The GEET Demystified
C. P. Kouropoulos
A brief description :
The GEET is a dynamic fuel-exhaust recycling device that can be fitted to an engine, between the air intake and the exhaust.
A model suitable for a small two- or four-stroke (lawn-mower or small generator) typically consists of two horizontally-lying, concentric steel or metallic pipes of about 50 cm in length, one inside the other. The outer pipe has an inside diameter of 25.4 mm, the inner pipe an outside diameter of 12.7 mm and an inner diameter of 12.4 mm. Within the latter is a long solid steel or iron bar, whose diameter is 12 mm, that doesn’t touch it, except at three solder points at each of its extremities. Let us call A and B the two ends of the 50 cm long pipes and bar.
The exhaust from the engine travels
* From A along the "outer" concentric space, between the two pipes, to B.
* From there, it is sent bubbling at high pressure to the bottom a jug of water with some fuel that is vapourized by the heat.
* It is then sent along the inner pipe, in the thin space round the central solid steel bar, back from B to A, to near the air intake, where it is mixed with some fresh air.
* The latter mixture is input to the motor
A preliminary analysis of the GEET
Two-strokes are known to be inefficient as only a certain proportion of their fuel is burnt.
Their exhaust typically consists of the following :
1 – Air somewhat depleted in oxygen
2 – Carbon dioxide
3 – Carbon and nitrogen monoxyde
4 – Water vapour
5 – Unburnt volatile gasoline
6 – Particles of heavier hydrocarbons, lubrifying oil and soot
In the case of four-strokes, there is less of 5 and 6.
* As the exhaust first travels between the "outer" space, between inner and the outer pipes, it heats their surface to its own temperature. In order that this temperature be as high as possible, the outer pipe should be thermally insulated with a glass wool jacket. Another contribution to higher temperatures at the inner surface of the outer pipe involves the Ranque-Hilsch effect : the exhaust flow should spiral, so that the hotter components in the gas gather against the outer surface where the steam is more thoroughly reduced into hydrogen while the pipe surface is oxidized. In turn, the released hydrogen reacts with the carbon dioxide into carbon monoxide and water (CO2 + H2 >> CO + H2O) at high temperatures, while the steam can again be reduced by the hot iron into hydrogen. Provided that the outer surface of the cooler inner tube contains catalyzers such as nickel, already at 200° C, carbon dioxide and hydrogen combine into methane and water (CO2 + 4H2 >> CH4 + 2H2O), the latter of which can again be reduced at the hotter surface of the outer pipe. Therefore, both the water and the carbon dioxide are reduced, the exhaust becomes depleted in carbon dioxide and enriched in fuels such as carbon monoxide, hydrogen and methane.
* This pretreated exhaust bubbles through the jug of water and fuel, the latter remaining at the top when not miscible (gasoline, heavy fuel or miscible glycol alcohol, etc). The depth of the water increases the pressure in the preceding reducing stage. Now, along with some soot, heavy hydrocarbons and unburnt fuel that are recycled, the carbon dioxide dissolves in the water and is removed from the exhaust so long as the water isn’t saturated. To increase the amount of carbon dioxide dissolved, the pressure should be maximal and the water circulated. In critical closed-cycle applications, the resulting carbonic acid could react with a metal such as zinc or magnesium to release hydrogen. The resulting carbonate and hydroxide, as well as the reducing metal of the inner surface of the outer pipe could then be recycled later by using solar energy. Another option is using some mix of photosynthetic algae in an adjacent first stage to convert the carbon dioxide into oxygen and biomass, and fermenting anaerobic bacteria in a second stage to generate methane and hydrogen from the latter.
* The fuel as well as some water are vapourized in the bubbler.
* The cooled and enriched exhaust now travels at high speed inside the inner pipe, as the available space is thin, round the solid steel bar. Here, it must be observed that there are heat gradients, as the outer surface of the inner pipe is heated by the exhaust, while the steel bar inside that doesn't touch it is cooled by the cooler flow of the bubbled exhaust. The Ranque-Hilsch effect can again be used to further reduce the temperature round the inner bar. This involves replacing the three extremal solder points by small soldered coiled lines of wire at the B end of the iron bar.
* Some of the previously generated hydrogen may, here again, catalytically combine with the remaining carbon dioxyde into methane and water against the outer surface of the nickel inner tube.
* Because steel is magnetic and its Curie temperature is even higher than that of the outer, hotter pipe, all the surfaces inside the GEET are mesoscopically strongly magnetized, locally, on the level of magnetic domains of about 80nm, even if this magnetism isn’t apparent macroscopically. However, only the inner steel bar is in contact with a sufficiently cool flow so it is below the Curie temperature of the Magnegas.
As a result, when the molecules bounce against the surface of the pipes, they experience a strong magnetic field of several Tesla. As R.M. Santilli has shown, diatomic molecules such as H2 , O2 and CO can be magnetically polarized, and may assemble into clusters that this researcher calls magnecules. These have a Curie temperature which is at about 150° C for H2 and CO. The rate of formation of such magnecules will thus be higher on the cooler surface of the steel bar. The corresponding magnetically polarized gas is called a Magnegas (TM). Because most chemical reactions involve polarized molecules while ordinary gases are unpolarized, magnegases release far more energy than expected from the combustion of their unpolarized counterparts. Also note that, due to the recycling, the O2 molecules may pass several times into the magnetically polarizing cavity.
MASER emission might also occur in this cavity, which might accelerate the formation of magnecules.
The recycled and enriched exhaust thus in the end contains:
* CO, NO, O2 and H2 molecules, the latter resulting from the reduction of steam on the outer hot steel surface or from biomass recycling.
* Magnecules of the latter.
* Some methane from catalytic conversion of carbon dioxide and hydrogen or from biomass.
* Recycled unburnt fuel.
* Vapourized fuel from the bubbler.
* Less CO2 than in the original exhaust, at least until the water becomes saturated in the simplest devices. This suggests the importance of increasing the pressure in the bubbler.
The mechanisms involved suggest an improvement in efficiency from:
* Thermally insulating the outer pipe.
* Placing reducing elements at the inner surface of the outer pipe, with high surface area if in the solid state, or as a liquid circulating blanket maintained by centrifugal forces in a rotating configuration.
* Using spiralling vents at the entry of the exhaust into the cylindrical outer space, and coiled elements at the entry of the bubbled exhaust round the inner bar so that the flow spirals and, by the Ranque-Hilsch effect, concentrates its hot components on the outside and its cooler ones on the inside.
* Using a steel or alloy with high magnetic permeability and saturation, or very pure Iron for the inner bar.
* Polarizing the fuel in the bubbler into a Magneliquid, and the fresh air into a Magnegas.
* Increasing the pressure at the bubbler so that a maximal amount of carbon dioxide is dissolved.
* Using a metallic powder of Zinc or Magnesium so that the resulting carbonic acid releases hydrogen and carbonate in critical closed-cycle applications, or a multistage biomass of photosynthetic algae and anaerobic bacteria to convert the carbon dioxide into oxygen and biomass and the latter into methane in less critical or fixed applications.
The central iron bar should be at less than 150° C (the Curie temperature of Magnegas), the surrounding catalytic pipe at about 200° C (that converts carbon dioxyde and hydrogen into water and methane), and the outer pipe at yet higher temperatures.
