Dr Yoshiro Nakamats: Enerex H-O Generator (US Patent #
5,399,251)



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**[rexresearch.com](../index.htm)**

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**Yoshiro NAKAMATS**

**Hydrogen-Oxygen Generator**

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![](enerex.jpg)  
**Dr Yoshiro Nakamats & his Enerex**   
**http://dr.nakamats.com**

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[**http://www.knowledgehunter.info/wiki/Nakamatsu**](http://www.knowledgehunter.info/wiki/Nakamatsu)

Yoshiro Nakamatsu ( born June 26, 1928), a.k.a. Dr. NakaMats,
is a Japanese inventor claiming to hold the world record for
number of inventions with over 3,000. He is known as the "Edison
of Japan." Nakamatsu claims that possibly his greatest invention
is the floppy disk (1950). He is the only person who has
licensed 16 patents to IBM, including the floppy disk. He
created his first invention at the age of five.

Nakamatsu is a graduate of the University of Tokyo. He has so
far completed four doctor thesis and claims that he will never
stop studying.

Archimedes, Michael Faraday, Marie Curie, Nikola Tesla and
Yoshiro Nakamatsu were chosen by U.S. Science Academic Society
as the five greatest scientists in history.

He was awarded the 2005 Ig Nobel prize for Nutrition, for
photographing and retrospectively analyzing every meal he has
consumed during a period of 34 years (and counting). The goal of
NakaMats is to live over 140 years old.

He invented the Enerex, a pollution free car engine that runs
on tap water and can generate three times as much power as a
standard gasoline engine. It splits water, producing hydrogen as
the fuel.

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***Sun* ( 17 July 1990 )**


**Splish, Splash! Car Runs on Water,
Inventor Claims**

Plans for a new car engine are all wet, but thats good news
because this fantastic invention is supposed to run on plain old
tap water.

This is not some pipe dream. The man behind the pollution-free
engine Enerex is Yoshiro Nakamatsu, the famous Edison of Japan
who invented the computer floppy disk and digital watch.

So people listen when Yoshiro says his Enerex engine will run
on tap water and can create three times as much power as a
standard gasoline motor. It will generate electricity for any
purpose, he boasts. Petroleum will exhaust in 100 years.

The 62-year-old wizard says listening to Beethovens Fifth
Symphony and swimming help him maintain his creativity. It must
work. Yoshiro has obtained more than 2000 patents in the US and
Japan.

Yoshiro says he plans to modify his engine so it can be used to
power a special road vehicle. Major car manufacturers must be
shaking, knowing their production of gas engines could sputter
and stall if Enerex takes the country by storm.

Yoshiro also displayed some of his other creations at the
onroeville Expo mart in suburban Pittsburgh, including packages
of brain food. This is a snack that tastes like seaweed but is
supposed to contain good elements to encourage clear thinking

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[**http://community-2.webtv.net/RICHARDPORTER2/OneCreativeGeniusAn/**](http://community-2.webtv.net/RICHARDPORTER2/OneCreativeGeniusAn/http://www.whatagreatidea.com/nakamatsu.htm)**[http://www.whatagreatidea.com/nakamatsu.htm](http://community-2.webtv.net/RICHARDPORTER2/OneCreativeGeniusAn/http://www.whatagreatidea.com/nakamatsu.htm)  
Interview with Dr Yoshiro Nakamats (***April 29,
1990, in Pittsburgh, Pennsylvania, at the Duquesne Club).*

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**US Patent # 5399,251**

**[ [PDF Format](us5399251.pdf) ]**

**System for Generating Hydrogen and Oxygen**
  
March 21, 1995 ~ US Cl. 204/262

**Yoshiro Nakamats**

**Abstract**

A system for generating hydrogen and oxygen includes a tank and
a solid polyelectrolyte film which separates the tank into first
and second portions. Electrodes are provided on opposed first
and second sides of the polyelectrolyte film. A power supply is
connected to the electrodes. The system includes means for
introducing water into the bottom of the first portion of the
tank and a vibrating means for vibrating the polyelectrolyte
film, electrodes and water. A power regulator which regulates
power from the power supply and includes an electronic element
that generates heat is provided. The electronic element is
mounted in the tank for heating the water. The hydrogen
generated by the system may be supplied together with gasoline
to the engine of an automobile while the generated oxygen may be
released to the inside of the car.

**References Cited:**   
**U.S. Patent Documents**   
4124463 ~ Nov., 1978 ~ Blue ~ 204/129   
4312736 ~ Jan., 1982 ~ Menth et al ~ 205/255   
4352722 ~ Oct., 1982 ~ Ohkawa ~ 204/129   
4369737 ~ Jan., 1983 ~ Sanders et al. ~ 123/3   
4442801 ~ Apr., 1984 ~ Glynn et al. ~ 123/3   
4720331 ~ Jan., 1988 ~ Billings ~ 204/129   
5037518 ~ Aug., 1991 ~ Young et al. ~ 204/230

***Description***

FIELD OF THE INVENTION

This invention relates to an energy system for electrolyzing
water with high efficiency to generate hydrogen and oxygen. Such
hydrogen and oxygen may be employed, for example, as a fuel for
powering automobiles, ships, airplanes and rockets, and for
generating electricity. The system enables reduction of air
pollution.

BACKGROUND OF THE INVENTION

In Japan the number of automobile has sharply increased due to
the high growth of the economy, and air pollution caused by
automobile traffic has become a large problem. Environmental
standards have been established concerning nitrogen dioxide,
which is an indicator of air pollution, but the yearly average
value of nitrogen dioxide has recently turned to rising trend as
shown by FIG. 1 according to an investigation by The Environment
Agency of the Japanese Government. In order to reduce this
problem, electric automobiles have been developed to power low
pollution cars. This solution is expensive, provides only short
running distances per charge and results in low powered
vehicles.

Using methanol to power cars results in half of the running
distance than is obtained with conventional gasoline for each
filling of the tank, and a supply organization for distributing
methanol is not complete.

Compressed natural gas automobiles also have short running
distances per charge and their total weight increases due to the
necessity of mounting a gas cylinder on the vehicle.

Fuel mounting technology and safety assurance for driving
hydrogen powered automobiles have not been solved yet. Gas
turbine automobiles have low reliability, efficiency and
reaction to acceleration and deceleration, and exhaust too much
nitrogen dioxide. Sterling engines are heavy and bulky and
require long starting times, and their reliability has not been
confirmed. Hydrogen automobiles using electricity and diesel
engines are heavy, and more study is required for controlling
such engines. With gasoline Cars using LPG jointly, the cost of
improvement is very expensive, and also LPG distribution is not
fully available.

