Patent Application
20200189911
The present invention discloses hydrogen generation systems and methods of using the same. More particularly, hydrogen is generated on demand by injecting liquid feedstock onto a solid aluminum alloy containing a catalyst. The hydrogen may then be stored or used as fuel for various types of energy conversion, such as internal combustion engines or fuel cells. The hydrogen generation reaction oxidizes the alloy to alumina, which can recycled back into the original alloy using conventional smelting methods.
The reliance on fossil fuels for generating energy is not a long-term sustainable model. For centuries, power generation has been dominated by the use of non-renewable resources, such as coal, oil, and gas. In the latter decades of the 20th century, concerns began to mount regarding the limits to these non-renewable resources, especially oil. Some have calculated that world oil reserves will begin to diminish beginning by the year 2030 and possibly sooner as global demand for oil and its refined products increases.
Concurrent with the concerns over depletion of these power generation resources has been the growing fear of the effects of emissions not only from the use of, but also from the production of, non-renewable resources. While the debate over the contribution of burning fossil fuels to the phenomenon of global warming rages, there is no question the production and use of coal and oil are significant sources of air pollution.
The fear of scarcity and deleterious environmental effects has generated growing pressure to develop so-called “alternative” power or energy sources, especially from renewable sources. Thus, significant effort has gone into developing sun, wind, and wave power generation systems. Thus far, these renewable energy sources have been demonstrated to have value in large-scale power generation, such as supplying electricity to the grid. For obvious reasons, these renewable resources are inadequate for small power supply needs, such as powering cell phones or operating an automobile. For smaller power needs, rechargeable batteries or power cells have been developed and utilized with good success. Of course, these rechargeable electrical sources still rely upon large-scale electricity generation.
Beginning in the last third of the 20th century and continuing into the third millennium, significant time, money, and energy have been devoted to developing so-called “green” sources of power and energy that are renewable and have a much lower environmental impact than their fossil fuel cousins. One proposed solution has been to use hydrogen as a fuel. Hydrogen-fuel cell and hydrogen-internal combustion engine (ICE) technology has been successfully demonstrated for use in powering an automobile. However, many draw backs inherent with the generation, storage, and transport of hydrogen have hampered its widespread development and usage. One significant problem has been the fact that it takes a significant amount of energy to extract hydrogen from water. Another problem is that hydrogen is difficult to store since it must be highly compressed in large, high pressure-safe storage tanks, or maintained in a liquefied form in cryogenically cooled tanks. In either case, the storage requirements render the use of hydrogen in automobiles problematic and, in much smaller apparatuses, virtually unthinkable.
The United States Environmental Protection Agency (EPA) has implemented several regulations requiring the reduction of greenhouse gas (GHG) emissions since the passing of the Clean Air Act (CAA) in 1970. Within the CAA, the EPA defines the National Ambient Air Quality Standards (NAAQS), which relate the maximum allowable GHG emissions output for automotive manufacturers and fleet vehicles. Within these regulations, there exist various limits on carbon monoxide (CO), carbon dioxide (CO2), nitrous oxides (NOx), particulate matter (PM), un-burnt hydrocarbons (HyCx), and sulfur oxides (SOx).
The World Health organization in their annual assessment of ambient air pollution demonstrates that nearly 3 million people die each year due to exposure to GHG emissions. It has also been determined that GHG emissions account for nearly $184 billion in total damages to various economic sectors in the United States alone. Since passing the CAA, the EPA has issued several major amendments to the document implementing stricter reduction regulations in an attempt to curb such economic and human losses.
Exacerbating this problem is the fact that the number of miles driven in the U.S. has increased nearly 200% since the passing of the CAA. Despite the increase, aggregate emissions (PM, CO, NOx, SO2, VOC's and Pb), have steadily declined since 1970. Carbon dioxide (CO2) emissions, however, are still increasing. Although the rate of increase has dropped from 50% in 2004 to 25% today, CO2 emissions are still increasing even while aggregate emissions are falling. Thus, the current focus is on CO2 reduction.
It is anticipated that efforts will continue to increase regulations to reduce emissions, with the focus on automotive manufacturers, state, municipal and industrial fleets, as well as over-the-road trucks. Fleet managers especially will be challenged with meeting the more stringent requirements in order to avoid incurring monetary fines and penalties. As many state and local municipalities are not able to purchase new vehicles every year, these stricter regulations become increasingly difficult to meet for older vehicles.