According to the inventor, Mr Pantone, the central steel or iron bar acquires an overall magnetization and must always be oriented in the same way with respect to the magnetic north in devices where it is horizontal, and similarly with respect to the vertical, when vertical.
The energy balance:
On the minus side:
* The vapourized fuel spent (whatever the actual proportion of fuel in the bubbler, which can be as low as 20%)
* The steel or reducing agent oxidized, mainly at the inner surface of the outer pipe
* The metallic powder turned into carbonate.
On the plus side :
* The unburnt fuel and hydrocarbons recycled, especially for two-strokes
* The unburnt CO and NO recycled
* The increased energy released by the use of magnecules
* The possibility of using a wide variety of cheap fuels
* Dissolved CO2 converted to oxygen and biomass and then the latter into methane and hydrogen in several stages or into carbonates and hydrogen by a metal in the bubbler itself or some adjacent reactor.
Any test of exhaust emissions should take into account the CO2 retained in the water. Also note that, when this CO2 is eventually released in the atmosphere or recycled, one is left with a brew consisting of residual, unvolatilized fuel, soot and various heavy hydrocarbons, which would be ideally suited for recycling in a "Hadronic Reactor" into Magnegas. Thus, provided that the overall cycle proves to have a favourable efficiency, there might be a synergy between the GEET and Hadronic reactors, as they both involve Magnegases and the waste from the one may be taken as starting materials for the other.
For most two-strokes, there should be quite a significant improvement in efficiency from the recycling of the unburnt fuel alone. For other motors in which there is less of the latter, the gain could be lower but still not negligible. Note also that the Magnegas produced in "Hadronic Reactors" is unsuitable for two-strokes, as these require a liquid fuel into which the lubricating oil is mixed.
Thus, this system has several positive points. On the other hand, claiming that it runs on 80% of water and 20% of fuel when this is just the proportion that is present in the bubbler where the fuel is preferentially vapourized by the hot exhaust, ignoring the oxydation of the metal in the pipes and their effective lifetime, ignoring the CO2 retained in the water, especially during the first ten minutes after start-up, as well as the liquid wastes that are produced when measuring the exhaust emissions and not mentionning for how long a specific test was performed can be very misleading, to the point of bordering on fraud.
Suggested improvements involve the use of spiralling aerodynamic flows so as to optimize the temperature gradients at several key locations by the Ranque-Hilsch effect (to minimize the temperature round the central iron bar, and maximize it at the inner surface of the inner and outer pipes), thermally insulating the outer pipe, increasing the pressure so as to maximize the solution of carbon dioxide in the bubbler, and circulating the resulting carbonic acid in adjacent reactors, using a multistage configuration of photosynthetic and anaerobic recycling biomass to convert it to oxygen and methane or using a reactive metal to release hydrogen in certain critical closed-cycle applications. Solar energy can be used at a later stage to release the oxygen taken up by the reducing metal and recycle it.
US Patent # 5,794,601
US Cl. 123/538 ~ August 18, 1998
Fuel Pretreater Apparatus and Method
A novel fuel pretreater apparatus and method for pretreating an alternate fuel to render it usable as the fuel source for fuel burning equipment such as internal combustion engines, furnaces, boilers, and turbines, includes a volatilization chamber into which the alternate fuel is received. An exhaust plenum may enclose the volatilization chamber so that thermal energy supplied by exhaust from the fuel burning equipment can be used to help volatilize the alternate fuel. A bypass stream of exhaust may be diverted through the alternate fuel in the volatilization chamber to help in volatilizing the alternate fuel and help carry the volatilized fuel through a heated reactor prior to its being introduced into the fuel burning equipment. The reactor is preferably interposed in the exhaust conduit and is formed by a reactor tube having a reactor rod mounted coaxially therein in spaced relationship. The exhaust passing through the exhaust conduit provides thermal energy to the reactor to pretreat the alternate fuel.
Current U.S. Class: 123/538; 123/557; 123/575
Intern'l Class: F02M 031/18
Field of Search: 123/538,557,575,1 A,568
References Cited ~
U.S. Patent Documents
4,267,976 ~ May., 1981 ~ Chatwin ~ 123/538.
4,418,653 ~ Dec., 1983 ~ Yoon
4,524,746 ~ Jun., 1985 ~ Hansen ~ 123/538.
4,567,857 ~ Feb., 1986 ~ Houseman, et al.
4,735,186 ~ Apr., 1988 ~ Parsons
5,059,217 ~ Oct., 1991 ~ Arroyo, et al. ~ 123/538.
5,074,273 ~ Dec., 1991 ~ Brown ~ 123/538.
5,357,908 ~ Oct., 1994 ~ Sung, et al.
5,379,728 ~ Jan., 1995 ~ Cooke
5,408,973 ~ Apr., 1995 ~ Spangjer ~ 123/538.
5,443,052 ~ Aug., 1995 ~ Aslin ~ 123/575.
Other References ~
PCT Publication No. WO 96/14501–May 17, 1996.
Marin Independent Journal, Nov. 1992 "In quest of perfect engine".
Exotic Research Report, vol. 1 #2 Apr.-Jun. 1996, pp. 23-26.
BACKGROUND OF THE INVENTION
This invention relates to fuel burning equipment and, more particularly, to a novel fuel pretreater apparatus and method for making it possible for such fuel burning equipment to utilize as a fuel a material not otherwise considered suitable as a fuel for such equipment.
2. State of the Art
Most fuel burning equipment in use today is designed to burn a particular fuel. For example, internal combustion engines are designed to burn gasoline or diesel fuel, furnaces and boilers to burn natural gas, oil, or coal, and turbines to burn kerosene or jet fuel. Fuels or other materials other than the fuels for which the equipment is designed to burn cannot generally be used in such equipment.
For example, in internal combustion engines, particularly in light of the extreme sophistication of many current engines, not only for fuel economy but also for reduction in the emitted pollutants, great care is taken in the selection of the fuel grade particularly as to its quality prior to its introduction into the internal combustion engine. One does not consider crude oil or recycled materials such as used motor oil, cleaning solvents, paint thinner, alcohol, and the like, as a suitable fuel source for an internal combustion engine. Further such materials would not be considered suitable fuels for furnaces, boilers, turbines, or most other fuel burning equipment. In addition, one would not consider using such fuels if contaminated by water, nor would one consider using nonfuels such as used battery acid or other waste products as fuels for fuel burning equipment.
SUMMARY OF THE INVENTION
The present invention is a novel fuel pretreater apparatus and method for fuel burning equipment. This novel fuel pretreater enables the fuel burning equipment to utilize as fuels combustible products selected from material such as crude oil or recycled materials such as motor oils, paint thinners, solvents, alcohols, and the like and noncombustible products such as battery acid. Any substance that can be preheated and then burned in the fuel burning equipment will be referred to as alternate fuel. This alternate fuel is introduced as a liquid into a volatilization chamber. The volatilization chamber may be heated to aid in volatilization and in most cases may be advantageously heated by thermal energy from the exhaust in the exhaust conduit of the fuel burning equipment. A portion of the exhaust may even be bubbled through the alternate fuel to assist in the volatilization of the alternate fuel. The fuel vapor produced in the volatilization chamber is drawn through a heated thermal pretreater. The thermal pretreater may be mounted, preferably concentrically, inside the exhaust conduit to be heated by the exhaust gases. The thermal pretreater serves as a reactor and is configured as a reactor tube having a reactor rod mounted, preferably concentrically, therein with a reduced annular space surrounding the rod. The volatilized alternate fuel passes through this annular space where it is subjected to thermal pretreatment prior to being introduced into the intake system of the fuel burning equipment.