Many ways have been studied for decreasing the exhaust
composition of air pollution from automobile engine. In
accordance with one of these techniques, the combustion of
diluted fuel has been tried. Such techniques generally
complicate the construction of engine, in comparison with
conventional engines.

SUMMARY OF THE INVENTION

This invention is directed to the provision of a method for
reducing or eliminating air pollution by effectively extracting
hydrogen from water without changing the construction of the
engine. Hydrogen has such properties as wider combustion range,
higher combustion speed, less ignition energy and more easily
making uniform mixed gas than gasoline, and this invention
contemplates. the combustion of diluted mixed gas and decreases
the exhaust of nitrogen dioxide.

BRIEF DESCRIPTION OF THE DRAWING

In order that the invention may be more clearly understood, it
will now be disclosed in greater detail with reference to the
accompanying drawing, wherein:

**[FIG. 1](1.gif)** is a graph showing the yearly
change of nitrogen dioxide in the air;

**[FIG. 2](2.gif)** shows a longitudinal section
of example 1;

![](2.gif)

**[FIG. 3](3456.gif)** shows a side view of FIG.
2;

**[FIG. 4](3456.gif)** shows a side view of part
of FIG. 2;

**[FIG. 5](3456.gif)** shows a side view of part
of FIG. 2;

**[FIG. 6](3456.gif)** shows an enlarged view of
part of FIG. 2;

**[FIG. 7](7.gif)** shows a side view of FIG. 2;

**[FIG. 8](8.gif)** shows a side view of example
2;

**[FIG. 9](9.gif)** shows a circuit diagram of
example 1;

![](9.gif)

**[FIG. 10](10-11.gif)** shows a longitudinal
section of example 3;

**[FIG. 11](10-11.gif)** shows a side view of
FIG. 10;

**[FIG. 12](12-13.gif)** shows a side cross
section of example 4;

**[FIG. 13](12-13.gif)** shows a side cross
section of example 5;

**[FIG. 14](14-15.gif)** shows a side cross
section of example 6;

**[FIG. 15](14-15.gif)** shows a side cross
section of example 7;

**[FIG. 16](16-17.gif)** shows a side cross
section of example 8;

**[FIG. 17](16-17.gif)** shows a side cross
section of example 9;

**[FIG. 18](18-19.gif)** shows a side cross
section of example 1;

**[FIG. 19](18-19.gif)** shows a side view of
example 11;

**[FIG. 20](20-21.gif)** shows a plane view of
example 12;

**[FIG. 21](20-21.gif)** shows a plane view of
example 13;

**[FIG. 22](22-23.gif)** shows a plane view of
example 14;

**[FIG. 23](22-23.gif)** shows a plane view of
example 15;

**[FIG. 24](24.gif)** is a graph showing voltage
and current;

**[FIG. 25](25.gif)** shows a process diagram of
example 16;

**[FIG. 26](26.gif)** is a plane view of example
17;

**FIG. 27 to FIG. 44** show graphs of the examples of the
invention;

[27](27.gif) // **[28](28.gif) // [29](29.gif) // [30](30.gif) // [31](31.gif) // [32](32.gif) // [33](33.gif) // [34](34.gif) // [35](35.gif) // [36](36.gif) // [37](37.gif) // [38](38.gif) // [39](39.gif) // [40](40.gif) // [41](41.gif) // [42](42.gif) // [43](43.gif) // [44](44.gif)**

**[FIG. 45](45-46.gif)** shows a side view of
example 18;

**[FIG. 46](45-46.gif)** shows a side view of
example 19;

**[FIG. 47](47.gif)** shows a side view of
example 20;

**DETAILED DISCLOSURE OF THE INVENTION**

FIG. 2 shows the example of the invention wherein water 1 is
supplied to an electrolytic bath 2 to be electrolyzed by
electric current from a battery 3, the equipment being mounted
on a car (not illustrated). Hydrogen 4 generated in the
equipment is supplied together with gasoline to the engine, and
generated oxygen 5 is released to the inside of the car.

An ion exchange resin layer 7 of replaceable construction is
mounted in the outlet of a water tank 6, so that distilled water
for electrolysis is not required, and ordinary tap water from a
water faucet, etc. can be used. Water tank 6 is placed with the
water level therein always higher than electrolytic bath 2, so
that pressure is always applied to an electrolytic film 8 within
the electrolytic bath 2. Water from the tank 6 enters from the
bottom of electrolytic bath via a pipe 9. This accelerates the
chemical reaction in the bath and decreases electrical
consumption by heating, as described below cold water
immediately after it is sent from below electrolytic bath
instead of from above, in order to raise the temperature within
the electrolytic battery as much as possible and by sending
heated water within the electrolytic bath to keep a high
temperature within the bath as much as possible, without
enabling the water to flow back to water tank.

The water electrolysis method of the invention employs solid
polyelectrolyte water electrolysis by polymer electrolysis, and
does not need electrolytic liquid. This is one feature of the
invention.

As shown in FIG. 2, 3, 4, 5, 6 and 7 and also as described
below, the electrolytic film in the electrolytic bath 2 is a
solid polyelectrolytic film 8 having a positive electrode 10 on
one side and a negative electrode 11 on the other side. The
solid polyelectrolytic film 8 extends vertically and is
sandwiched with apertured metal plates 12, metal nets 13 and
another apertured metal plates 14 symmetrically arranged on both
sides of film 8. The solid polyelectrolytic film 8 is mounted to
extend vertically in order to enable it to vibrate as the car or
other vehicle is moved in order to easily set hydrogen foam
free, to thereby accelerate the chemical reaction, to enhance
the efficiency of heating from the outside of the electrolytic
bath and the efficiency of heating up interior heat generating
substance by making the electrolytic film thinner, not to
prevent hydrogen and oxygen from rising, and also to simplify
the drain on the side of positive electrode. Electricity is
applied to electrodes 10, 11 of said film 8 from power supply 15
connected to battery 3 via electric cables 16.

The solid polyelectrolytic film 8 illustrated in FIG. 7 set
forth above is a cation exchange film having the following
chemical formula: ##STR1##

As shown in the plan view of FIG. 3 and cross section of FIG.
7, thin film electrodes 10, 11 of porous anti-corrosive
catalytic metals such as platinum of platinum group, rhodium,
palladium, ruthenium, iridium, etc. are applied to both sides of
the electrolytic film 8.

