EPA-AA-TEB-511-83-6
EPA Evaluation of the P.S.C.U. 01 Device Under
Section 511 of the Motor Vehicle Information
and Cost Savings Act
by
Stanley L. Syria
August 1983
Test and Evaluation Branch
Emission Control Technology Divison
Office of Mobile Sources
U.S. Environmental Protection Agency
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EPA Evaluation of the P.S.C.U. 01 Device Under Section 511. of the Motor
Vehicle Information and Cost Savings Act
The Motor Vehicle Information and Cost Savings Act requires that EPA
evaluate fuel economy retrofit devices and publish a summary of each
evaluation in the Federal Register.
EPA evaluations are originated upon the application of any manufacturer
of a retrofit device, upon the request of the Federal Trade Commission,
or upon the motion of the EPA Administrator. These studies are designed
to determine whether the retrofit device increases fuel economy and to
determine whether the representations made with respect to the device are
accurate. The results of such studies are set forth in a series of
reports, of which this is one.
The evaluation of the "P.S.C.U. 01" was conducted upon the application of
Dutch Pacific, Incorporated. The device is comprised of several
mechanical and electrical components and is intended to generate steam
and deliver it to the combustion chamber via an inline catalyst. The
device is claimed to improve fuel economy and to reduce exhaust
emissions. The P.S.C.U. 01 is classified by EPA as a vapor bleed device.
1. Title;
Application for Evaluation of P.S.C.U. 01 under Section 511 of the
Motor Vehicle Information and Cost Savings Act
The information contained in Sections two through five which follow
was supplied by the applicant.
2. Identification Information;
a. Marketing Identification of the Product;
"The trade mark will be "P.S.C.U. 01" (Proportional Steam
Control Unit) . The model number for usage in passenger vehicles
and light trucks is "01/12/2". A different number will be
assigned to the model for use in diesels and other heavy-duty
vehicles when such model has been fully developed."
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b. Inventors and Patent Protection
(1) Inventor
Ben van Brake1
Bekerbaan 3
Schimmert, Netherlands; and
Mikko Kozarowitsky
Rijksweg Zuid 149
Sittard, Netherlands
(2) Patent
"A copy of an English translation of the Patent Application
is attached as Exhibit 1". [See Attachment A of this
evaluation]
c. Applicant;
(1) Dutch Pacific, Inc.
218 Main Street, Suite E
Huntington Beach, CA 92648
(2) Principals
Johannes P. M. Zwaans, President
Paulus H. M. Zwaans, Vice President/Chief Financial Officer
(3) "Each of the above is authorized to represent the
organization in communication with EPA."
d. Manufacturer of the Product:
(1) KOZA Production B.V.
Industriestraat 2
Sittard, Netherlands
(2) Principals
"The principal owner of the manufacturer is Mikko
Kozarowitzky."
Description of Product:
a. Purpose:
"The objective of the product is to economize on fuel
consumption and to decrease harmful emission levels."
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b. Theory of Operation:
"For a description of the theory of operation, please see
Exhibit 2." [Attachment B]
c. Construction and Operation:
"For a description of the product itself, please see the
drawings and schematics attached as Exhibit 3." [Attachment C]
d. Specific Claims for the Product;
"At this juncture we prefer not to make any claims whatsoever,
and will await test results before doing so. See Exhibit 2,
[Attachment B] pages 23 through 25 for the results heretofore
- obtained. A general claim of an increase in fuel economy and a
substantial decrease in harmful emissions can be made at this
time."
e. Cost And Marketing Information;
"The product is currently being produced in the Netherlands for
limited distribution and further testing and evaluation. Full
production has been projected to commence in or about January,
1983. The suggested retail price will be approximately $590.00.
To date no investigation has been made as to intended methods
for marketing the product."
4. Product Applicability Installation, Operation, Safety and Maintenance;
a. Applicability;
(1) "There is a beneficial effect on all internal combustion
engines. However the P.S.C.U. 01 is designed for use on
engines with a displacement of under five (5) liters or
5000 cubic centimeters and thus will not produce maximum
results on larger engines. A unit for use on larger
engines is currently being designed and tested in Holland.
It has been ascertained that the unit is not compatible
with the 2-stroke Detroit Diesel engines however it has
been found compatible with all other diesel engines."
(2) "The unit is not recommended for use in temperatures below
freezing. An additive for the water tank as well as other
means of preventing the water from freezing are currently
being investigated. The unit draws considerable current
(approximately 22 amps.) and will occasionally turn itself
off, when the battery voltage drops below approximately
11.8 volts."