The best mode presently contemplated for carrying out the invention is illustrated in the accompanying drawings, in which:
FIG. 1 is a block diagram of a basic fuel pretreating apparatus of this invention;
FIG. 2, a schematic flow diagram of the novel fuel pretreater apparatus of this invention shown in the environment of an internal combustion engine; and
FIG. 3, an enlarged cross-sectional view of a schematic of the reactor portion of the fuel pretreater of FIG. 2.
DETAILED DESCRIPTION OF THE ILLUSTRATED EMBODIMENT
The invention is best understood from the following description and the appended claims taken in conjunction with the accompanying drawings wherein like parts are designated by like numerals throughout.
The present invention is a unique apparatus and method for pretreating materials to be used as fuel for fuel burning equipment such as internal combustion engines, furnaces, boilers, turbines, etc. The pretreatment makes it possible for the fuel burning equipment to utilize as its fuel source fuels or other materials that are generally considered as not being suitable fuels for such fuel burning equipment. These alternate fuels include almost any liquid hydrocarbon such as crude oil or recycled material such as motor oil, solvents, paint thinners, and various alcohols, to name several. These alternate fuels may even be contaminated with water or may be material such as used battery acid which is not considered combustible or a fuel. Importantly, as shown in FIG. 1, the alternate fuel is volatilized in a volatilization chamber and is then subjected to a high temperature environment in a heated reaction chamber prior to its being introduced into the intake system of the fuel burning equipment. The reaction chamber provides a heated reaction zone with a reaction rod therein about which the fuel flows. It is this flow through the heated reaction zone about the reaction rod which makes the fuel suitable for burning in the fuel burning equipment. In most cases, since the fuel burning equipment involved will produce high temperature exhaust gases, in order to save energy, the heating for the reaction chamber will be provided by the exhaust gases from the fuel burning equipment. The reaction chamber will thus usually be positioned in the exhaust conduit, whether an exhaust pipe, flue, chimney, etc., leading from the fuel burning equipment. It is believed important that the fuel flow through the reaction chamber be opposite the flow of exhaust gas in the exhaust conduit so that the most intense heating of the reaction chamber is at the end thereof where the fuel exits the reaction chamber. Currently, it is not known precisely what happens to the volatilized alternate fuel in this high temperature environment although one speculation is that the larger molecules are broken down into smaller molecular subunits of the heavy molecules.
In any event, I have found, for example, that I am able to satisfactorily operate an internal combustion engine using as my fuel source materials generally considered to be totally unsuitable as fuels for an internal combustion engine. For example, in one experimental run I was able to successfully operate an internal combustion engine using recycled motor oil. In another experimental run I was able to operate the internal combustion engine using crude oil as my sole fuel source. In yet another run I was able to use waste battery acid as my sole fuel source.
However, I should state at this point that when the reaction chamber is heated by exhaust gases from the engine, in order to generate sufficient thermal energy necessary to volatilize the alternate fuel in the volatilization chamber, it is necessary to operate the internal combustion engine initially using ordinary gasoline. This step is necessary since, absent my unique pretreatment process, it is impossible to operate an internal combustion engine with the alternate fuels that I am using. Accordingly, the internal combustion engine is started and operated for an initial period until sufficient thermal energy has been generated in order to initiate the volatilization and the pretreatment processes. Once these processes are self sustaining, the fuel system is switched over from the gasoline system to the alternate fuel system. The internal combustion engine continues to operate for as long as the alternate fuel is supplied or until the internal combustion engine is switched off.
Similarly, with other fuel burning equipment, when the reaction chamber is positioned in the exhaust conduit, conventional fuels are supplied to the equipment upon start up and until sufficient thermal energy is supplied to the reaction chamber to produce fuel usable in the equipment from the alternate fuel.
The invention will be illustrated and described in detail with respect to an embodiment thereof for use with an internal combustion engine. Referring now to FIG. 2, the novel fuel pretreater apparatus of this invention is shown generally at 10 and includes a volatilization chamber 12 and a fuel pretreater section 14 incorporated into an exhaust conduit 16. Volatilization chamber 12 is enclosed in an exhaust plenum 17 through which a stream of exhaust 18 passes. Exhaust 18 is produced by an internal combustion engine 20 which can be any suitable internal combustion engine ranging in size from a small, one-cylinder internal combustion engine to a large, multicylinder internal combustion engine. Internal combustion engine 20 is shown herein schematically particularly since no claim is made to an internal combustion engine, per se, only to the novel fuel pretreater apparatus 10 shown and claimed herein.
Internal combustion engine 20 includes a fuel tank 22 which supplies a starting fuel 24 and has a valve 26 for controlling the flow of fuel 24 through a fuel line 28 into an intake manifold 29. Fuel 24 enters internal combustion engine 20 through an intake manifold 29 either through carburetion or fuel injection (not shown), both of which are conventional systems for introducing fuel 24 into internal combustion engine 20 and are, therefore, not shown herein but only indicated schematically through the depiction of intake manifold 29. Fuel 24 is ordinary gasoline and provides the necessary starting fuel for internal combustion engine 20 until sufficient thermal energy has been produced in order to sustain the operation of volatilization chamber 12 and pretreater section 14. Thereafter, valve 26 is closed and internal combustion engine 20 is operated as will be discussed more fully hereinafter. Internal combustion engine 20 produces exhaust 18 which is collected from internal combustion engine 20 by an exhaust manifold 30. Exhaust 18 is then directed through exhaust conduit 16 into fuel pretreater 10 where it provides the necessary thermal energy for the operation of fuel pretreater 10.
Exhaust 18b represents a portion of exhaust 18 and passes through plenum chamber 17 surrounding volatilization chamber 12 prior to exiting exhaust conduit 16. Exhaust 18b represents the residual portion of exhaust 18 since a bypass 40 diverts a portion of exhaust 18 (shown as exhaust 18a) into volatilization chamber 12. Plenum chamber 17 acts as a heat exchanger for transferring thermal energy from exhaust 18b to volatilization chamber 12. A valve 42 controls the amount of exhaust 18a diverted into volatilization chamber 12.
Volatilization chamber 12 receives a quantity of alternate fuel 60 through a fuel line 62 from an alternate fuel source 63 with the flow thereof being controlled by a valve 64. Alternate fuel 60 accumulates as a pool of alternate fuel 60 in the bottom of volatilization chamber 12. Bypass 40 directs exhaust 18a into the bottom of the pool of alternate fuel 60 where a bubble plate 44 disperses exhaust 18a upwardly into the pool of alternate fuel 60 in order to assist in the volatilization of alternate fuel 60. However, the primary source of thermal energy for the volatilization of alternate fuel 60 is supplied by exhaust 18b as it passes through plenum chamber 17. The volatilized alternate fuel 60 is shown as volatilized fuel 66 which passes into an inlet 51 which is the end of reactor tube 52 extending upwardly into volatilization chamber 12.