The average fuel price per gallon has increased dramatically since 1970, growing from an average of $0.36 per gallon to $2.45 per gallon in 2015. This is an approximate 681% increase with the highest average price taking place in 2012 ($3.64 per gallon, a 1011% increase over 1970). While the average price per gallon has decreased in recent years, the overall trend remains up. The U.S. Energy and Information Administration (EIA) provides gasoline price predictions based upon market and usage trends. These trends suggest fleet managers will have to continue to combat increased fuel costs.
In response to these issues, it is quite relevant that the combustion of hydrogen is perhaps the most “green” power source possible. The byproduct or “exhaust” of hydrogen combustion is merely water without the greenhouse gases that are exhausted from combustion of more traditional fuels. U.S. Pat. Nos. 7,938,879 and 8,080,233, both of which are held by the Purdue Research Foundation, involve the generation of hydrogen on demand as an alternative fuel. Thus, the environmental impact is lessened significantly and any contribution to the global warming phenomenon is minimized. Rather than being required to replace older but mechanically viable vehicles, it would be most practical to somehow retro fit these units in order to reduce their GHG emissions, improve their overall fuel economy and save money on operating costs.
Thus, there is a need for hydrogen generation systems and processes that avoid the inherent problems with current technology, namely hydrogen storage and fossil fuel extraction. There is also a need for a hydrogen fuel cell that can be used on virtually any scale ranging from powering a large machine, such as an automobile, to powering a small appliance such as a cell phone or tablet.
The present invention comprises a novel apparatus and method of injecting a metered amount of a liquid hydrogen-containing oxidant feedstock, such as, for example, water, onto a solid aluminum alloy containing galinstan, a eutectic alloy of gallium, indium and tin, to produce and deliver hydrogen on demand. The injection is achieved by controllably operating water injectors in a precise sequence with a precise quantity of water over a precise interval of time. The injection pressure will be created with an air-over-water method of about 6 PSI relative to the H2 output pressure, meaning as the H2 pressure rises from zero to 5 PSI, the water pressure will climb concurrently up to 11 PSI in order to achieve no more than about 6 PSI relative pressure in the reaction container in order to ensure a consistent rate of water injection. In some embodiments, the water pressure is controlled to maintain the hydrogen gas pressure at not more than about 5 PSI. Both the compressed air and output gas are monitored using pressure transducers coupled to a microcontroller that manages the entire process.
The solid alloy containing the catalyst can be safely stored in a dry location without special consideration, both before and after reacting with water. The alloy after use is oxidized to alumina (aluminum oxide), which can then be recovered and recycled back into the original alloy an indefinite number of times by deploying conventional aluminum industry smelting methods.
The combustion of hydrogen in a common ICE has several benefits. Hydrogen burns very quickly due to its high flame propagation rate, reducing the need for gasoline within the cylinder as the oxygen sensors on the vehicle continuously clean the air/gasoline mixture. In addition, the byproduct of hydrogen and oxygen combustion is simply water. As there is no carbon present in either hydrogen or water, the creation of carbon monoxide (CO) and carbon dioxide (CO2) is eliminated.
The features of this disclosure and the manner of attaining them, will become more apparent and the disclosure itself will be better understood by reference to the following description of preferred embodiments of the disclosure taken in conjunction with the accompanying drawings, wherein:
Corresponding reference characters indicate corresponding parts throughout the several views. Although the drawings represent embodiments of the present disclosure, the drawings are not necessarily to scale and certain features may be exaggerated in order to better illustrate and explain the present disclosure.
The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. As used herein, the term “and/or” includes any and all combinations of one or more of the associated listed items. As used herein, the singular forms “a,” “an,” and “the” are intended to include the plural forms as well as the singular forms unless the context clearly indicates otherwise. It will be further understood that the terms “comprises” and/or “comprising,” when used in this specification, specify the presence of stated features, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, steps, operations, elements, components, and/or groups thereof.
Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one having ordinary skill in the art to which this invention belongs. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the relevant art and the present disclosure and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein. Unless otherwise specified, the terms “about” or “approximately,” when used in connection with a numerical value, should be interpreted as meaning within 5% of the most precise digit of stated value. For example, “about 1” refers to 0.95 to 1.05, while “about 1.0” refers to 0.995 to 1.005.
In describing the invention, it will be understood that a number of techniques and steps are disclosed. Each of these has individual benefit and each can also be used in conjunction with one or more, or in some cases all, of the other disclosed techniques. Accordingly, for the sake of clarity, this description will refrain from repeating every possible combination of the individual steps in an unnecessary fashion. Nevertheless, the specification and claims should be read with the understanding that such combinations are entirely within the scope of the invention and the claims.
A new and novel method and apparatus for creating and delivering hydrogen on demand from a hydrogen-containing oxidant feedstock and catalyst reaction are disclosed and shown herein. In the following description, for purposes of explanation, numerous specific details are set forth in order to provide a thorough understanding of the present invention. It will be evident, however, to one skilled in the art that the present invention may be practiced without these specific details. The present disclosure is to be considered merely as an exemplification of the invention, and is not intended to limit the invention to the specific embodiments illustrated by the figures or description below.
The technology of this invention lowers the demand for gas and diesel by substituting hydrogen as a supplemental fuel. Inside an ICE, hydrogen burns first due to its unique, inherent characteristics. The use of hydrogen increases the efficiency of the motor, thereby reducing the need for liquid fuels. Combusting hydrogen produces no harmful emissions, only water vapor. An ICE operating on supplemental hydrogen does not require any additional modification.
Hydrogen is a most basic material. Its qualities and characteristics are well-known and long-established science. An aspect of this novel technology is a solid alloy comprised of aluminum and catalyst. In some embodiments, ratio of aluminum and catalyst each range from 0.01% to 99.99% by weight. In further embodiments, the alloy is about 90% aluminum and about 10% catalyst by weight. In certain embodiments, the alloy is at least 90% aluminum and more than 0%, but not more than 10%, catalyst by weight. Any type of hydrogen-containing oxidant (e.g., water, although others are also known) added to the alloy will instantly generate hydrogen on demand, thereby eliminating the need for high-pressure storage and transportation of hydrogen gas. The rate and quantity of hydrogen production can be controlled and adjusted as needed for the end application.
After the alloy has reacted with water, it becomes aluminum oxide (also known as “alumina”). Alumina can be captured and recycled an indefinite number of times through established and common techniques well-known in the aluminum industry. The result is the cost of the alloy and, therefore, the cost of hydrogen, decreases each time the alloy is deployed. This fact makes it possible for supplemental hydrogen to become cost competitive compared to gasoline at current pricing levels.
Moreover, the infrastructure for reducing alumina into aluminum has existed in this country for over 100 years and is vastly underutilized. Adoption of this novel technology will not only reduce the demand for oil and reduce emissions from the transportation sector, but revitalize the domestic aluminum industry as well.
A sustainable hydrogen feedstock will also assist in stretching out global supplies of oil by decreasing reliance on fossil fuels. Such can be accomplished without the need for government mandates and/or subsidies.
The present invention will now be described more specifically by referencing the appended figures representing preferred embodiments. As shown in
Gas train 24 provides a path for both compressed air (from compressor 60 shown schematically in
Referring now to
Reactor module lid 21 preferably includes one or more lifting handles 21A and 21B for facilitating the removal and replacement of module 20 into enclosure 10 for refueling purposes.
As determined and controlled by controller 26, pressurized water is delivered from water vessel 23 to each of the reactors 20A-20C via pressurized water outlet 32, first water conduit 34, valves 30A-30C, and second water conduit 36, which introduce water to and through water injection inlet 38. Water vessel 23 also includes compressed air inlet 40. The hydrogen gas generated by reactors 20A-20C is carried away from the reactors and, in this embodiment, ultimately enters into an ICE (not shown) via hydrogen conduits 42.
It is to be appreciated that the form, fit and function of first module 20 applies equally as well to the form, fit, and function of second reactor module 20′.
Experimentation has shown that a preferred shape or form of holder 48 of the alloy and catalyst 46 is a spring form as shown in
The preferred catalyst-alloy in one embodiment is comprised of common P1020 aluminum infused with galinstan acting as a catalyst for the purpose of depassivating the aluminum when water is added. After water is added, the alloy becomes aluminum oxide (alumina) containing the catalyst.
