The flow of liquid unreformed fuel from the sump chamber 42 to the main fuel tank 13 is controlled by a solenoid valve not shown based on the liquid level in the sump chamber From the main fuel tank 13, the unreformed liquid fuel is pumped into the fuel injection port s 29 by the primary pump 39, and it is re-circulated through the reactor vessel 24 in multiple passes as many times as it takes to crack it.
The reformed gaseous fuel 37 collects in the gas chamber 41, from which a secondary pump 40 pumps it into the auxiliary fuel tank The hydrogen cations are generated by an electrolysis cell The hydrogen cations are drawn out of the cathode side of the electrolysis cell 44 by a Venturi injector, which utilizes a partial vacuum created by the flow of the fuel-gas mixture 33 across a Venturi opening or tube.
The hydrogen cations combine with the anions of the reformed hydrocarbon fuel plasma to convert the ions into neutral molecules and thereby stabilize the reformed fuel gas. Optionally, the oxygen anions from the anode side of the electrolysis cell 44 can be injected into the engine's air filter 20 through an oxygen inlet 45 in order to improve combustion.
From the auxiliary fuel tank 15, some of the stabilized reformed fuel gas 37 is drawn into the intake manifold 19 of the engine 18 through the vacuum conduit Some of the stabilized reformed fuel gas 37 is also injected into the reactor vessel 24 through the carrier-gas injection port s Instead, the primary and secondary pumps 39 40 create the pressure drop needed to maintain the flow of fuel-gas mixture 33 from the distal to the proximal end of the reactor vessel As the fuel-gas mixture 33 is drawn into the reactor enclosure 25 through the injector assembly 28, the cross-flow heats the fuel-gas mixture to the point at which the fuel component is vaporized.
As the vaporized fuel-gas mixture 33 enters the annular plenum 27 around the reactor rod 26, its flow path becomes constricted, which causes its pressure and velocity to increase. The increased pressure and kinetic energy of the vaporized fuel-gas mixture 33 is further augmented by its absorption of thermal energy from the exhaust gases, which are becoming progressively hotter as the cross-flow approaches the exhaust manifold At the proximal end of the reactor vessel 24, hydrogen cations from the electrolysis cell 38 are injected into the fuel-gas mixture 33 in order to stabilize the reformed fuel molecules.
The fuel-gas mixture 33 then flows into the condenser 36, where the unreformed liquid fuel is separated from the stabilized reformed gaseous fuel 37, with the former being pumped to the auxiliary fuel tank 15 and the latter being drawn into the main fuel tank Since, the ECM 16 bases its determination of air-to-fuel ratio on the stoichiometry of conventional fuel gasoline or diesel combustion, its operations must be modified to account for the higher energy content of the stabilized reformed gaseous fuel 37 generated by the present invention Therefore, the preferred embodiment of the present invention 10 includes an auxiliary microprocessor 35, which interfaces with the ECM 16 so as to adjust the air-to-fuel ratio to reflect the combustion stoichiometry of the reformed gaseous fuel Because of the higher energy content of the stabilized reformed gaseous fuel 37, less of it will be consumed to release the same amount of energy as conventional fuel.
Therefore, its combustion will consume less oxygen, causing the concentration of oxygen in the exhaust gases 34 to rise. Since the ECM 16 does its calculations based on the energy content of conventional fuel, its normal response would be to infer from the rise in oxygen concentration in the exhaust gases that the air-to-fuel ratio is too lean.
Therefore, the ECM 16 standing alone would, under the circumstances of this example, signal the engine 12 to increase the concentration of fuel being sent to the combustion zone In so doing, however, the ECM 16 would undo the fuel economy advantage of the stabilized reformed gaseous fuel When the auxiliary microprocessor 35 interfaces with the ECM 16, however, the air-to-fuel ratio is adjusted to account for the higher energy content of the stabilized reformed gaseous fuel 37, thus enabling the present invention 10 to achieve greater savings in fuel consumption.
Various modifications of the disclosed embodiment, as well as other embodiments of the invention, will be apparent to persons skilled in the art upon reference to this description. It is therefore contemplated that the appended claims will cover any such modifications or embodiments that fall within the true scope of this invention. The hydrocarbon fuel is cracked and ionized in a reactor vessel by means of a feedback loop of electro-chemical interactions with a reactor rod composed of a magnetic and catalytic material.
Abstract -- An integrated system and process for improving internal combustion engine performance consists of four components: 1 an acetone-based fuel additive phase, 2 a fuel pre-heating and polarization phase, 3 an ionized hydrogen-oxygen plasma injection phase, and 4 a microprocessor-ECM interface phase to optimize the combined performance of the other three components. References Cited [Referenced By] -- U.
This invention relates to an integrated system and process for improving the performance of internal combustion engines. Combustion efficiency is increased and exhaust emissions are reduced by the combined effects of: 1 introducing an acetone-based fuel additive in the fuel tank.
This integrated system and process produces synergistic fuel additives with superior combustion characteristics. With respect to the first component of the present invention, the use of acetone-based fuel additives to improve fuel efficiency is known in the prior art. One example of such a fuel additive is disclosed in Smith, U. Acetone acts as a surfactant with respect to gasoline, reducing the surface tension of the liquid fuel so that it forms finer droplets that vaporize more readily.