Referring also to FIG. 3, an enlarged segment of pretreater section 14 is shown generally as a reactor 50 which includes a reactor tube 52 located concentrically inside exhaust conduit 16. A reactor rod 54 is mounted concentrically in spaced relationship inside reactor tube 52 to provide an annular space or reaction chamber 56. As shown, exhaust 18 passes through an annular space 51 surrounding reactor tube 52 where it transfers a portion of its thermal energy to reactor tube 52. Volatilized fuel 66 passes countercurrently through the annular space of reaction chamber 56. The turbulent mixing of volatilized fuel 66 as it passes through reactor 50 in combination with the thermal energy imparted to it from exhaust 18 along with what is believed to be a catalytic reaction therein initiated by reactor rod 54 produces a pretreated fuel 68. Pretreated fuel 68 is then directed through an intake line 53 (which is an extension of reactor tube 52) into intake manifold 29. A valve 57 in intake line 53 controls the flow of pretreated fuel 68 into intake manifold 29. Supplemental air 80 is introduced into pretreated fuel 68 through an air intake 82 with the flow of supplemental air 80 being controlled by a valve 84.
The presence of the reactor rod has been found important to operation of the invention. The make up of the reactor rod does not appear to be important. A steel reactor rod has been found satisfactory as have stainless steel, aluminum, brass, and ceramic reactor rods.
Steady state operation of internal combustion engine 20 involves exhaust 18 contributing thermal energy to reactor 50. A portion of exhaust 18 is diverted as exhaust 18a and bubbled through the pool of alternate fuel 60 in the bottom of volatilization chamber 12. Exhaust 18a combines with the volatilized fuel from alternate fuel 60 to provide volatilized fuel 66. Volatilized fuel 66 is drawn into inlet 51 thence through reaction chamber 56 of reactor tube 52. The balance of exhaust 18b passes through plenum chamber 17 where a substantial portion of the balance of the thermal energy in exhaust 18b is transferred into alternate fuel 60 to assist in the volatilization of the same.
The method of this invention is practiced by starting internal combustion engine 20 using starting fuel 24 obtained from starting fuel tank 22. The flow of starting fuel 24 through fuel inlet line 28 is controlled by valve 26. Valve 84 is opened initially to allow the free flow of air 80 through air intake 82 during this starting phase of internal combustion engine 20. Internal combustion engine 20 generates exhaust 18 which is collected in exhaust manifold 30 where it is then directed into exhaust conduit 16. Exhaust 18 contains a significant amount of thermal energy resulting from the combustion of starting fuel 24 in internal combustion engine 20. A portion of the thermal energy in exhaust 18 is used to heat reactor 50 and then to volatilize alternate fuel 60. Specifically, exhaust 18a is diverted through exhaust bypass line 40 into volatilization chamber 12 where exhaust 18a is dispersed by bubble plate 44 into alternate fuel 60. Exhaust 18a transfers its thermal energy to alternate fuel 60 and also provides a carrier stream for the volatilized products of alternate fuel 60 so that this combination becomes volatilized alternate fuel 66 which is then drawn into intake 51. At this point it should be noted also that valve 84 is partially closed in order to create a partial vacuum in pretreated fuel line 53, which means that a partial vacuum will also be created in intake 51. Simultaneously, valves 42 and 57 are selectively controlled in order to suitably recirculate the flow of exhaust 18a and volatilized alternate fuel 66, respectively. In the meantime, the balance of exhaust 18 becomes exhaust 18b which passes through plenum chamber 17 where it transfers its thermal energy into volatilization chamber 12 and alternate fuel 60 therein. Accordingly, a major portion of the balance of thermal energy in exhaust 18 after exhaust 18 has passed through reactor 50 is transferred into alternate fuel 60 for the volatilization of the same.
Volatilized alternate fuel 66 is directed into reaction chamber 56 where it is subjected to the pretreatment process of this invention by becoming reaction fuel 67 and then pretreated fuel 68. At the present time I am unable to state with any degree of certainty precisely what happens to reaction fuel 67 in reaction chamber 56. However, I have found that the larger molecules in volatilized fuel 66 appear to be broken into fragments with some type of reaction taking place. Specifically, I have found that a portion of the length of reactor 50 becomes quite hot, substantially hotter than could otherwise be accounted for from the thermal energy from exhaust 18 alone. This surplus thermal energy implies that some form of reaction is occurring in reaction fuel 67 as it is transformed into pretreated fuel 68. For example, in one prototype of the invention, the end of the exhaust conduit 16 positioned adjacent the end of reactor 50 closest the exhaust manifold 30 maintained a temperature of between about 500.degree.-700.degree. F. The portion of exhaust conduit 16 positioned along the central portion of the reactor 50 had a temperature between about 600.degree.-900.degree. F., while the position of the exhaust conduit 16 positioned adjacent the end of the reaction chamber where the volatilized alternate fuel entered was at a temperature between about 200.degree.-300.degree. F. Thus, the position of the exhaust conduit along the central portion of the reactor 50 reached temperatures higher than would be expected from the temperature of the other position of the pipe. Pretreated fuel 68 is directed into intake manifold 29 where it becomes the fuel source for internal combustion engine 20.
The change over from starting fuel 24 to pretreated fuel 68 is accomplished by the careful adjustment of valves 26, 84, 57, and 42. In this manner, the operation of internal combustion engine 20 is smoothly transferred from sole reliance on starting fuel 24 to reliance entirely on pretreated fuel 68. Using the novel teachings of this invention, I have run internal combustion engine 20 on alternate fuel 60 selected from materials generally considered to be totally unsuitable as a fuel for internal combustion engine 20. These alternate fuels have included crude oil and recycled materials such as motor oil, paint thinners, alcohols, and the like. Also, such fuels having some water content have also been used. Many of these alternate fuels are waste products for which disposal is a significant problem. By being able to use such waste products as fuel, a major source of pollution is eliminated. Tests on the exhaust generated by the engine 20 burning the alternate fuels have indicated that such exhaust is much cleaner than exhaust normally generated by such engines when burning gasoline in normal manner (gasoline can be used in the system as the alternate fuel of the invention to operate the engine more efficiently and without significant pollutants in the exhaust).
The dimensions of the reaction chamber and the reaction rod are such that the rod forces the volatilized fuel to flow substantially along the wall of the reaction chamber. For a 350 cubic inch V-8 Chevrolet engine, a reaction tube of about one-half inch inside diameter is placed substantially concentrically in an exhaust pipe from the engine. The reaction rod has a diameter to leave a concentric space between the reaction rod and inside wall of the reaction tube of about 0.035-0.04 inches and the reaction rod is between about ten inches and twelve inches in length. Lighter fuels, such as gasoline, work with the larger spacing between the reaction rod and reaction tube wall and the shorter rod while the smaller spacing and longer length may be required for heavier fuels such as crude oil since the heavier fuels generally require more heating and velocity through the reaction zone. Similar dimensions have been found satisfactory for use with single cylinder engines such as those having up to about fifteen horsepower. The smaller engines seldom require a reaction rod greater in length than about four inches. Similar dimensions will be used with other internal combustion engines.
