehicle through reduction in the amount of gasoline used.
Furthermore, there are other substantial advantages; such as
possible reduction of elimination of need for oil imports.
Other gaseous or liquid carbonaceous fuels may be used, including
gaseous fuels such as methane, ethane, butane or natural gas and
the like which could be, liquified and substituted for ethanol and
methanol as used in the present invention, or used in gaseous
form.
The present invention could also be used in jet engines, which is
another form of internal combustion engine.
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