Emissions reduction system for an internal combustion engine

• US 7,013,845 B1
• Filed: 10/29/2004
• Issued: 03/21/2006
• Est. Priority Date: 10/29/2004
• Status: Expired due to Fees

• Current Assignee: Contego Medical, Inc.
• Original Assignee: Hydrofuel Systems, Inc.
• Inventors: Jones, Wilbur, McFarland, Steve
• Primary Examiner(s): Wen, Henry C.
• Assistant Examiner(s): Benton, Jason
• Application Number:
  US10/977,803
• Time in Patent Office: 508 Days
• Field of Search: 123/25.R, 123/25.A, 123/25.J, 123/25.K, 123/25.L, 123/25.M, 123/25.N, 123/25.Q, 123/3, 607/23, 607/49, 607/50, 431/170
• US Class Current: 123/3
• CPC Class Codes: F02B 47/02 the substances being water or steam
• CPC Class Codes: F02B 51/02 involving catalysts
• CPC Class Codes: F02M 25/0224 Water treatment or cleaning F02M25/032 takes precedence
• CPC Class Codes: F02M 25/0225 Water atomisers or mixers, e.g. using ultrasonic waves
• CPC Class Codes: F02M 25/025 Adding water
• CPC Class Codes: Y02T 10/12 Improving ICE efficiencies

Abstract

A dual system for overall engine emissions control, including prevention of excessive formation of nitrogen oxides and carbon compounds 1) by cooling and humidifying intake air and 2) by restructuring and modifying hydrocarbon fuels, resulting in a more complete combustion, a significant reduction of the latent heat of combustion and increased combustion potency. The invention utilizes one or more ultrasonic devices to create an aqueous vapor from an ultra-pure water supply, said vapor varying in quantity according to engine size and load, having electronic sensors and controls for precision switching, metering and delivery. Simultaneously, while humidifying the intake air, the hydrocarbon fuel is passed from a fuel supply through a catalytic reactor to restructure the hydrocarbon molecules into a more homogeneous, more combustible and cleaner-burning fuel. Thus equipped, said internal combustion engine can be run as a fuel conserving, low emissions prime mover.

Claims

1. A water injection engine comprising:

a) an internal combustion engine having at least one combustion chamber, having at least one reciprocating piston, having a cylinder head, having at least one intake port and having at least one exhaust port with at least one exhaust conduit;

b) an air intake path, having an air filtering system and an air mixing system, directing a charge of air into said air intake port;

c) an exhaust path, having said exhaust port connected to said exhaust conduit for the expulsion of exhaust gases from said engine;

d) a water injection system for containing an ultra-pure water supply in fluid connection with vessels, valves, purification means, pressurizing means, control means and vaporization means in fluid connection with said air intake path of said engine;

e) a holding tank for receiving said ultra-pure water supply in fluid connection with a solenoid valve for the purpose of open/closed control of said holding tank, a liquid level sensor for the purpose of alerting operator to maintain supply of said ultra-pure water supply and a pressurizing means being electrically controlled for the purpose of variable pressure and volumetric control of said ultra-pure water supply;

f) at least one ultrasonic vaporization unit in fluid connection with said holding tank to create an aqueous vapor to be injected into said air intake path;

g) a housing containing said ultrasonic vaporization unit connected to said air intake port for mixing said vapor with said intake air charge of said internal combustion engine;

h) at least one electronic control unit for the purpose of monitoring and controlling functions of said water injection engine which pertain to the operation of said ultrasonic vaporization unit, including at least the monitoring of exhaust gas temperature, intake manifold pressure, accelerator position, liquid level of said ultra-pure water supply, pressure of said holding tank and which unit also controls said ultrasonic vaporization unit including on/off control and variable pressure control and being electrically connected to a DC power source;

i) at least one catalytic fuel-conditioning unit in fluid connection with said fuel supply of said engine and also in fluid connection with said combustion system of said engine and containing base metal catalysts and metal alloyed catalysts for restructuring said fuel.