The various dimensions indicated are examples only and can vary, usually depending upon the type and size of engine, lfuel volume required, and the type of alternate fuels to be used. The important thing is that the passage for the volatilized alternate fuel through the reaction chamber be such as to cause the reaction to take place to convert the volatilized alternate fuel to the reaction fuel which is satisfactory for operating the engine.
While the invention has been described in detail in connection with an internal combustion engine, the invention can be used equally as well and in similar manner with any fuel burning equipment. Thus, it can be used to treat material so it can be used in fuel for furnaces and boilers in place of the normal natural gas, fuel oil, or coal, or to power turbines in place of the normal kerosene or jet fuel. The reaction chamber can be positioned in the exhaust conduit, such as a flue or chimney, similarly as it is placed in the exhaust conduit from the internal combustion engine shown.
Rather than heating the reaction chamber with exhaust gases from the fuel burning equipment being powered, and such heating is presently preferred because such heating is integrally a part of the equipment used which appears to provide optimum results, the reaction chamber could be heated by other means. Such other means, however, should be arranged to provide similar heating and heat gradients as are provided by the exhaust gas.
Whereas the volatilization chamber is shown as heated by the exhaust gas, the volatilization chamber could be heated by other means or, depending upon the material used as fuel, the volatilization chamber might not be heated at all. The important thing is that the material to be used as fuel is volatilized in the volatilization chamber so the volatilized material is drawn into the reaction chamber. As used herein, the volatilization chamber does not have to be a chamber as such, but may be any means which volatilizes the alternate fuel. It could be a carbuerator or an injection nozzle or other volatilizing or spray means. Further, it is not necessary that exhaust gas be combined with the volatilized fuel as it is in the embodiment described. It has been found that in most cases the invention works satisfactorily without exhaust gas in the volatilized fuel. In most instances the volatilization fuel will be drawn through the reaction chamber by a low pressure or a pump at the fuel inlet of the fuel burning equipment.
The fuel pretreater of the invention is a novel discovery in that it allows me to successfully operate fuel burning equipment using alternate fuels. As such, I am able to achieve several highly desirable goals, namely, the extraction of valuable energy from alternate fuel while at the same time removing alternate fuel from the waste stream; or, in the case of crude oil, using this material directly thereby eliminating the need to subject the same to the expensive and capital intensive refining processes.
The present invention may be embodied in other specific forms without departing from its spirit or essential characteristics. The described embodiments are to be considered in all respects only as illustrative and not restrictive. The scope of the invention is, therefore, indicated by the appended claims rather than by the foregoing description. All changes which come within the meaning and range of equivalency of the claims are to be embraced within their scope.
The GEET Fuel Processor is a Self-Inducing Plasma Generator
Paul & Molley Pantone
The first working prototype was developed long before the technical analysis was attempted. Plasma research is a fairly new field of acceptable science. At this time most printed text is from foreign Countries, and a majority from Russia.
The technology used in the GEET Fuel Processor is a combination of the most basic scientific principles, most of which falls within the normal rules and of thermodynamics. But some of the 70 simultaneous phenomenon are not found in those books, since it is the combination of events, which is the body of this discovery. Put quite simply, the exhaust heat is transferred to the incoming fuel vapor, which must be maintained in a vacuum, and the overall configuration provides a molecular breakdown within the vacuum of all of the heavier elements. Therefore, intensifying the vacuum, the speed of molecular breakdown or reaction is magnified, and less heat is required.
The GEET Plasma unit generates several "electrical" fields at the same time while operating, some of which are in opposite direction and all are affected by the direction of mass movement as well as by the gravitational field of our planet. During lectures from coast to coast Paul and Molley have explained that it is frequency and vibration that determines the amount of plasma or energy being developed. Reseach in private laboratories in Europe is helping to isolate some of the basic field replication of the plasma generator that the Pantones need for visible demonstrations.
Many attempts to use the external electrical mechanical devices to enhance the production of Plasma in the GEET Fuel Processor have all failed to show any promise, such as the Plasmatron. This has occurred because the outside interference has opposed the "natural" order of the energy, which must be self generated to maximize the results, as well as will increase the charge-discharge at specific needs of demand of the Plasma – or GEET GAS. It should also be noted that using outside non-natural heating diminishes the fields which are normally self generated.
The specific movement of vapor within the GEET Fuel Processor is "focused" to exact flow direction and velocity being self created thereby maximizing and intensifying the "field and enhancing the molecular, or atomic disassociation. Without all other natural elements increasing to equal proportions, one cannot expect that merely increasing the Arc-Field will be the main reason for specific success of any given substance to be broken down to it's base elements. When the ideal Plasma has been created is the time to begin increasing or decreasing all parameters involved at their respective equal or balanced increments to satisfy an increase or decrease in the Plasma flow. In doing so one can increase the Plasma flow to a viable delivery state for all commercial use demands. During tests the over-reving to engines has startled engineers and scientists from around the world, as engines are sped up to over twice the normal rpm, and slowed down to a fraction of their normal idle speed, with no noticeable vibration. Have you ever seen a 350 Chevrolet idle at 80 rpm? We have.
All of the currently studied Plasma generators, basically share a design and operational feature in that they attempt to Push the Fuel, under pressure, into a reaction, whereby a need for outside energy to force the device to function. The most unique feature of the GEET Plasma Fuel System is that by supplying the fuel into the Plasma chamber in a vacuum and through a longitudinal, natural release, causes a Radial reaction which is self induced, which creates energy as electrons are pulled into the reactin of plasma, instead of consuming energy. Thus the Plasma becomes more "homogenized" with atmospheric air, causing a well-blended fuel for final delivery.
An additional stabilizing feature within our system is the natural circulation of opposing masses as a vorticular motion within the Plasma Field, a condition as described by Molley Pantone as Thermal momentum-or Inertia. Such field is caused in part by the chamber beginning before and after the Field zone. The size of the Field zone must coincide with the fuel and parameters with specific limitations, dependent on the fuel demand. Now we should also explaain that a small unit, such as a 10 hp engine can be used as a "servant" to produce fuel to be used by an un-modified larger engine or furnace, by adapting pumps and only modifiying the air intake only. Thus a 10 hp engine could make the fuel for a locomotive.
The exact length of the Plasma chamber need be adjustable to fully accommodate rapid change of fuels when different blends are being used. This is quite simple but requires some very expensive equipment for analysis of the final exhaust for the average mechanic.
The "balance " point of a perfectly adjusted GEET Plasma reaction chamber, will give the same temperature coming out of the exhaust pipe as the ambient air, as well as the air quality should be the same or a slight increase of oxygen coming out of the tailpipe. So far the inventor has accomplished a 2% increase in oxygen coming out of an internal combustion using crude oil as fuel and a 3.5% increase using Battery acid mixed with 80% saltwater. At the higher than ambient oxygen levels you normally find ice forming on the exhaust pipes as a normal function of this phenomenon.
When the Plasma field chamber is too short or too long for the density of the fuel being used, it overheats the South end and Chills the North end of the reactor, this also causes the field to consume oxygen, instead of creating it. The direction and configuration of the heat source is critical to the proper balance of the reaction to create a Plasma. We have now learned that down is the same as South in relationship to using a compass, and therefore North is up.