The air and water connections include a compressor 60 that provides compressed air at about 10 PSI to first manifold 61 coupled to first pressure transducer 62. Upon being activated by controller 26, manifold 61 introduces pressurized air via air inlets 40, 40′ to water vessels 23, 23′, which in turn inject water through first water conduits 32, 32′ to water valves 30A-30C and 30A′-30C′. Upon activation at step 212 of first stage 208, valve 30A injects 5 mL of water at inlet 38 to the interior of first reactor 20A. After step 212 is completed and 15 seconds transpires, valve 30B injects 5 mL of water into the interior of the second reactor 20B. This sequence continues in accordance with the automated processes 100 and 200 as shown and described in relation to
After the first stage 208 has taken place and the passage of ninety seconds (90 s.) has transpired, a second stage 236 is initiated. As an initial step 240 of second stage 236, 5 mL of water is injected into the first reactor 20A every six seconds (6 s.) for five repetitive cycles. After step 240, and the passage of another ninety seconds (90 s.), 5 mL of water is injected into the second reactor 20B every six seconds (6 s.) for five repetitive cycles, as set forth in step 244. After step 244, and another ninety seconds (90 s.), 5 mL of water is injected into the third reactor 20C every six seconds (6 s.) for five repetitive cycles, as set forth in step 248. After step 248, and another ninety seconds (90 s.), 5 mL of water is injected into the fourth reactor 20A′ every six seconds (6 s.) for five repetitive cycles, as set forth in step 252. After step 252, and another ninety seconds (90 s.), 5 mL of water is injected into the fifth reactor 20B′ every six seconds (6 s.) for five repetitive cycles, as set forth in step 256. After step 256, and another ninety seconds (90 s.) 5 mL of water is injected into the sixth reactor 20C′ every six seconds (6 s.) for five repetitive cycles, as set forth in step 260.
Once the second stage 236 is complete and another 120 seconds (120 s.) has passed, a third and final stage 264 is initiated. As an initial step in third stage 264, 5 mL of water is injected into the first reactor 20A every five seconds (5 s.) for six repetitive cycles, as set forth in step 268. After step 268, and another 60 seconds (60 s.), 5 mL of water is injected into the second reactor 20B every five seconds (5 s.) for six repetitive cycles, as set forth in step 272. After step 272, and another 60 seconds (60 s.), 5 mL of water is injected into the third reactor 20C every five seconds (5 s.) for six repetitive cycles, as set forth in step 276. After step 276, and another 60 seconds (60 s.), 5 mL of water is injected into the fourth reactor 20A′ every five seconds (5 s.) for six repetitive cycles, as set forth in step 280. After step 280, and another 60 seconds (60 s.), 5 mL of water is injected into the fifth reactor 20B′ every five seconds (5 s.) for six repetitive cycles, as set forth in step 284. After step 284, and another 60 seconds (60 s.), 5 mL of water is injected into the sixth reactor 20C′ every five seconds (5 s.) for six repetitive cycles, as set forth in step 288.
The apparatus enclosure 10 provided by this invention is portable and may be transferred and located wherever on-demand generation of hydrogen is needed. In one embodiment, enclosure 10 may be carried in a bed of a work truck or other vehicle for providing supplemental fuel to the ICE powering such vehicle. In other applications, the enclosure 10 may be deployed in a free-standing position wherever hydrogen may be useful as a fuel (primary or supplemental).
This novel technology provided by this invention as described herein is unique in several distinct ways, including, but not limited to:
Certain desirable objectives met by this novel technology employed, in one embodiment, in combination within an ICE include:
The system of this invention has been tested in a standard municipal fleet vehicle. The truck is a 2008 Ford F-250, equipped with a Triton 5.4 liter gasoline V-8 engine. To collect fuel mileage data, an Auterra DashDyno system equipped with a Garmin GPS unit was deployed. This combination of devices utilizes data from the engine's OBD II port to provide fuel delivery per mile driven. While in daily operation, tests have shown an average of 15% increased fuel economy and an average of 20% reduction in CO2 emissions. Actual sample fuel mileage data is displayed in Tables B and C below.