As further shown in FIG. 7, the apertured metal plates 12 of
FIG. 4 contact the electrodes 10, 11 and the layers of the metal
mesh 13 of FIG. 5 are attached to the outer sides of the
apertured metal plates 12. The apertured metal plates 14 of FIG.
6 are attached to the outer sides of the layers of metal mesh
13. The layers including the apertured metal plates 14, metal
mesh layers 13, apertured metal plates 12, positive and negative
electrodes 10. 11 and the electrolytic film 8, are fastened
together with inserted packings 17 by the meshed threads 19 of
an electrically insulated holder 18. The electrolytic film 8 is
replaceable, if necessary, for instance every 3 years. When
electricity is applied between the positive electrode 10 and the
negative electrode 11 via the apertured metal plate 12, water 1
permeating to the electrolytic film 8 is electrolyzed,
generating oxygen from the positive electrode 10 and hydrogen
from the negative electrode 11. Hydrogen is supplied from the
outlet pipe 20 at the upper portion of electrolytic bath 2 to an
engine, etc. and oxygen is discharged to the cabin of the
vehicle, via outlet pipe 21 located at the upper portion of
electrodes.

Anti-corrosive materials such as plastic or titanium or
material coated With fluoric resin are used for the electrolytic
bath. In examples of the invention employing a 20 mm diameter
electrolytic film, hydrogen was generated at 12.59 cc/minute
with a voltage of 12 V and current of 2.5 A; hydrogen was
generated at 9.98 cc/minute with a voltage of 12 V and current
of 2.0 A; hydrogen was generated at 7.53 cc/minute at a voltage
of 12 V and current of 1.5 A, hydrogen was generated at 5.00
cc/minute at a voltage of 12 V and current of 1.0 A; and
hydrogen was generated at 2.42 cc/minute at a voltage of 12 V
and current of 0.5 A.

In order to heat water within the electrolytic bath 2 shown in
FIG. 2, a heat generating element 22 such as a rectifier,
transistor, etc. in the circuit of the power supply 15 shown by
FIG. 9, is coated with Teflon resin or sealed in titanium box
23, and mounted within the electrolytic bath 2. This arrangement
is designed to heat water at the location of electrolysis and to
simultaneously cool the heat generating parts of the power
supply circuit. Especially when the electrolytic bath is made of
plastics without using heat absorbing fins, as set forth later,
this method is especially advantageous, since plastics cannot
absorb external and in addition heat produced from heat
generating interior substances is insulated by plastics to
enhance the interior heating efficiency.

The space 24 for receiving hydrogen generated on the side of
negative electrode and water permeating from electrolytic film
can be discharged from the space 24 via drain valve 25.

Part 26 is a support to hold the system of the invention under
the hood, etc. of an automotive vehicle, this support enabling
substantial vibration of the electrolytic bath 2 with vibration
of automobile.

FIG. 8 illustrates a side view of the arrangement of FIG. 2,
showing that the electrolytic film 8 may be circular. With this
arrangement, the device of the invention is compact since the
water pipe 9 is arranged along the round side of the bath, and
the absorption of heat from the external fins is not disturbed.

Solid polyelectrolyte water electrolysis by electrolytic film 8
and catalytic metallic electrode 10, 11 used for the system of
the invention enables the attaining of high energy efficiency
without using an electrolytic liquid,,and the energy system is
compact and easy to handle. As shown in FIG. 2, heat absorbing
fins 27 are mounted externally on the electrolytic bath 2 to
absorb heat from the engine or under the hood. The fins aid in
the heating of the water within the electrolytic bath 2 by a
heat generating element, so that the electrolytic voltage can be
reduced by 5 to 10%. In addition this enables the release of
oxygen foam from the electrolytic film 8 to be accelerated by
transmitting engine and car movement vibration to the
electrolytic film 8, thereby enhancing the energy generating
efficiency, so that extremely high energy efficiencies as 95%
can be obtained.

Hydrogen coming from the pipe 20 of the system of the invention
can be supplied to the suction duct of a hydrogen engine, and is
also usable for conventional gasoline automobile. In this event,
if the system is mounted under the hood to send hydrogen to the
intake duct of the engine, under the power of the car battery,
to mix hydrogen with evaporated gasoline, fuel expense can be
not only saved but is also possible to reduce C0, C02, and N0
within exhaust gas. In addition, sleepiness of the driver can be
prevented, thereby enhancing attention of the driver to careful
driving. By discharging oxygen coming from the pipe 21 of the
system of the invention to the drivers seat in order to provide
oxygen to the brain of driver.

The circuit of FIG. 9, is an example of the circuit of the
power supply 15 for supplying constant current from the battery
3 to the electrolytic bath 2. The battery of the automobile is
usable for supplying the input to this circuit, for example a
battery having a capacity of 12 VDC at 5 A can be used, and the
range of input voltages for the circuit is 10-15 V.

The output of the circuit of FIG. 9 is set with range of 0 VDC,
4 A. Lamp LED 2 is lit to shut off the output current when the
output voltage exceeds DC 2.8 V by increasing of the resistance
resulting from long usage of the solid polyelectrolytic film, or
when the input voltage has fallen to lower than DC 10 V due to
consumption of the battery and the temperature of radiator
exceeds 80 degrees C. Lamp LED 3 is lit when output current is
supplied.

Part U-1 in the power supply circuit is a DC/DC converter to
provide an output voltage of -12 V necessary to drive the
op-amp.

Part 28 of the circuit is a thermal fuse which senses the
temperature in the bath to shut off the output current when the
temperature of element 22 rises to more than 80 degrees C.

Element 22 in the circuit is a transistor having large heat
generation. The invention serves the double purpose of enhancing
electrolytic efficiency to lower the voltage by raising the
water temperature within electrolytic bath 2 by using the
heating property of element 22, as shown by FIG. 2, and also of
cooling the transistor or other element 22 at the same time.

As shown in FIG. 19, it is also possible to heat the water by
attaching radiation fins 27 to the transistor and contacting the
radiation fins with the metallic electrolytic bath 2 made of
such metals as titanium, etc. It is also possible to heat the
water by contacting the radiation fins with the outside of
electrolytic bath 2 made of such metals as titanium, etc.

FIG. 10 and FIG. 11 show an example of the invention wherein
heat absorbing fins 27 are mounted to extend in the direction of
the diameter of electrolytic bath 2, and water pipe 9 is
inserted between the heat absorbing fins 27 so as to place the
heat absorbing fins 27 on the water pipe 9 itself in order to
preheat the water before it enters the electrolytic bath.

FIG. 12 shows an example of the invention wherein a plurality
of electrolytic films 8 are aligned in parallel to increase the
generation of hydrogen. This reason for the use of a plurality
of electrolytic films is explained in the following paragraphs.