2. A water injection system for an internal combustion engine, as in claim 1, having at least one ultrasonic vaporization unit electrically connected to said electronic control unit that engages, disengages and manages said injection of ultra-pure vaporized water into said air intake path of said engine at a prescribed rate.

3. An electronic control unit, as in claim 2, that injects ultra-pure vaporized water into said air intake path of said engine at a ratio between 0:

1 water/fuel ratio to 1;

1 water/fuel ratio.

4. An electronic control unit, as in claim 2, that injects ultra-pure vaporized water into said air intake path of said engine, being activated, de-activated and variably controlled primarily in conjunction with the exhaust gas temperature of said engine.

5. An electronic control unit, as in claim 4, having electrical connection with at least one electronic thermal sensor with its probe exposed to said exhaust path within close proximity of said exhaust port, capable of sending a signal to said electronic control unit that measures exhaust temperature from said engine.

6. An electronic control unit, as in claim 2, that injects ultra-pure vaporized water into said air intake path of said engine, being activated, de-activated and variably controlled in conjunction with the intake manifold air pressure of said engine.

7. An electronic control unit, as in claim 6, having electrical connection with at least one electronic pressure transducer inserted into said intake air path within close proximity of said air intake port, capable of sending a signal to said electronic control unit that measures air pressure in said air mixing chamber connected to said air intake port.

8. An electronic control unit, as in claim 2, that injects ultra-pure vaporized water into said air intake path of said engine, which has as an optional feature, a quick response vapor injection feature, being activated, de-activated and variably controlled in conjunction with the accelerator or throttle position of said engine.

9. An electronic control unit, as in claim 8, having electrical connection with at least one electronic sensor that detects acceleration and deceleration of said engine.

10. An electronic control unit, as in claim 2, that injects ultra-pure vaporized water into said air intake path of said engine, which has as an optional feature, a heating system that monitors the temperature of said ultra-pure water supply of said water injection system for detection of near-freezing temperatures.

11. An electronic control unit, as in claim 10, which has as an optional feature, a heating system, having electrical connection with at least one electronic sensor that detects near-freezing temperatures in said ultra-pure water supply.

12. An electronic control unit, as in claim 10, which has as an optional feature, a heating system, having electrical connection with at least one electric heating element that is in physical contact with said ultra-pure water supply and is caused to activate when temperatures drop to near-freezing to prevent ice in said ultra-pure water supply.

13. A water injection system for an internal combustion engine, as in claim 1, having at least one ultrasonic vaporization unit electrically connected to said electronic control unit that injects ultra-pure vaporized water into said air intake path of said engine, having a purification means for supplying said ultra-pure water in fluid connection with said ultrasonic vaporization unit.

14. An electronic control unit, as in claim 2, that injects ultra-pure vaporized water into said air intake path of said engine, being activated, de-activated and variably controlled by internal programming that electronically senses limits, levels and times and that monitors and controls components of said water injection system according to a prescribed program.

15. An electronic control unit, as in claim 14, that injects ultra-pure vaporized water into said air intake path of said engine, being activated, de-activated and variably controlled by internal programming that electronically senses limits, levels and times and that detects impurities such as minerals or acids in said water supply and activates an alarm that alerts an engine operator to replace said purification means and thereby prevent impurities from passing into said engine.

16. An electronic control unit, as in claim 15, electrically connected to at least one electronic sensor that detects impurities in said water supply and will shut down said water injection system if not serviced within a prescribed timeframe.

17. An electronic control unit, as in claim 14, that injects ultra-pure vaporized water into said air intake path of said engine, being activated, de-activated and variably controlled by internal programming that electronically senses limits, levels and times and that detects low levels in said ultra-pure water supply and activates an alarm that alerts an engine operator to add more water to prevent said water injection system from shutting down.