Other Plasma generators, such as the copy cat from MIT, which they call the Plasmatron, uses outside applied power to create heat to run the units, but have extremely limited use and output, when compared to the GEET system. Since the power output of Plasma is constant and generates power we can only assume that it is of a DC nature and is a constant output which we have not yet attempted to harness. ( hopefully coming soon.)
There will be a large number of reports dating back to 1984 that the inventor was not ready to release until he felt the timing was right. He feels the timing is now right and these will be posted as soon as possible. If you would like to share some of your experience with the inventor contact him at email@example.com.
And the World,
Paul & Molley Pantone
The GEET Fuel Processor… The Ultimate Home Power Source
The Geet fuel processor may soon make it possible for you to own the ultimate home production power plant… one that heats your water, generates electricity, takes care of heating and air conditioning, simply by utilizing waste heat from refrigeration and applying it to storage or hot water, while the generator is giving you all the electricity you want.
In simple definition, the GEET Fuel Processor could be called a new type of carburetor with a miniature refinery built in. With it, There is no need for catalytic converters, smog pumps and many other costly items on cars , as the GEET fuel processor is not just a fuel delivery system it is also a pollution elimination unit! Your mileage will be greatly increased if you are truly consuming ALL of the available energy From whatever fuel you may be using.
I began working on the original concept of better mileage over fifteen years ago, During the fifteen years of testing and research, I was able to achieve the goals of ZERO pollution, while running internal combustion engines on fuel such as crude oil, battery acid, cleaning solvents, even gasoline… some of the tests were done with mixtures with as much as 80% water IMPOSSIBLE ??? SEEING IS BELIEVING !
Having demonstrated the GEET Fuel Processor countless times, I heard over and over " thats impossible." Most of the hundred scientists who have been invited to help in this project have Refused to even come out to look at it, claiming it is impossible. Yet after repeated showings , many potential financial backers have depended on the professional opinion of qualified people, who did not even take the time to even look.
One scientist -Jim _ who Wanted to help me was employed at a major United States Testing Laboratory. We spent several days reviewing how and why the device worked. Jim claimed he could get all the necessary funding to get through the R&D stages by telling the other scientists at work what he had viewed, Jim told me to call him at work the following Wednesday.
When I , called the number I was informed that Jim was asked to resign. They told me that Jim must have been doing some drugs, if he truly believed that he saw a gasoline engine run on crude oil with no pollution.
This type of response is very normal to this inventor. Many sincere people have turned their backs and walked away, because of the input of knowledge of others who laugh and say it is absolutely not possible.
However , a few years ago , at a smog certification station in California, this fuel system was demonstrated while being monitored and videotaped. While running a gasoline engine on crude oil, the final exhaust was actually cleaner than the air in the establishment –zero pollution. This does not defy physics, it only operates within the most basic laws of physics in a unique manner. Basics of GEET technology
The GEET fuel processor is a self inducing plasma generator. In my case, the working proto type was developed long before the technical analysis was attempted. Plasma research is a fairly new field of science. Most of the available text on this subject are from foreign countries.
The technology used on the GEET fuel processor is a combination of very basic scientific principles which fall within most of the normal rules and laws of thermodynamics.
Put quite simply the exhaust heat is transferred to the incoming fuel, which is in a vacuum, and the overall configuration provides a molecular breakdown within the vacuum , the speed of the molecular reaction, or breakdown, is greatly magnified. The GEET Plasma Generator
The phenomenon which occurs within and around the GEET Fuel Processor, can best be described as controlled lightning. As masses of cold and warm air colliding, an electrical discharge occurs. The specific lengths of each colliding mass determines the type and the amount of discharge.
It can be a bolt of lightning, or if the configuration of masses is conductive to a radial type of discharge it may appear as a ball of energy. Many discharges of this nature are so small they are not visible to the human eye. Others are magnified by moisture and radiate in an energy field which is visible as colored light.
When the electromagnetic field is radial as well as longitudinal, and balanced to create the center of the plasma reaction, maximum efficiency of the field is accomplished. This is done within the GEET Fuel Processor, as the plasma is created on demand. Using a steady self generated magnetic field one does not have the problem of random Plasma clusters, as every molecule is held as a constant potential contributor to the demand and the demand controls the field which stabilizes itself within a specific ratio.
The elemental components of the GEET Fuel Processor allow the transfer of virtually all the generated heat into the plasma, which further stabilizes the electromagnetic field, as well as increases the electron flow at any specific need, on demand.
In the GEET device the plasma fields is generated internally. Many attempts to use external electrical mechanical devices to enhance the production of plasmas in the GEET fuel processor, have all failed. This has occurred because the outside interference has opposed the "natural" electromagnetic field, which is self-generated in the GEET fuel processor. Thus the entire magnetic field collapses and entire system shuts down.
In conventional generators, the means of introduction of the magnetic flow is perpendicular or angled to the plasma tube through wave guides, the effectiveness is diminished due the turbulence created. By simply changing the position of the electrode to the center of the plasma field, the turbulence is eliminated, thus more usable energy is created. Furthermore, less extraneous equipment is used to produce and control the plasma.
The movement within the GEET Fuel Processor is "focused" to the specific flow direction of the Plasma being created, thereby maximizing and intensifying the magnetic field and enhancing molecular, or atomic, disassociation.
Without all other elements increasing to equal proportions, one cannot expect that merely increasing the electric arc/magnetic field will be the main reason for specific success of any given test. When the ideal plasma reaction has been created is the time to begin increase or decreasing all parameters involved at their respective equal, or balanced, increments to satisfy an increase or decrease in the plasma flow. In so doing one can increase the Plasma flow to a viable delivery state for commercial use. Plasma Flow
All the current studied Plasma generators, basically share a design and operational feature in that they attempt to PUSH the Plasma chamber. One of the unique differences of the GEET Fuel Processor, is that reduced pressure (vacuum), PULLS the Plasma, which enhances the homogenization of the newly created fuel.
An additional stabilizing feature within our Plasma unit is the recirculation zone is through and beyond both ends of the magnetic field, thus intensifying and further stabilizing the plasma. The size of the recirculation zone needs to coincide to all other parameters within specific limitations- depending on the fuel source-and demand at any given time.
The exact length of the Plasma generation chamber needs to be fully adjustable, to compensate for changes in the molecular density or massive expansions of the fuel being used for Plasma. An example of this would be when 20% battery acid is mixed with 80% saltwater and used as fuel; it needs a shorter Plasma chamber than the one needed for Alaskan Crude Oil.
If the same or larger unit is chosen for the acid mix, the normal running temperatures are exceeded, and the balance of the plasma field is at its optimum performance when ambient air and the final discharge are at the same temperature, and air quality at both points are equal.
When the plasma field tube is too short or too long for the density of the fuel being used, it overheats the high end or forms ice on the low end, respectively. This characteristic is further evidence by numerous tests. When pollutants are noticeable there is an imbalance.
The direction and configuration of heat applied, was made on many of the prior units to formulate conclusions. The specific natural flow of self generated energy which does create its own fields (outside of lightning, and natural phenomenon).