Gasoline is represented by the formula C.sub.8 H.sub.16 and if
the hydrogen mixing rate is 5%, the volume of hydrogen to 1 mol
(112 g) of gasoline is 112.times.0.05/ (1-0.05)=5.89 g.

Since the heat generating volume at low mixtures of hydrogen
and gasoline is 10,500 kcal/kg and 28,800 kcl/kg respectively,
when a 5% hydrogen mixing rate is converted to heat generating
volume, hydrogen becomes 5.89.times.28.8/
(5.89.times.28.8+112.times.10.5);=12.6%.

Considering a 30% heat efficiency of the engine and
approximately 10 horsepower under light load (40 to 50 km/h of
constant speed on city roads), heat input at 10 horsepowers
(7.35 kw) of net output is 7.35/0.3=24.5 kw=24.5.times.860
kcal/h=21,070 kcal/h.

The supply calorie of hydrogen out of the 21,070 kcal/h is
0.126.times.21,070=2,655 kcal/h and that of gasoline is
21,070-2,655=18,415 kcl/h. When obtaining heat generating volume
from 0.0899 kg/m3 (gas) of hydrogen's density and 0.74 kg/l
(liquid) of gasoline's density, hydrogen is 28,800.times.
0.0899=2,589 kcal/m3 (H2 gas) and gasoline
10,500.times.0.74=7,770 kcal/m3 (gasoline). Consequently the
supply volume of hydrogen and gasoline is 2,655/2,589/60=17.1
l/min and 1,841.5/7,770/60=39.5 cc/min respectively.

Assuming that one sheet of electrolytic film with a 8 cm
diameter generates 50 cc/min of hydrogen, 342 sheets of the film
aligned in parallel are required to supply 17.1 l/min of
hydrogen to a conventional automobile engine. However, as shown
in FIG. 22, in the system of the invention using a hydrogen tank
31, the number of electrolytic films as set forth above is not
required, since controller 32 controls the necessary volume of
hydrogen according to the condition of the engine and because,
as long as the controller 32 works, hydrogen is stored in the
tank to be released only when necessary.

FIG. 13 shows an example of the invention wherein a plurality
of electrolytic baths are connected to a unit 31.

FIG. 14 shows an example of the invention wherein the
electrolytic bath 2 is cylindrical with the electrolytic film 8
attached to its bottom. Vibration of car moves water within the
electrolytic bath 2 in a vertical direction A, and power in the
A direction is divided into the B direction axial of the
electrolytic bath 2 and in the C direction at right angles to
the axis of the electrolytic bath 2 and also in parallel with
the surface of the electrolytic film 8, in order to accelerate
discharging foam of hydrogen coming from electrolytic film 8 to
enhance electrolytic efficiency. Heat absorbing fins 27, drain
pipe 32, fixture 33, water inlet 34, ion exchange resin layer 7,
hydrogen outlet 20 and oxygen outlet 21 are mounted in the
electrolytic bath 2.

FIG. 15 shows an example of the invention wherein the
electrolytic bath 2 is inclined and the bottom of electrolytic
bath extends vertically. In this arrangement the water inlet is
in an upper horizontal portion of electrolytic bath. The ion
exchange resin layer and the electrolytic film are represented
by the reference numerals 7 and 8 respectively. The electrolytic
bath is made of non-corrosive metals such as titanium, etc. and
heated semi-conductors in the power supply circuit contact the
outside of electrolytic bath so that the heat of engine, etc. is
transmitted through fins 27 to heat the electrolytic bath.

FIG. 16 is an example of the invention wherein the electrolytic
bath, etc. are heated. Using the example of FIG. 14, heating
pipe 35 is installed in the cylindrical electrolytic bath 2 to
heat the water 1 by sending heat of the engine and exhaust into
heating pipe 35 in order to enhance the electrolytic efficiency.

FIG. 17 shows an example of the invention wherein an electric
heating wire 36 coated with Teflon resin is placed within the
electrolytic bath 2 to heat water 1 by current from the
automobile battery.

FIG. 18 is an example of the invention using a vertically
extending tube shown in FIG. 14, wherein members 37 in the shape
of trumpet horns are supported by rods 38 inserted in the water
tank 1. Motion A of the water in a vertical direction due to up
and down movement of car is converted to movement in the
horizontal direction B to improve discharging and dispersing
foam of the hydrogen gas.

FIG. 19 is an example of the invention wherein radiating fins
27 of the power supply 15 are attached along the outside wall of
the electrolytic bath 2 to heat the water within the
electrolytic bath 2 by heat generated from the power supply and
also to cool the heat generating semi-conductors.

FIG. 20 is an example of the invention wherein the power supply
15 is fabricated on a flexible printed circuit board which is
mounted around the electrolytic bath 2 to heat water within the
bath and cool the power supply circuit.

FIG. 21 is an example of the invention wherein the power supply
15 is fixed on the wide bottom of the electrolytic bath 2 in the
form of a cube and heat absorbing fins 27 are attached to other
surfaces, so that the electrolytic efficiency can be enhanced by
heat generated by the power supply and heat absorbed by fins 27
from the engine.

FIG. 22 is an example of the invention wherein the power supply
15 is mounted on a narrow longitudinal face of the electrolytic
bath in the form of a rectangular parallel piped, as shown in
the previous example.

FIG. 23 shows an example of the invention wherein the
electrolytic bath 2 is very thin, so that the temperature of
interior water is easy to raise by external heating, and the
power supply 15 is set on the wide bottom of the electrolytic
bath 2.

FIG. 24 shows the test results of the inventor, assuming that
the abscissa and ordinate represent the necessary current and
voltage and current, respectively, for electrolysis, and the
curve B shows the relationship between the voltage and current
when neither heat nor vibration is provided. Curve A shows the
relationship in accordance with the invention upon the
application of loading pressure on the electrolytic film 8 by
heating and vibrating water 1 within electrolytic bath 2. This
test shows that the voltage necessary for electrolysis is
reduced by at least 15% and the energy efficiency is
consequently enhanced.

FIG. 25 shows an example of the invention comprised of 3 main
elements of the hydrogen generating apparatus, hydrogen storing
apparatus and controller which have been explained with
reference to FIG. 2.