The above Tables B and C present actual sample data from Auterra DashDyno and Garmin GPS units used on the test vehicle. The data shows the system increased vehicle fuel mileage by 15.2-15.6% (listed as MPG Boost in the tables above).
To collect the vehicle emissions output, an E-Instruments F-5000 five gas analyzer was employed to measure O2, CO, CO2, NOx, and HyCx. Data from this device is noted in
It should also be noted that no increase in NOx was experienced during these hydrogen delivery events depicted in
To achieve these results, this invention deploys a proprietary alloy of aluminum and catalyst to separate hydrogen from oxygen in water and then deliver the hydrogen to a vehicle's engine. The system is a stand-alone device taking advantage of the existing ECM's sensors and operation—the vehicle's standard controls are untouched. The system may also be transferred between multiple vehicles. Indeed, due to the system's stainless steel construction, it most likely will outlive the average fleet vehicle. Finally, hydrogen is not produced unless and until it is needed. By monitoring a signal from the vehicle's alternator, the system will not produce hydrogen until it receives a signal the engine is operating.
Another important advantage provided by this invention is that no additional infrastructure is required for refueling the system. Refueling simply involves removing the reactor container holding the exhausted alloy, replacing the spent container with a reactor container holding fresh alloy and refilling the water vessel. The entire process may be performed in less than two (2) minutes, unlike refueling a compressed gas or electric vehicle. Refueling may also be performed by existing garage staff. Replacement alloy in reaction containers can be supplied to the user should they desire to perform the refueling function internally.
In addition, due to the aftermarket bolt-on design of the current system, the EPA does not require retesting of vehicles to ensure compliance with federal regulations. The system of this invention does not introduce any foreign materials into the engine's gasoline feed line and does not modify the ECM. Thus, fleet managers do not have to undergo the certification procedures required for a complete vehicle conversion.
Much of the impetus for green fleet initiatives originates from political concerns. The goals involve reducing America's dependence on oil while reducing emissions from transportation sources. Fortunately, the current system provided by this invention addresses both issues by providing on-demand supplemental hydrogen from a completely renewable source. Thus, from a financial perspective, at least the following three (3) distinct advantages are provided by this invention.
Another significant advantage provided by this invention is that there are minimal safety concerns with this novel system. The hydrogen is generated on demand eliminating on-board storage. In addition, no-high pressure refueling system is required. The vessel containing the alloy and water is common five-inch stainless steel, and is not operated at high pressure. The system is outfitted with automatic safety valves (such as pressure relief valve 66) allowing hydrogen to vent should a malfunction or accident occur. The hydrogen feed line 42′ also preferably incorporates back-flash suppressors preventing any flame from reaching the system back through the delivery line.
In the event the vehicle runs out of hydrogen, the vehicle will simply continue to operate on gasoline as normal. The only difference is the advantages of improved fuel mileage and lowered emissions will not occur until the reactors are refilled. Because there is no modification to the engine or ECM, the absence of hydrogen will not affect the vehicle's standard or typical performance.
The hydrogen generation system disclosed herein has applications in addition to use in automobiles. A potentially very large application of this technology is as an energy storage medium for electricity produced by renewable sources, i.e. wind and solar farms. A most important issue impacting alternative means of power production is a lack of storage for mitigating the intermittent nature of the wind and sun. Ideal conditions for wind speed often occur during the middle of the night when demand for electricity is lowest. Solar farms are similarly handicapped by cloudy days and nightfall. A much larger percentage of the potential of such sources could be engaged if the energy generated during times of excess supply over demand could be stored. By utilizing surplus electricity to smelt the alumina generated by this invention, surplus electricity can be, in essence converted and saved as alloy.
Embodiments of the present invention may be used with fuel cells. A fuel cell generates electricity via a chemical reaction. It is a much more efficient means of producing power than an ICE. Another important point is an operating fuel cell creates zero harmful emissions. Every fuel cell requires a source of hydrogen for operating, as well as heat in order to maximize efficiency. This novel process provides both hydrogen and heat as needed.
Currently, the market for fuel cell powered vehicles is quite small. As fuel cells become more viable, however, it is important to consider the infrastructure for recycling as spent aluminum alloy already exists in the form of smelting facilities located all across the globe.
