Fossil fuel catalyzation system using negative charge to fuel injector in order to increase burn/combustion efficiency

Abstract

A system, apparatus and associated method for the catalyzation of a fossil fuel prior to combustion within an internal combustion engine. A voltage is inputted from a source to a relay and an ignition circuit in separate communication with the relay. The relay converts the input voltage to a negative output voltage applied to a fuel line in communication with a fuel injector of the engine, resulting in a negative charge imparted to the fuel prior to combustion and in order to increase oxidation/burn efficiency with resultant mileage/horsepower increase and concurrent decrease in pollutants resulting from discharge of partially combusted reactants.

Claims

1. A system for the catalyzation of a fossil fuel prior to combustion within an internal combustion engine, comprising: a voltage supplied from a source and inputted to a relay; an ignition circuit in separate communication with said relay; a positive electron charge supplied to an oxygen airflow concurrently being fed to a fuel injector of the engine; a voltage source, such as a 12V car battery having both positive and negative leads which communicate with an inverter component; a vehicle air intake component; and a processor providing for adjustment of an air intake value applied to the vehicle intake component in order to adjust the positively charged air input to a vehicle combustion chamber; said inverter component communicating with a bridge rectifier for conversion of an alternating-current input into a direct-current output; and said relay converting the input voltage to a negative output voltage for delivery to a fuel line in communication with the fuel injector of the engine, resulting in a negative charge imparted to the fuel prior to combustion in order to increase oxidation/burn efficiency with resultant mileage/horsepower increase and concurrent decrease in pollutants resulting from discharge of partially combusted reactants.

2. The invention as described in claim 1, the source further comprising a battery.

3. The invention as described in claim 2, further comprising a switch for activating the battery to output the current flow voltage through a resistor prior to the relay.

4. The invention as described in claim 3, further comprising the fuel line connected to an electrical ground location.

5. The invention as described in claim 1, said air intake component further comprising either of a galvanized mesh screen or an electrostatic precipitator.

6. The invention as described in claim 1, further comprising one or more mass air flow sensors for instructing said processor for adjustment of the air intake value.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) Reference will now be made to the attached drawings, when read in combination with the following detailed description, wherein like reference numerals refer to like parts throughout the several views, and in which:

(2) FIG. 1 is a schematic of fossil fuel catalyzation circuit of general application to any internal combustion engine and in particular for providing for the introduction of a modest negative electrical charge to a fossil fuel within an injector, at the point of combustion, and in order to increase oxidation/burn efficiency with resultant mileage/horsepower increase and concurrent decrease in pollutants resulting from discharge of partially combusted reactants; and

(3) FIG. 2 is a schematic of a further application of the present invention for providing a positive electron charge to a supply of oxygen concurrently fed into the combustion chamber along with the injected fuel, to achieve similar objectives.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

(4) With reference now to the following description, the present invention discloses a system, apparatus and associated method or process for the catalyzation (as most generally defined being the initiation of a chemical reaction) of a fossil fuel at the point of combustion. As will be described in detail, the assembly and associated process teaches the application of the small negative charge, such as to the fuel as it is conveyed into a fuel injection line preceding combustion.

(5) With reference to FIG. 1, a schematic is shown, generally at 10, of fossil fuel catalyzation circuit of general application to any internal combustion engine (not shown) and in particular for providing for the introduction of a modest negative electrical charge to a fossil fuel within an injector, at the point of combustion, and in order to increase oxidation/burn efficiency with resultant mileage/horsepower increase and concurrent decrease in pollutants resulting from discharge of partially combusted reactants. A battery (or any substitute voltage supply source) is referenced at 12 and, upon being activated by a switch or the like (not shown) outputs a current flow voltage along a conduit or wire 14, through a resistor 16 and to a series connected conduit or wire 18 leading to a relay 20.

(6) The relay 20 is also communicated by an ignition circuit 22 and, upon being activated, converts to a negative the input voltage supplied from the battery for feeding, via an output conduit/wire 24, to any of a fuel line or rail 26 associated with a fuel injector assembly. The fuel line or rail is further connected to a ground location, as depicted at 28 via line 30.

(7) Typically, a small electric charge is added to an already slight electron chemical negative charge, resulting in a significant oxidation reaction of the fuel which, during combustion, results in significant increase in burn/combustion efficiency, with resultant increase in fuel mileage/horsepower output per gallon of an internal combustion engine within which the system is integrated, along with reduction of pollutant emissions.

(8) Preliminary testing of electrical values added to the negative charges of the feel have yielded values in a range of twelve volts (12V), five amps (5 A) to twelve volts (12V), twenty amps (20 A) on the negative side of the fuel, resulting in increased heat efficiency. As is known, the thermal efficiency of a heat engine is the percentage of heat energy that is transformed into work. The efficiency of even the best conventional heat engines is low, usually below 50% and often far below. In the present application, corresponding efficiencies of 50% and greater are possible.

(9) With reference to FIG. 2, a further variant of the invention is generally depicted at 32 and additionally or alternatively contemplates providing a positive electron charge to an oxygen input prior to introducing into the injector along with the fuel, and to thereby achieve similar objectives. A voltage source, such as a 12V car battery 34, includes both positive 36 and negative 38 leads which communicate with an inverter component 40 (such as 120V AC 400 W).

(10) The inverter 40 communicates with a bridge rectifier 42. As is known, a diode bridge is an arrangement of four diodes in a bridge circuit configuration that provides the same polarity of output for either polarity of input. When used in its most common application, for conversion of an alternating-current input into a direct-current output, this further referenced by +DC ONL output 44.

(11) A vehicle air intake component is shown at 46 and includes a small galvanized mesh screen or Truman cell. In the latter instance, such air purifiers use EP (Electrostatic Precipitator) technology to attract particles to the filter.

(12) By this arrangement, a positive charge is added to the air intake drawn through component 46 for delivery to the given cylinder combustion chamber (not shown) concurrent with the introduction of fuel through the fuel injectors. A separate processor 48, provides for adjustment of at an air intake value, such as via one or more mass airflow sensors 50 positioned in proximity to the intake component, and which is applied to the mesh screen or Truman Cell 46 in order to adjust the positively charged air input to the vehicle combustion chamber (generally referenced at 52), In this fashion, and as the O2 sensor becomes more positively charged, the associated processor component will modify/reduce the air intake value through the use of mass air flow sensors with the net result being substantially constant horsepower and fuel efficiency (mileage).

(13) The variant of FIG. 2 acknowledges the existence of limits to electrical catalyzation of fossilitic fuels, as it is presently unknown if a complete burn within the combustion chamber is possible. At typical revolution per minute (RPM) rates of 750 RPM (idle speed) to 6,000 RPM (max speed when all pistons are firing at ½ RPM speed for a four stroke engine), this translating to a range of between 375 time/minute (6.25 times/second) up to 3,000 times/minute (50 times/second). At an average velocity of 3000 RPM twenty five explosions/second occur which can result in difficulties in obtaining a complete burn within the combustion chamber. Other features can include a relayed on/off switch added to associated ignition relays.

(14) Having described my invention, other and additional preferred embodiments will become apparent to those skilled in the art to which it pertains, and without deviating from the scope of the appended claims. The detailed description and drawings are further understood to be supportive of the disclosure, the scope of which being defined by the claims. While some of the best modes and other embodiments for carrying out the claimed teachings have been described in detail, various alternative designs and embodiments exist for practicing the disclosure defined in the appended claims.