The hydrogen outlet pipe 20 from the electrolytic hydrogen
generating apparatus 39 driven by the battery 3 and the power
supply 15 of FIG. 2 are connected to the hydrogen tank 40, where
a hydrogen storage alloy 41, such as iron plus titanium or iron
plus titanium plus niobium, invented by me, is filled to
efficiently absorb hydrogen. As I have explained in another of
my patent applications, an alloy of iron and titanium and
Niobium has a hydrogen storage capacity of 6.7 times as much as
a conventional hydrogen cylinder. A controller 43 for
controlling the hydrogen volume is set between this hydrogen
tank 40 and the engine 42. Gasoline 44 is supplied to the engine
42 via and evaporator 45. FIG. 25 also shows the system where
hydrogen is supplied from the controller 43.

The hydrogen controller 42 is designed to increase and decrease
the supplied volume of hydrogen as a function of the rpm of the
engine or the angle (alpha) of the accelerator pedal 46.

The hydrogen generating apparatus 39 receives heat produced by
the engine or exhaust from the engine or from a supply of
electricity to heat the generating parts 22 of the power source
and electrolytic film 8, and produces hydrogen to be stored in
the hydrogen storage alloy filled hydrogen tank 40. The hydrogen
storage alloy in the hydrogen tank is cooled by water 1 in order
to send hydrogen to hydrogen tank by pressure for storage.

The hydrogen storage alloy filed storage tank 40 is placed
close to the engine to discharge hydrogen from the metal by heat
coming from engine 42. This hydrogen tank 40 is connected to the
hydrogen controller 42 which is designed to shut down hydrogen
when the load to engine becomes large. In other words, the
controller 43 is closed and the supply of hydrogen to the engine
stops or is reduced, during which period hydrogen from the
hydrogen generating apparatus is stored in the hydrogen tank.
The controller, when necessary, opens to send hydrogen to the
engine. Therefore, in accordance with the invention, even a
small hydrogen generating capacity is enough to drive the
engine, so that the system may be small. A hydrogen cylinder can
be used instead of the hydrogen tank 31, or can be used along
with the hydrogen tank 31.

The controller 43 changes the volume of hydrogen in proportion
to the size of the load, the density of mixed gas and the size
of mixing ratio.

FIG. 26 is a plane figure showing an automobile 47
incorporating the system of the invention, and also illustrating
the driver 48.

In order to describe the hydrogen controller 43, the test data
of the example of the invention, FIG. 27 graphically shows
the,relationship between the equivalent ratio of limit of
hydrogen thinness .phi. and the hydrogen mixing rate f.

Hydrogen generated by this system was sent into an inlet pipe
located at approximately 50 mm down from the throttle valve
within the pipe or suction pipe located at approximately 150 mm
up from carburetor. The stroke capacity of engine used for this
experiment is 323 cc.

The equivalent ratio .phi. of hydrogen is represented by the
ratio of quality and volume of oxygen necessary for complete
combustion of mixed gas consisting of hydrogen and gasoline with
respect to the quality and volume of oxygen within the mixed
gas. The hydrogen mixing rate f is represented by comparison of
quality and volume of hydrogen with quality of volume of
hydrogen plus gasoline.

As clearly apparent from FIG. 27, the effect of driving
capacity of thin fuel increases at lower hydrogen mixing rates
and also at lower loads.

FIG. 28 shows that a thicker mixed gas is required as hydrogen
in the system increases together with increases of load.

Gasoline engines can be driven only by thin mixed gas of not
more than approximately 1.2 times as much as generally
theoretical gas volume. Therefore the output at low driving
speed is controlled by throttling the volume of both the fuel
and air. However, since the driving limit of thin mixed gas is
expanded when adding hydrogen by this system, it is possible to
control the output by decreasing only the volume of fuel without
throttling air, to decrease any damage to the pump by throttling
the volume of sucked air and to enhance the heat efficiency,
i.e. one of effects of the present invention.

This effect becomes more remarkable with lower output of
driving with thin mixing ratio, and also the addition of
hydrogen when driving with thin mixed gas makes it possible to
decrease the combustibility of hydrocarbon HC, CO, etc. On the
other hand, when driving with a thick mixed gas near the
theoretical mixing ratio (high output driving), the effect of
the addition of hydrogen is lower, and when increasing the
mixing ratio of hydrogen, the output adversely lowers, leading
to increase in exhaust of NOx. Consequently, the addition of
hydrogen is recommended for partial load driving, and driving
with gasoline only is better for high load driving.

Consequently, as explained with reference to FIG. 25, I have
provided a system having a hydrogen controller 43.

The effect of mixing hydrogen into the fuel when driving with a
thin gas mixture is especially effective, and the preferred
hydrogen mixing rate is 5 to 10%. The smaller that the flame
speed is when using a thin mixed gas of gasoline and air, the
more effective flame transmission is accelerated by mixing small
hydrogen with the fuel, for which the present controller is
effective.

When using gasoline only, the ignition advance angle, which is
referred to herein as the MBT (Minimum Advance for Best Torque)
increases in proportion to the rotating speed of the engine, but
the degree is reduced by mixing hydrogen with the fuel. It has
been found by experiment that in the case of a high speed
rotation there is a trend that the effect of mixing hydrogen is
large until the hydrogen mixing rate is large.

If gasoline in a thin mixed gas at constant equivalent ratio
continues to be partially replaced with hydrogen, it is possible
to delay the ignition time for MBT, and the output increases
when the hydrogen mixing rate is small.

When maintaining a constant rotation speed, it is possible to
make the equivalent ratio substantially smaller under no-load
conditions, hardly changing the ignition time for MBT together
with increasing hydrogen mixing ratio. With mixed gas required
by the output, the smaller its equivalent rate is, the larger
the hydrogen mixing effect is.

If hydrogen is mixed with mixed gas of gasoline and air,
combustion speed increases and the relationship of the hydrogen
mixing rate with combustion speed shows an almost straight
tendency. For instance, the regular combustion speed of thin
mixed gas having a 0.7 equivalent rate at a hydrogen mixing rate
of 0.2% and 10% is 20.25 cm/s and 40 cm/s respectively, having
an almost straight relationship. The effect of mixing hydrogen
on the combustion speed is more remarkable as the mixing rate
becomes smaller, showing a logarithmic change with the mixing
rate.

Hydrogen mixing accelerates the effect of increasing combustion
speed, particularly by turbulence of thin mixed gas. Increase of
combustion speed in turbulent flow by mixing hydrogen on the
side of excessive density of hydrogen having approximately 1.3
of equivalent ratio .phi. shows an almost straight relationship
as well as an increase in regular combustion speed, and hydrogen
combustion speed on the side of thin density of hydrogen
increases greatly by mixing approximately 2% hydrogen. The
reason why the effect of turbulence on combustion speed
increases greatly on the side of thin density by adding small
amount of hydrogen is that the molecule dispersion coefficient
of hydrogen is so extremely large that hydrogen disperses on the
surface of irregular disordered combustion and selects oxygen to
burn. On the basis of observations when using a burning vessel,
it has been confirmed that the irregular surface of flame
becomes very fine by mixing hydrogen. Consequently, when using
this mixed gas, effective transmission of flame is accelerated
more and more in case of thin mixed gas and of lower mixing
ratio of hydrogen. Delaying MBT ignition timing is due to not
only the effect of hydrogen having a high combustion speed, but
also to the effect as set forth above.