18. An electronic control unit, as in claim 17, electrically connected to at least one electronic sensor that detects low water levels in said ultra-pure water supply and will shut down said water injection system if not serviced within a prescribed timeframe.

19. An electronic control unit, as in claim 14, that injects ultra-pure vaporized water into said air intake path of said engine, being activated, de-activated and variably controlled by internal programming that electronically senses limits, levels and times and that prevents said engine from shutting down until said water injection system has had ample time to shut off and clear water vapor from said air intake path by.

20. An electronic control unit, as in claim 19, electrically connected as an ignition system bypass circuit to the ignition system of said engine and that causes said ignition system to remain engaged and keep said engine running for a prescribed timeframe to allow water vapor to clear from said air intake path.

21. An electronic control unit, as in claim 2, that injects ultra-pure vaporized water into said air intake path of said engine, which has as an optional feature, a supplemental engine cooling system that prevents said engine'"'"'s coolant from boiling over by electronically sensing the near-boiling temperature of said engine'"'"'s primary cooling system and activating said water injection system until said primary cooling system can be returned to a safe operating temperature.

22. An electronic control unit, as in claim 21, which has as an optional feature, a supplemental engine cooling system, electrically connected to at least one electronic sensor in physical contact with said engine coolant and that is capable of detecting near-boiling temperatures in said engine'"'"'s primary cooling system.

23. An electronic control unit, as in claim 2, that injects ultra-pure vaporized water into said air intake path of said engine, being activated, de-activated and variably controlled by internal programming that electronically senses limits, levels and times and which has as an optional feature, a control parameter which is the engine output load as indicated by an ammeter electrically connected to an electric generator connected to said engine.

24. A water injection system for an internal combustion engine, as in claim 1, having at least one ultrasonic vaporization unit electrically connected to an electronic control unit that injects ultra-pure vaporized water into said air intake path of said engine and having at least one containerized catalytic fuel-conditioning unit in fluid connection with said fuel supply and with said combustion system of said engine, which passively enhances said hydrocarbon fuel for said engine as said fuel flows through said catalytic fuel-conditioning unit.

25. A catalytic fuel-conditioning unit, as in claim 24, having a plurality of catalytic stages, each stage consisting of a base metal catalyst or alloyed metal catalyst being comprised of at least one the following elements:

tin, copper, zinc, iron, nickel, cobalt, silicon, magnesium, molybdenum, platinum, palladium and ruthenium or a combination of these.

26. A catalytic fuel-conditioning unit, as in claim 24, having a plurality of catalytic stages, each stage consisting of a base metal catalyst or alloyed-metal catalyst being comprised quantitatively of at least one of the following elements:

a) Copper 30–

100%;

b) Zinc 30–

100%;

c) Iron 30–

100%;

d) Tin 30–

100%;

e) Silicon 30–

100%;

f) Nickel 30–

45%;

g) Cobalt 10–

40%;

h) Magnesium 10–

40%;

i) Molybdenum 10–

100%;

j) Platinum 10–

100%;

k) Palladium 10–

100%;

l) Ruthenium 10–

100%.

27. A catalytic fuel-conditioning unit, as in claim 24, having a plurality of catalytic stages, each stage consisting of a base metal catalyst or alloyed-metal catalyst being finely ground and compressed to conform to a prescribed shape with sufficient porosity as to not inhibit fuel flow, but having direct and repeated contact with totality of said fuel.

28. A catalytic fuel-conditioning unit, as in claim 24, having a plurality of catalytic stages, each stage consisting of a base metal catalyst or alloyed-metal catalyst being chemically reduced and bonded to a porous silicon substrate with sufficient porosity as to not inhibit fuel flow, but having direct and repeated contact with totality of said fuel.

29. A catalytic fuel-conditioning unit, as in claim 24, having a plurality of catalytic stages, having a sealed metal housing made of steel, copper or aluminum and having at least one in port and at least one out port in fluid connection with a fuel supply line for said internal combustion engine.