Embodiments of the present invention may have military applications. The Achilles heel of American military projection is portable energy. A forward-operating base requires massive quantities of liquid fuels for efficient operation. The Department of Defense is the largest individual consumer of liquid fuels domestically. The transportation of the huge quantities of energy needed to fuel the military, especially into remote or hostile regions, is very high risk and very expensive.
For example, convoys of fuel trucks are an easy target for enemy combatants. It is much safer if a convoy contains aluminum alloy instead of volatile liquids. Upon arrival at the base, the alloy can be reacted with any type of water and the resultant hydrogen employed to operate standard generators. Not only are the drivers and escorts of the convoy much safer, but the generators will produce no harmful emissions while in operation. When the trucks depart the base to return to the fuel depot, they can carry the previously reacted alloy. The aluminum industry can then recycle the spent alloy and return it to the appropriate depot for the next convoy.
Applicant has already demonstrated the ability to power in-whole U.S. Army generators normally operated on standard JP 8 fuel. The same system can be used in emergency applications for standby power during natural disasters when the existing infrastructure is destroyed or off-line. Instead of storing liquid fuels for generators, it is much safer to store the aluminum alloy where needed. When disaster strikes, simply adding any type of water to the alloy allows one to employ the hydrogen to operate power generators.
As noted above, testing of the system included mounting the prototype hydrogen-delivery system onto a vehicle for actual on-road testing. (A standard, gasoline-powered Ford 5.4 Liter Triton V-8 F 250 pick-up truck was used as a beta test platform.) After extensive, on-road testing in everyday use, the performance of the supplemental hydrogen delivery system is now well-established. Fuel savings is roughly 15% as the engine leans its use of gasoline as hydrogen burns first due to its higher propagation rate. CO2 emissions are reduced approximately 20% without any increase in NOx emissions. By building from the data learned during live testing, the system no longer needs ASME certification as the operating pressure has dropped from initially 50 PSI down to 11 PSI currently.
Various embodiments of different embodiments of the present disclosure are expressed in paragraphs X1, X2 and X3 as follows:
X1. One embodiment of the present disclosure includes an apparatus for generating hydrogen on demand, comprising: a vessel for liquid feedstock, the vessel including an inlet for compressed air, and an outlet for liquid feedstock; and at least one reactor, the at least one reactor including an inlet in communication with the outlet for liquid feedstock and an outlet for hydrogen gas, the at least one reactor containing a solid alloy of aluminum and catalyst.
X2. Another embodiment of the present disclosure includes a method for generating hydrogen comprising: providing a first reactor containing a solid alloy containing aluminum and a catalyst; injecting, at an injection pressure, a first amount of liquid feedstock into the first reactor, wherein contact between the solid alloy and the liquid feedstock generates hydrogen; monitoring a gaseous pressure of the generated hydrogen; and controlling the injection pressure to maintain the injection pressure at a predetermined level above the gaseous pressure of generated hydrogen.
X3. A further embodiment of the present disclosure includes a method for generating hydrogen comprising: providing a plurality of reactors, each containing a solid alloy containing aluminum and a catalyst; injecting a first amount of liquid feedstock into each of the plurality of reactors, wherein injecting the first amount of liquid feedstock into a first reactor in the plurality of reactors occurs prior to injecting the first amount of liquid feedstock into a second reactor in the plurality of reactors; delaying for a first predetermined inter-stage duration; injecting a second amount of liquid feedstock into each of the plurality of reactors, wherein injecting the second amount of liquid feedstock into the first reactor occurs prior to injecting the second amount of liquid feedstock into the second reactor; delaying for a second predetermined inter-stage duration; and injecting a third amount of liquid feedstock into each of the plurality of reactors, wherein injecting the third amount of liquid feedstock into the first reactor occurs prior to injecting the third amount of liquid feedstock into the second reactor; wherein contact between the solid alloy and the liquid feedstock generates hydrogen.
Yet other embodiments include the features described in any of the previous paragraphs X1, X2 or X3, as combined with one or more of the following aspects:
Wherein the liquid feedstock is a hydrogen-containing oxidant.
Wherein the liquid feedstock comprises water.
Wherein the liquid feedstock is water.
Wherein the catalyst includes gallium.