The effect of the invention on the density of air pollution
materials contained in engine exhaust results in making possible
the driving of cars at fully low equivalent rate of NO density
compared with gasoline, only by mixing hydrogen into thin mixed
gas.

FIG. 29 shows the measurement of ignition time for MBT when
driving by adding hydrogen to gasoline, and it is indicated that
the ignition time for MBT is greatly delayed by adding a small
amount of hydrogen.

FIG. 30 shows the effect on NO density when changing the
ignition timing at constant rotation speed and equivalent rate
by 5 degrees and 10 degrees before and after from MBT, and the
effect of the invention wherein it is possible on lowering NO
density by delaying the ignition timing.

FIG. 31 shows the relationship between NO density and
decreasing rate of average effective pressure according to
ignition delaying angle from MBT, and it indicates the effect
wherein mixing hydrogen in accordance with the invention has a
large effect on lowering NO density compared with the output
decrease by ignition delaying angle. Furthermore, it is the
effect of the invention that, when using thinner mixed gas,
mixed hydrogen is also advantageous in the NO exhausting rate
(g/ps.h).

FIG. 32 shows that the NO exhaust rate is decreased by increase
in the value of Gh/Gg. Compared with driving with gasoline of
.lambda.=1.0, when driving with .lambda.=1.3 and adding
hydrogen, the NO exhaust rate is decreased to approximately 1/4.

FIG. 33 shows the indicated horsepower of ignition timing, HC
within the exhaust gas, CO and the effect on NO exhaust rate.
The HC exhaust rate become less with increases in the added
volume of hydrogen, and it slightly increases when delaying
ignition time.

The reason that HC exhaust is decreased by adding hydrogen is
that the flowing volume of gasoline decreases by adding the
volume of hydrogen, inasmuch as the excessive air ratio .lambda.
is kept at constant level, and that combustion efficiency around
the wall of combustion chamber is accelerated since the
hydrogen's lame distinguishing distance becomes small at the
same time as the rise of maximum pressure. (see FIG. 42.)

The C0 exhaust rate also shows a similar tendency as the HC
exhaust rate but is hardly dependable on ignition time. The NO
exhaust rate sharply decreases when delaying the ignition time.
The NO exhaust rate at the same ignition time increases as the
value of Gh/Gg increases, since the combustion speed increases
by adding hydrogen and the temperature of combustion of the gas
increases.

FIG. 34 shows the fluctuation of the HC exhaust ratio when
changing the excessive air ratio. When approaching the condition
of discontinuing combustion, the HC exhaust ratio'is seen to
sharply increase. When the excessive air ratio is increased,
there is trend for the HC exhaust ratio to increase, but it is
possible to protect the increase in HC exhaust by increasing the
Gh/Gg value.

FIG. 35 shows the effect of changes in HC density within the
exhaust by the equivalent ratio, using the hydrogen mixing rate
of the invention as a parameter, and it indicates the effect of
the invention that it is possible to control the increase in HC
density until the thin side of mixed gas by mixing hydrogen
according to the invention. This figure shows the effect of the
invention that, when thin mixed gas having equivalent ratio
.phi. of approximately 0.75, HC density and HC exhaust rate
substantially decreased by mixing hydrogen in accordance with
the invention.

FIG. 36 shows the CO exhaust rate when adding hydrogen. The
absolute value of CO exhaust rate is small.

Conventional hydrogen mixing methods cannot keep the HC density
at a low level when using a thinner mixed gas as shown by FIG.
35, unless a substantially large volume of hydrogen is mixed.
Therefore, conventional hydrogen mixing methods cannot control
the HC density to be low, whereas the method of the invention
has the effect of keeping HC at its lowest level in any case,
since it automatically adjusts the volume of hydrogen according
to the curve shown in FIG. 35.

FIG. 37 shows an example of measurement of the CO density
within the exhaust, and it indicates the effect of the invention
wherein in case of thin mixed gas having equivalent ratio .phi.
of less than 0.9, the CO density lowers upon mixing hydrogen
according to the invention. As the mixed gas becomes thinner, it
is usual for the cycle change to increase by discontinued
combustion or drop of the combustion speed, but safe driving
with thin mixed gas can be obtained by mixing hydrogen according
to the invention, and the change in the cycle decreases.

FIG. 38 shows the distribution of the frequency of maximum
pressure wherein the range of fluctuation is large when using
only gasoline having equivalent ratio .phi. close to 1, but it
indicates the effect that mixing hydrogen in accordance with the
invention makes the range of fluctuation small. When using only
hydrogen in accordance with the system of the invention, safe
driving with regular dispersion can be obtained even with mixed
gas close to driving limit of thin gas.

Decreasing the ratio of maximum pressure fluctuation by mixing
hydrogen does not change as much by equivalent ratio, and the
invention has the large effect that fluctuation decreases to
almost half at 10% mixing. The lower the gas suction pressure
is, the bigger fluctuation ratio is, but the effect of mixing
hydrogen in accordance with the invention is also large. When
using gasoline only, the fluctuation ratio does not change as
much with rotation speed. At a high speed with thin gas the
invention has the effect that the fluctuation ratio is greatly
reduced by mixing hydrogen therein in accordance with the
invention.

As a measure to stabilize driving with thin mixed gas, there is
a method using simultaneous ignition at two places. The method
of the invention has the same effect when using two plugs as
when using a single ignition plug.

The excessive air ratio (.lambda.) when adding hydrogen to
gasoline by the invention is: ##EQU1## wherein the flowing
volume of air is Ga, the flowing volume of hydrogen
in accordance with the invention is Gh, the flowing
volume of gasoline is Gg and theoretically the
combustion rate of gasoline and hydrogen added by the invention
is .phig and phih.

The calorie Q (kcal/s) per unit of time of fuel supplied to the
engine is:

Q=gh Gh +gg GG

provided the heat generating amount of hydrogen added by the
invention and gasoline per unit of volume are g.sub.h and
g.sub.g, respectively.