Other plasma generators using outside applied power seem to have less technological reason and practical use than the GEET fuel processor which requires no outside power. Since the energy field which is radial and longitudinal, as well as self generated and constant, we may assume that the current-voltage characteristic of the GEET plasma field is a pulsating direct current. New Theories Needed
With the proper team of open minded scientists, this technology should be easily understood. since prototypes already exist. A few months ago, when the inventor invited scientists from all over the country, to help in compiling a reasonable theory or formula for why the invention works, he found very few takers.
One scientist, Dr. Andreas Kurt Richter, spent most of a week at the inventors home as a house guest. There were hours of discussion on physics and unknown phenomenon. In a letter, dated July 3, 1995, Dr. Richter states, I am a consultant to Paul Pantone in the search for the scientific and technical explanations to understand the operation of this energy device. According to my present knowledge it should not work and I would not believe it had I not seen it with my own eyes. It is my opinion that Mr. Paul W. Pantone has invited an amazing energy device or engine with potential as yet unheard of.
Another scientist, Dr. Grant Wood, has similar comments. Dr. Wood has taught automotive science for most of the last 35 years.
I am still seeking scientists, doctors, manufacturers, and all other professionals to assist me, not only in this but hundreds of other inventions and products and concepts. Testing
Getting testing done or the interest to get them done at such places as Lawrence Livermore Laboratories, Southwest Research Laboratories Universities, etc., is difficult. First you must convince them it works, and then have a ton of money. These laboratories have expressed that testing would be a waste of money, and their valuable time. Most simply do not understand this device.
To get testing done, the inventor went to numerous companies including Cooper Industries, Briggs and Stratton, Waukesha; (this list is quite long), and in most cases these industries were not interested, even though many sent representative out and can convey that the prototypes did in fact work. At first, most of the tests were accomplished on small internal combustion engines. Combustion studies were done in furnace applications to enable the inventor a better fuel study.
In 1983, I approached the small engine manufacturers in an effort to gain knowledge and technical support. Up to this point I had used old beat up equipment for most of my testing. Briggs and Stratton was the only company willing to discuss such technology which is advanced, they wanted to be the first engine company to go public.
A few years later in 1987, I did go to Wawatosa, Wisconsin and ran this engine, hooked up to their testing dyno. These test were done on crude oils, gasoline, and fuel oils, mixed with water. They knew the engine worked and would be controversial and suggested that I try to market the device the device in third world countries. I still want to market the device in the United States first.
A few test engines have been tested in cars. Now a 240 kW Waukesha Generator (Model #H2475) has also been retrofit with the GEET Fuel Processor and the only thing needed to get this into production is automatic controls and money. A Pollution Solution
Many have asked what the true value of this technology is. To being with, please place a value on what would it be worth, in dollars and cents, if you could just double the mileage/performance on every car, truck, locomotive, ship, furnace, boiler, hot water heater, etc., not to mention reducing pollution, on a world wide application? The truth is that if you only disposed of some forms of toxic waste, it would be invaluable to man. And if you generated energy from raw crude oil, without the need for refineries, this would satisfy many countries all by itself.
Although the automotive field is very large, our global buildup of toxic waste has become my first choice for production. This can be accomplished in a reasonably short time by installing electronic controls to the necessary control components.
Utilities and communities can greatly benefit from the GEET Fuel Processor, while running power plants, desalinization plants, pumping plants, etc., all the while getting paid to take toxic fuel to run the plants. When toxic waste is transported from coast to coast there is always a danger of accents, and by locating toxic disposal units throughout the country this will shorten the risk and distances traveled, providing more safety to the public.
GEET (Global Environmental Energy Technology), was formed as a holding company for this technology. Patent applications have been filed for the US and foreign Countries. The GEET Business Trust is exclusively authorized as the only licensing agency of the technology.
Since this technology was published in the Exotic Research Report and its subsequent demonstration at the New Energy Symposium in Denver this April, many developments have taken place. Contracts are being prepared to utilize this technology on locomotives and power plants in other countries and the future looks promising.
However, I want to insure that the technology is not suppressed. So in the interest of humanity, 1000 units of my original prototypes are being made available at $2500 each.
A Ford Pinto 2300 Engine has been recently converted to use the device and is now in the shop being tested. We are expending every effort to make this unit available to Ford Pinto owners (with the 2300 Engine) within the next 30 days.
To obtain a GEET device, contact me (Paul Pantone) at (801) 281-2462. For those who are attending the upcoming International Tesla Symposium (July 18-21), we hope to have the car at the symposium for demonstration as well as our smaller prototypes. We will make a full demonstration of the engine.
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GEET Construction Plans
for a Small Engine (<20 HP)
Step 1 ~ Tools needed – pipe wrench, crescent wrench, spring tube benders, pipe cutter, pipe flaring tool, allen wrench, soldering equipment, file, and screw driver. Obtain all your parts and tools needed for the conversion ahead of time. (Parts List at bottom)
Most professional plumbing supply stores stock higher quality parts compared to large home centers cheap plumbing parts. The savings aren't that much on a small project like this. The most crucial quality part is on the inner pipe, problems arise from inconsistent wall thickness, out of roundness, thick weld seams, etc on low quality pipe.
Step 1: Tools Needed ~
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Step 2 ~ Strip down the engine removing the gas tank, muffler, and carburetor. Remove the mower blade and replace with a 12" diameter steel disk flywheel of the same thickness as the blade for safety.
Step 2: Stripped Engine ~
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Step 3 ~ Take the 1"x1/2"x1/2" reducing tees and mount them on a 1" nipple (short pipe), and then using a lathe, machine the end smooth and fly cut (bore out) the hole in the end 27/32" (21mm) so that the 1/2" inner pipe will slide inside. This procedure can also be done by using a drill press to drill a 27/32" or 7/8" hole in the end of the tee and then use a file to smooth the roughness off.
The 1/2" pipe connector and 1/2" tee will each need to have one end smoothed off as well to receive the copper washers as a tight seal.
Step 3: Tee & Connector ~
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Step 4 ~ Have a plumber or plumbing center cut your inner reactor 1/2" pipe to 16 + 7/16" and thread both ends. Use Black Pipe here because galvanized pipe gives off toxic fumes if heated too much. File the 12" x 1/2" multi-fuel steel rod to a bullet point on one end only. (7 + 3/8" x 1/2" for gasoline only) This will keep you out of trouble later if you can't remember which way the rod points. The engine will not run if the rod is put in backwards after it has a magnetic signature.
Assemble the parts in order as in the above picture using the 7/8" / 22mm copper.washers used in oil drain plugs for cars. (2 – 1"x1/2"x1/2" machined reducing tees joined by the12" long 1" nipple, slide the 16 + 7/16" long 1/2" reactor pipe inside, add a copper washer on each end and then add the 1/2" tee, 1/2" NPT / 1/2" Brass Male Flare Fitting, and 1 1/2" nipple, and 1/2" Air Mixture Valve.)
Step 4: Plumbing Pipes & Rod ~
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Step 5 ~ Assemble the other valve component subassemblies above. The 1/2" thick steel intake / exhaust adapter plate above is used only on some engines like"Tecumseh" and Overhead Valve Engines (picture 9). Add a 1/2" NPT / 1/2" Brass Male Flare Fitting to the Intake on the adapter plate.
Some "Briggs and Stratton" engines, etc usually already have the exhaust threaded for 1/2" pipe, but the intake is on the other side of the engine causing longer hose runs. Also a compression pipe connector or a piece of rubber hose with clamps will need to be connected from the engine intake to the Bubbler pipe.