Wherein the catalyst includes galistan.
Wherein the catalyst is galinstan.
Wherein the solid alloy is composed of about 90% aluminum and about 10% catalyst.
Wherein the solid alloy is composed of at least 90% aluminum and more than 0%, but not more than 10%, catalyst.
Further including a vented enclosure, wherein the vessel and the at least one reactor are contained within the vented enclosure.
Wherein the enclosure includes a lid panel securable in a closed position by one or more compression lever locks.
Wherein the lid carries one or more compressible bumpers.
Wherein the at least one reactor is carried within the enclosure abutting a reactor saddle.
Wherein the vessel for liquid feedstock includes a pickup tube extending within the vessel from the outlet for liquid feedstock.
Wherein introduction of compressed air into the liquid feedstock vessel via the inlet for compressed air forces liquid feedstock within the vessel through the pickup tube and outlet for liquid feedstock into a first water conduit, wherein the first water conduit is in communication with the inlet of the at least one reactor.
Further comprising a gas train providing a path for compressed air to enter the vessel and a separate path for hydrogen gas to exit the reactor.
Wherein the gas train directs hydrogen gas exiting the reactor to one of an internal combustion engine and a fuel cell.
Wherein the solid alloy is suspended within the at least one reactor.
Wherein the solid alloy is spaced apart from an interior wall of the at least one reactor.
Wherein the solid alloy is carried on a spring holder spaced apart from the interior wall of the at least one reactor.
Wherein the spring holder includes one or more gaps.
Wherein a bracket attaches the spring holder to the interior wall of the at least one reactor.
Wherein the at least one reactor includes a hood positioned between the inlet and the solid alloy.
Wherein the hood is generally conical in shape.
Wherein the at least one reactor includes a diverter, and is configured whereby the solid alloy is positioned between the diverter and the inlet.
Wherein the diverter is generally conical in shape.
Wherein the at least one reactor includes a hood and a diverter, and is configured such that, when liquid feedstock enters the least one reactor via the inlet, the liquid feedstock sequentially contacts the hood, the solid alloy, and then the diverter.
Further comprising providing a second reactor including a solid alloy containing aluminum and the catalyst; injecting, at the injection pressure, a second amount of liquid feedstock into the second reactor, wherein contact between the solid alloy and the liquid feedstock generates hydrogen, and wherein the injecting the second amount of liquid feedstock into the second reactor occurs a predetermined duration after injecting the first amount of liquid feedstock into the first reactor.
Wherein injection pressure is maintained at about 6 pounds per square inch above the gaseous pressure of generated hydrogen.
Further comprising providing a vessel for liquid feedstock, the vessel including an outlet operatively connected to the first reactor.
Wherein the controlling the injection pressure comprises controlling the introduction of compressed air into the vessel.
Wherein injecting the second amount of liquid feedstock into each of the plurality of reactors comprises delivering multiple injections to the first reactor prior to delivering multiple injections to the second reactor.
Wherein injecting the third amount of liquid feedstock into each of the plurality of reactors comprises delivering multiple injections to the first reactor prior to delivering multiple injections to the second reactor.
While the novel technology has been illustrated and described in detail in the figures and foregoing description, the same is to be considered as illustrative and not restrictive in character, it being understood that only the preferred embodiments have been shown and described and that all changes and modifications that come within the spirit of the novel technology are desired to be protected. As well, while the novel technology was illustrated using specific examples, theoretical arguments, accounts, and illustrations, these illustrations and the accompanying discussion should by no means be interpreted as limiting the technology. All patents, patent applications, and references to texts, scientific treatises, publications, and the like referenced in this application are incorporated herein by reference in their entirety.
While this disclosure has been described as having an exemplary design, the present disclosure may be further modified within the spirit and scope of this disclosure. This application is therefore intended to cover any variations, uses, or adaptations of the disclosure using its general principles. Further, this application is intended to cover such departures from the present disclosure as come within known or customary practice in the art to which this disclosure pertains.
This application claims the benefit of priority to U.S. Provisional Patent Application Ser. No. 62/768,429, filed Nov. 16, 2018, incorporated herein by reference.
| Number | Date | Country | |
|---|---|---|---|
| 62768429 | Nov 2018 | US |