FIG. 39 is a manometric diagram showing the development of
pressure within the cylinder when changing the value of Gh/Gg
while keeping the air excessive ratio .lambda. and the ignition
time constant. It is seen from FIG. 39 that, when increasing the
ratio of flowing volume of hydrogen and gasoline (Gh/Gg), the
time from ignition until reaching maximum pressure becomes short
and the maximum pressure increases. On this occasion, as seen
clearly in FIG. 3, a change in supplied calories Q/Q' is
approximately 1.02 even at Gh/Gg=0.1, and it is considered that
its effect hardly appears. Consequently, the difference by
adding hydrogen as shown at FIG. 39 means mainly an increase in
combustion speed.

FIG. 40 shows the relationship between the excessive air ratio
and Gh/Gg. with ignition time for MBT, and it is apparent from
FIG. 39 that if Gh/Gg is increased at the same value of
excessive air ratio, the ignition time for MBT is delayed
(approaching TDC). This fact agrees with the result of the
manometric diagram (FIG. 39) that it is conserved for combustion
speed to increase, when increasing added volume of hydrogen. In
addition, the expansion of discontinued combustion limit 6 based
on adding hydrogen is clear from this figure.

FIG. 41 shows the temperature of the exhaust measured
approximately 150 mm below the exhaust valve using a
thermoelectric couple. Since the exhaust valve is not kept
perfectly warm, the absolute value is meaningless, but when
compared relatively, a decrease of temperature is seen when
adding hydrogen and corresponds to the tendency shown by FIG.
39. The standard deviation .sigma..sub.p and .delta..sub.p of
maximum pressure within the cylinder when adding hydrogen is
shown in FIG. 42. When the value of Gh/Gg is increased, both
.sigma..sub.p and .delta..sub.p decrease, which means that the
combustion within the cylinder has been stabilized. This
phenomena is considered to be due to the large dispersion
coefficient of hydrogen and to combustion characteristics as set
forth previously. The indicated horse power at ignition time for
MBT is shown in FIG. 43. When Gh/Gg=0, which means using
gasoline only, combustion discontinuance occurs at an excessive
air ratio of 1.2, and the indicated horsepower sharply f11s.
When Gh/Gg=0.05, it was possible to drive until an excessive air
ratio .lambda. of 1.4, but discontinuance of combustion occurred
at an excessive air ratio of 1.5. When Gh/Gg=0.15, it was
impossible to keep G.sub.a =3.0.times.10.sup.-3 kg/s due to the
increase in the flowing volume of hydrogen. In FIG. 43, the
indicated horsepower generally decreases with increase in the
value of excessive air ratio, but if the supplied calories are
inversely proportional to excessive air ratio .lambda. and the
indicated thermal efficiency are fixed at one point FIG. 43, as
shown by the chain line, and the decreasing ratio of the test
result is less than this. An increase of the supplied calories
by adding hydrogen is approximately 3% at Gh/Gg=0.15, and also
in the case of hydrogen, a decrease in the mole number by
combustion occurs, which is a contrary effect. Therefore, these
influences are regarded as small. At the point obtained by
experiment, there is almost no difference in Gh/Gg between 0.05
and 0.15. Consequently the reason why the experimental point
comes above chain line at one point is considered to be an
enhancement of the indicated heat efficiency.

FIG. 44 shows the change in indicated heat efficiency
.eta..sub.i when changing Gh/Gg and the excessive air ratio. It
is impossible to compare this directly with the conditions of
FIG. 43 because of the different adding time, but the
enhancement of indicated heat efficiency with increases in
excessive air ratio is definite, except for the range of
decrease in indicated heat efficiency by imperfect combustion at
the time when the combustion is about to discontinue. This is
why it is considered that when approaching air cycle cyan
increase in excessive air ratio, thermal loss decreases upon a
fall of the combustion temperature. Moreover, the theoretical
thermal efficiency .eta..sub.th of the auto-cycle of air only
under the conditions of this experiment is approximately 47%.

FIG. 45 illustrates an example of applying the system of the
invention to an electric automobile.

Film 50 has holes and is sandwiched between two plastic film
plates 51, and film 50 is fixed in box 49. The platinum plates
serve as electrodes, and the air at room temperature freely
enters through the hole 52. When hydrogen from the hydrogen
generating apparatus 39 is supplied from hole 53 and exposed to
gas mixed with oxygen within the air, one electrode produced a
voltage of 1 V. If N volts are required, N electrodes are
mounted in the box. Since a thin electrode, like a micro chip,
has high energy efficiency, it is possible for an electrode
weighing 1 kg. to produce electric power of 1 kw. Part of the
electric power serves as a supply source of power supply circuit
15 for the energy system of the invention via 54, and most of
the electric power is supplied to the motor 56 for driving the
wheels 55 of automobile. An apparatus incorporating this film
fuel battery and hydrogen generating apparatus into one unit is
also contemplated by the invention.

FIG. 45 shows an example of the invention wherein fuel
batteries are placed sideways (horizontally). FIG. 46 shows an
example of the invention wherein fuel batteries 57 are placed
longitudinally and hydrogen 4 and air 58 are fully used when
rising to contact the electrodes 51.

FIG. 47 shows an example of the invention comprising an
electric automobile wherein solar batteries are attached to the
outside of the roof 59 and the upper side of hood 60 and trunk
lid 61. The hydrogen generating apparatus 39 is fixed at the
rear portion 39' or front portion 39" within the car, and the
film batteries 57 are attached to the inside of roof 59.
Electric power is obtained by supplying to the film fuel battery
57 hydrogen produced by the hydrogen apparatus 39 and by
electric power generated from the solar batteries operating by
sun light, together with air. The electric power together with
part of electric power from solar battery 62 is supplied to the
motor 56 driving the wheels 55.

The outlet pipe 20 of the system is fixed within the suction
pipe of a ready-made gasoline engine to cause the following
effects:

1-(1) The limit of discontinuance of combustion, with thin fuel
density is increased. The invention has the effect that the
equivalent ratio of the limit in driving with thin fuel can more
effectively be reduced as the load decreases.

1-(2) The invention has the noticeable effect that it is
possible to adequately increase combustion speed of the engine
and accelerate the speed of combustion of thin mixed gas on
turbulent flow under the condition that the mixed gas is thin
and mixing rate is small.

1-(3) In accordance with the invention, the maximum pressure
within the cylinder rises, the ignition time for MBT is delayed,
the exhaust temperature falls, the drop of indicated horsepower
is less when increasing the air excessive ratio, and the
indicated heat efficiency is enhanced.