(1/2" valve (Auxillary Bubbler Valve), 1 1/2" x 1/2" nipple, 1/2" tee, 1 1/2" x 1/2" nipple, 1/2" valve (Throttle/Bubbler Valve), 1/2" to 1/4" pipe reducer bushing, half of 3" x 1/4" nipple.) and (Muffler, 1/2" ball valve (Optional – Back pressure valve), 3" x 1/2" nipple, 1/2" tee, 1/2" to 1/4" pipe reducer bushing, half of 3" x 1/4" nipple, 1 1/2" nipple.)
Step 5: Valve Components ~
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Step 6 ~ Assemble the sub-assemblies onto the reaction chamber above making sure to install the 12" rod inside pointed away from the engine. Now it's time to start on the bubbler.
Step 6: Finished Reactor ~
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Step 7 ~ Take 10 3/4" x 1/2" copper pipe and solder a copper 1/4" NPT – 1/2" pipe adaptor on one end and a 1/2" cap on the other. Drill a 1/16" hole through the cap, turn 90 degrees and drill through again, also one up through the bottom. Take the other 1/4" NPT – 1/2" adaptor and cut off the thinwall portion to make a pipe nut and file smooth for inside the Anti-Freeze jug.
Step 7: Bubbler End & Pipe Nut ~
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Step 8 ~ Take a 1 gallon anti-freeze jug and drill a 1/2" hole near the top of the jug and through the cap as illustrated. Assemble the parts together in the following order. (Hose, half of 3" x 1/4" nipple, 1/4" pipe connector, short 3/4" nipple, bushing, hole in jug, bushing, and pipe nut.) and ( (Optional – Back Pressure Hose), half of 3" x 1/4" nipple, 1/4" pipe elbow, short 3/4" nipple, bushing, hole in jug cap, bushing, and soldered pipe.)
Step 8: Bubbler & Hoses ~
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Step 9 ~ The port adapter was formed by cleaning the intake and exhaust ports off. Then dipping a finger in the exhaust port to get some soot to rub on wide masking tape taped over the ports. This then leaves a perfect template to then tape into a 1/2" thick piece of steel , then drill the mounting and the port holes and tap the ports with a 1/2" NPT thread tap.
Step 9: Exhaust & Intake ~
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Step 10 ~ Use 1/2" tubing for 10 HP or less (* 5/8" tubing and flare fittings for 10-20 HP) with a 1/2" tubing spring bender and form a loop, then remove the spring. Slide the flare nuts on each end, and then slide the flaring tool on so that the pipe sticks out about 3/16", make the flared ends. (Air-Conditioning supply houses carry flare fittings if you have difficulty finding them.)
Step 10: Tubing Loop ~
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Step 11 ~ Assemble all the parts onto the engine, and then add a 1" pipe support or 1 1/4" exhaust hangar. Fill the bubbler up no more than 1/4 full till you get used to using it (up to half full later), have someone steady the jug while starting the engine so it doesn't spill into the hoses. If wet fuel gets on the reaction rod it will stop running, you'll have to dry your rod and hoses out. You can hang it from the mower handle if you like later after it's started.
You must point the exhaust end of the rod due North while starting the engine the first time and let it run for 30 min to "burn in the rod". The rod will self center magnetically by itself after it's running or you can weld three bumps on each end to center the rod (file them to fit snugly).
Leave the optional back pressure valve full open, open the throttle about halfway and crack open the mixture valve, and start the engine by varying the air mixture valve. If it's very cold you will have to choke the engine by blocking off the air valve with your finger. Then slowly increase the throttle wide open while adjusting the air mixture valve.
The engine will turn over easily if you are near the right setting, if it's very hard to pull, readjust the throttle or air valves. Make sure to paint all external pipes and connectors with High Temperature Grill Paint or they will rust very quickly afterwards. (Except copper, brass or galvanized)
Step 11: Finished Conversion ~
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Step 12 ~ For an installation on a generator, you can also use 90 degree elbows to keep the pipes within the cage. Mount the GEET Fuel Processor as far away as possible from the generator magnetic field so they do not interfere with each other. Also be very careful with credit cards in your pockets or video cameras, etc from getting too close to the engine while it's running so they won't be erased.
Step 12: 5 KW GEET Generator ~
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Finally: Experiment with the optional "Back Pressure Valve" to run closed loop on alternative fuels, don't use hydrocarbon fuels, because they will be contaminated with water from the exhaust (Hydrogen and Oxygen combining). Different materials for the inner pipe and reaction rod. Different rod lengths and also threaded rods, engine side of the reactor locations for the air mixture and/or throttle valves, exhaust heated copper tubing from the bubbler to the throttle valve, 5 gallon bubblers, double bubblers for non-soluble fuels, vacuum gages, etc, etc, and also "alternative fuels".
The beauty of this design is that it can be reconfigured in minutes.We plan to set up a 900 number shortly for technical questions, no calls for technical information will be taken at the main number. We also set up a newsgroup and FAQ for experimenters to exchange information and new discoveries. Have fun with it and let us know how it works out!
Additional note: It has been found that the 1/2" reaction rod inside the pyrolitic chamber gives a bit too much clearance. It is recommended to use a 9/16" steel rod for the reaction rod.
Note: Some Engines Only — 1/2" Steel Adapter Plate with 4 flush 3/4" Allen Screws and 12" steel disk
1 – 16 7/16" x 1/2" Black Pipe – (Cut + Threaded)
1 – 12" x 1" Black Pipe Nipple (painted)
1 – 12" x 1/2" Steel Rod
2 – 1" x 1/2" x 1/2" Galvanized Reducing Tees (Ward – best)
2 – 22mm / 7/8" Copper Oil Drain Plug Washers
1 – 2" x 1/2" Galvanized Pipe Nipple
1 – 1" Galvanized Pipe Hangar with Bolt & Nuts
4 – 1 1/2" x 1/2" Galvanized Pipe Nipples
1 – 3" x 1/2" Galvanized Pipe Nipple
4 – 1/2" NPT Ball Valves (B&K – best)
1 – 1/2" Galvanized NPT Muffler
3 – 1/2" Galvanized Pipe Tees
2 – 1/2" x 1/4" Galvanized Pipe Reducing Bushings
1 – Can Hi-Temp Grill Paint
27" – 1/2" Copper Tubing (* 5/8")
2 – 1/2" NPT / 1/2" Brass Male Flare Fitting (* 5/8")
2 – 1/2" Brass Flare Nuts (* 5/8")
1 – 1 gallon Anti-Freeze Jug
4 – 1/2" Galvanized Hose Clamps
6' – 1/2" ID Clear Vinyl Hose – (cut in half)
2 – 3" x 1/4" Galvanized Pipe Nipples – (cut in half)
4 – 9/16" Galvanized Bushing Washers – (1/8" thick)
1 – 1/4" Galvanized Pipe Elbow
2 – 3/4" x 1/4" Galvanized Pipe Nipples
1 – 1/4" Galvanized Pipe Connector
1 – 10 3/4" x 1/2" Copper Water Pipe
1 – 1/2" Copper Pipe Cap
2- 1/2" x 1/4" NPT Copper Pipe Adapters