In the Smith patent disclosure, as in the present invention, acetone is mixed with xylene, the latter being an aromatic hydrocarbon which boosts the fuel's octane rating. The acetone-based fuel additive component of the present invention differs from those disclosed in the prior art because it is formulated specifically to work in concert with the other two components of this invention.
The composition of the additive and the ratio of its fuel mixture are optimized to complement the other fuel enhancement features of this invention. With respect to the second component of this invention, a number of fuel preheaters are disclosed in the prior art, including Zabenskie, U.
These preheaters operate on the basis of a heat-exchange process between the fuel and hot-water side of the engine cooling system, as does the present invention. The prior art fuel preheaters in some instances produce a super-heated fuel e.
But none of the prior art devices produce a polarized preheated fuel, as does the present invention. The effect of the second component of the present invention is not only to preheat the fuel, but also to polarize the fuel's covalent hydrocarbon bonds, thereby rendering the hydrocarbon molecules more rapidly and completely combustible.
With respect to the third component of this invention, the prior art encompasses several devices for generating gaseous hydrogen-oxygen mixtures to be mixed with fuel prior to combustion. Examples are Ross, U. These devices all use an electrolysis cell to electrolyze water into hydrogen and oxygen. In the electrolysis process, positively-charged hydrogen ions are generated at the cathode, while negatively charged oxygen ions are generated at the anode.
In the prior art electrolysis devices, however, no effort is made to retain the ionized state of the generated gases, which simply revert to molecular hydrogen H. Consequently, these devices fail to take advantage of the superior combustion characteristics of an ionized hydrogen-oxygen mixture. In the present invention, on the other hand, the ionized H. Consequently, the gaseous hydrogen and oxygen remain in an ionized state when they mix with the atomized fuel at the fuel injection ports.
Since the fuel itself has already been polarized by the second component of this invention, moreover, the resulting air-fuel mixture is a highly combustible blend of ionized hydrogen-oxygen plasma and enhanced, pre-heated polarized fuel. Replies: 2 Last Post: , AM. Best rust converter s spray or brush for quick dirty jobs By jbgrant in forum Auto Detailing Replies: 4 Last Post: , PM. Replies: 0 Last Post: , PM. There are no members to list at the moment.
Bookmarks Bookmarks Facebook Twitter Digg del. All times are GMT The time now is AM. All rights reserved. The only thing I am convinced about the whole setup is the hydroxy part. If it can be produced times more efficiently, our car can truely run on water. You need to be a member in order to leave a comment. Sign up for a new account in our community. It's easy! Already have an account?
Sign in here. Forums Blogs Marketplace. Pre-ignition Catalytic Converter in Performance and Tuning. Recommended Posts. Clutched April 11, edited. Will it be street legal when used here? Share this post Link to post Share on other sites. Well, that is what we did! Using a magnetic and electrical reaction to break down the fuel molecules into their elemental state, the PICC creates a plasma, which burns super efficiently and cleanly!
So the gasoline you pay for goes further and the exhaust is so negligible it hardly registers. Can you imagine what being able to burn all the gasoline in your engine would mean to fuel savings?
This test condition approximated an 8 cylinder van with a engine, traveling up a 30 degree incline for one hour, at 65 miles per hour. Before the PICC modification, the engine used 18 pounds of fuel. At an average weight of 6. Converting that into miles per gallon, it got around 22 mpg. The researchers then switched the fuel injection process to the PICC Modification and ran the engine under the exact same conditions for another hour.
Now, the engine used only 2 pounds of fuel instead of 18 — an increase in efficiency of 9x. In other words, the vehicle traveling at 65 mph up a 30 degree incline for an hour would have obtained almost mpg!
When they shut off the engine, the researchers reported that it coasted on the plasma for another two minutes. This test with a V-8 gas guzzling engine is just the first big V-8 engine that we ran under scientific conditions at our Research Facility. We believe based on results like these that our plasma could revolutionize fuel economy for ALL vehicles — including SUVs and Pickups — that should easily get better than miles per gallon with the PICC.
To be able to modify SUVs of any size to get mpg minimal fuel economy will revolutionize the auto industry! Select from these video formats and resolutions to best fit your needs:. The PICC is a customized application which is the second step in a two step process. While the PICC is being developed for your vehicle, the first step to savings can be acquired immediately, so you can begin the process and start increasing your gas mileage right away.
The HAFC is an established and proven technology that is already on the market. You may be so happy with the savings you get with the HAFC, you may not even want to upgrade. When you get a PICC Upgrade Quote, we will notify you of your expected increase in savings, and the decision will be yours. The HAFC system will likely double your gas mileage! There is a scientific procedure for testing the vehicle before and after the modification that will PROVE the effect the kit has had on your mileage.
Hundreds of kits have already been distributed across the USA. We invite you to look at the examples further down on this page. In addition to the mileage increase you receive from the HAFC, we anticipate that the PICC will increase the mileage of all personal vehicles to over miles per gallon city or highway. Unbelievable, but, based upon scientific observation, entirely possible!
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