1-(4) The invention has the effect that, when less than an
equivalent rate of 1, the NO exhaust ratio at the lag angle of
ignition decreases in comparison with the case when using
gasoline only, even at same equivalent rate. The NO exhaust
decreases at an ignition time for MBT of 1.0 to 1.1.

1-(5) The invention has the effect that it is possible to lower
the HC exhaust ratio at a rarefied area. Because of its expanded
limit in discontinuance of combustion, the HC exhaust can
control a sharp increase on the rarefied side of fuel. The C0
exhaust is the same as the HC exhaust. As a result of driving at
an air excessive ratio equal to or exceeding 1.0, the absolute
value becomes low. The HC exhaust can prevent sharp increases of
HC exhaust around the discontinuance of combustion with the
value of excessive air ratio.

1-(6) CO exhaust does not increase sharply around the same
discontinuance of combustion as the HC exhaust. As a result of
driving at an excessive air ratio equal to or exceeding 1.0, the
absolute value of the CO exhaust ratio is extremely low.

1-(7) There is the effect that the cycle fluctuation ratio
decreases in accordance with the invention and it decreases to
approximately half at a 10% mixing ratio, resulting in an
increase of the maximum pressure and a delay of MBT ignition
time.

1-(8) The rising ratio of pressure within the cylinder
increases by adding hydrogen and the maximum pressure increases.
In addition, the MBT ignition time is delayed.

1-(9) The exhaust temperature decreases when hydrogen is added.

1-(10) It is possible to expand the limitation in
discontinuance of combustion in a large range of excessive air
ratios by adding hydrogen. If the excessive air ratio is
increased, the indicated heat efficiency is enhanced.

1-(11) In order to decrease composition of air pollution
exhausted from an automobile engine, a rarefied combustion
method has been tried, but an engine for using this method is
complicated in comparison with a conventional engine. The
invention is an epoch making one which can realize low
environmental pollution without changing the construction of
conventional automobiles and engines.

1-(12) Hydrogen has a wide combustion range, high combustible
speed, lower ignition energy and is adaptable to more easily
making uniform mixed gas, as compared with gasoline. Therefore,
the invention is an epoch making one which can realize the
combustion of thin mixed gas and decreases in exhausting nitric
oxide by making use of these properties.

1-(13) Since the system of the invention adequately controls
the volume of hydrogen according to the size of load, thinness
of mixed gas, size of mixing ratio and ignition time for MBT, it
has the maximum effect on non environmental pollution and fuel
saving.

1-(14) The system of the invention, when assembling a
controller, hydrogen generating apparatus and hydrogen tank, can
make a hydrogen generating apparatus that is smaller and lighter
than usual.

1-(15) Even when using mixed gas close to limit of driving with
thinned gas, safe driving similar to those when using normal
distributed gas, can be obtained with the invention.

1-(16) In addition to the effects when applying the invention
to conventional gasoline engine as set forth above, the
invention can eliminate air pollution, especially in the use of
current diesel engine trucks, particularly with respect to
exhaust gas discharged when driving at low speeds within a city,
without changing the construction of the diesel engine truck.

In addition to the advantages of the invention set forth above,
the effect of the invention is:

1. It is possible to make an automobile driven by hydrogen
only, instead of mixing the hydrogen with gasoline, i.e. an
automobile driven by water.

2. In accordance with the invention it is possible to drive a
motor bicycle, vessel, jet airplane, rocket (solar battery is
used for power source and water is obtainable from space) and
also to an operate electric power generator, aluminum
refinement, furnace, iron manufacture, burner, etc. by using
water.

4. Since energy that has a clean exhaust can be obtained, such
problems as the exhaust gas of automobile and exhaust materials
from atomic power generation do not occur.

5. A particular liquid such as an electrolytic liquid is not
required and regular water is usable. Therefore, water is
obtainable from water taps and there is no need of going to a
gas station.

6. The energy converting ratio is as high as 95%

7. Since the system is small and light and it is also operated
by battery and portable, it can be placed in small space such as
under the hood of an automobile, and is usable for conveyances
such as automobiles.

8. Oxygen obtained together with the hydrogen can not only
improve the cabin environment of automobile, etc. but can also
prevent traffic accident by preventing the sleeping of the
driver and by improving the driver's attentiveness.

9. The invention quickly takes away produced foam of hydrogen
from film 8 when driving the car or engine, and also by placing
the water tank 6 at a high position, and the method of
connecting pipe 9 so that pressure of water on electrolytic film
is increased. Therefore, permeation of water 1 into electrolytic
film 11 is accelerated and the electrolytic effect is larger
than publicly known.

10. Since the invention can heat water with the semi-conductors
used for the power source and at the same time cool
semi-conductors, it is superior in efficiency and reduces the
size of the apparatus.

11. A rise in water temperature does not flow backward to the
side of water tank but is concentrated on the side of
electrolytic film only. Consequently, the water temperature can
rise effectively with less energy.

12. It is possible for the operating voltage to be controlled
to be 10% lower by increasing the water temperature.

13. Electric cars, etc. superior in efficiency can be made by
the system of the invention, in combination with the film
battery set forth above.

The invention has an ideal effect as a new energy source and is
a revolutionary one, providing the same influence as the
industrial revolution caused by James Watt's steam locomotive.

In addition to the above, the invention may be employed with a
methanol car, a solar cell car, and electric car, a CNG car, a
hydrogen car, a gas turbine car, a Sterling cycle engine, a
hydro car (electric+diesel), and a carjointly using LPG, etc.
Variations other than mentioned above are contemplated and
considered to be within the scope of the invention.

While the invention has been disclosed and described with
reference to a single embodiment, it will be apparent that
variations and modification may be made therein, and it is
therefore intended in the following claims to cover each such
variation and modification as falls within the true spirit and
scope of the invention.

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**US Patent # 5,178,118**

**Energy system for applying mixed
hydrogen and gasoline to an engine**

**Yoshiro NAKAMATS**

**1993-01-12-1993**

Classification: - international: F02M21/02; C25B1/10;
F02B43/10; F02D19/08; F02M25/12; F02B1/04; F02M21/02; C25B1/00;
F02B43/00; F02D19/00; F02M25/00; F02B1/00; (IPC1-7): F02M21/02;
- european: F02B43/10; F02D19/08; F02M25/12

**Abstract ---** An energy system comprises a solid
polyelectrolyte film in the water bath, and a source of electric
current connected to the film, for generating hydrogen. The
hydrogen is mixed with gasoline in an amount, dependent upon the
size of load on the engine, the thinness of the mixed gas, the
size of the mixing ration, and the ignition time, to obtain the
minimum time for the best torque (MBT).

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