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b. Installation - Instructions, Equipment, and Skills Required;
"For complete installation instructions, see Exhibit 4 hereto
[Attachment D]. No special tools or equipment are required to
complete installation. Installation should be performed by an
individual with a basic knowledge of auto mechanics. No
adjustments are required of either the product or the vehicle
prior to or after installation."
c. Operation;
"See Exhibit 5 [A.'ttachment E] attached hereto for a copy of the
operating instructions to be furnished to the consumer."
d. Effects on Vehicle Safety;
"The use of this product will in no way cause damage to or
result in an unsafe condition for the vehicle, its occupants, or
persons or property in close proximity. A lack of maintenance
or any malfunction of the unit will cause the unit to shut
itself off. At this point, the unit will cease to perform its
functions until such time as the malfunction is cured or the
maintenance provided."
e. Maintenance;
"The water tank attached to the unit must be filled at
installation and whenever necessary thereafter. It is
recommended that the water level be checked each time the
automobile is refueled. The catalyst holder should be changed
at 30,000 mile intervals. A screwdriver and an adjustable
wrench will be sufficient for this operation and no specific
skills ao?e required."
I J
5. Effects on Emissions and Fuel Economy;
a. Unregulated Emissions;
"In the event of a malfunction or failure mode, the beneficial
effect of the catalyst on the emissions will gradually decrease
and will eventually cease altogether. The only information
available on pollutants other than those regulated by the EPA
relates to sulphur compounds, the formation of which is also
favorably affected."
b. Regulated Emissions and Fuel Economy;
"See the test result obtained in the Netherlands on pages 23
through 25 of Exhibit 2 hereto [Attachment B]. Further data
will be submitted upon completion of required testing."
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The following sections are EPA's analysis of this device.
6. Analysis
a. Identification Information:
EPA knows of no
information.
b. Description:
problems with respect to the identification
(1) The primary purpose of the device, as given by the
applicant, is to improve fuel economy and reduce exhaust
emissions. Based on the information submitted, EPA judges
the applicant's statement to be appropriate.
(2) The theory of operation given in Exhibit 2 (Attachment B)
was adequate in that EPA was able to develop an
understanding of how the device is supposed to function.
It appears the device, which is comprised of several
mechanical and electrical components, is intended to
generate steam and deliver it to the combustion chamber via
the air cleaner and an inline catalyst. The steam is
claimed to carry catalyst material to the combustion
chamber and therein causes an improvement in the combustion
process.
Based upon the information provided, EPA is doubtful that
the quantity of catalyst material introduced to the
combustion chamber or the time it is exposed (approximately
six to nine milliseconds at a cruise speed of 3000 RPM) to
the high temperatures and pressures are sufficient to cause
a signficant change in the combustion process. Additional
information (including test data) is required to
substantiate these aspects of the theory of operation.
The agency expects that any changes attributable to the
.device will likely be due to the introduction of water
vapor to the engine rather than due to the catalyst
material. Even then, in EPA's judgment there is
considerable question that this device will produce all the
benefits claimed by the applicant. The amount of water
vapor introduced by this device is very small; too small to
likely produce a significant effect on the combustion
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process. Some other devices that introduce larger amounts
of "liquid" water in conjunction with adjustments in engine
parameters have produced modest improvements in fuel
economy. In that situation the larger amount of water
lessens the engine's tendency to detonate and permits
operation at a more advanced ignition timing setting, which
results in improved fuel economy. Water injection at these
higher rates lowers oxides of nitrogen emissions but when
ignition timing is advanced to improve fuel economy, a
major portion of the oxides of nitrogen reduction may be
lost.
There are two generally accepted concepts as to why water
injection reduces oxides of nitrogen and lowers the fuel
octane requirement of the engine. One theory maintains
that in the combustion process, the inert water molecules
intersperse among the molecules of fuel and oxygen and make
it more difficult for the fuel and oxygen to get together
for combustion. The speed of the reaction is thereby
decreased lowering the peak combustion temperature and
lessening the tendency to detonate or form oxides of
nitrogen. The second theory maintains that as the water
vaporizes in the combustion chamber the fuel/air mixture is
cooled which ultimately results in a lower peak combustion
temperature. In any case, the end result is less
detonation and lower oxides of nitrogen.
In a recent study, it was found that the addition of
significant amounts of water as liquid caused essentially
no change in fuel economy.* If the water is vaporized
prior to entry into the combustion chamber, there will be
even less benefit for two reasons. First, the vapor
displaces some of the oxygen which decreases the volumetric
efficiency. Second, because the water is already
vaporized, there is little evaporative cooling of the
fuel/air charge and there is little benefit from the
cooling phenomenon discussed above. During World War II
liquid water injection was used on aircraft to improve
Bruce D. Peters and Russell F. Stebar, "Water-Gasoline Fuels — Their
Effect on Spark Ignition Engine Emissions and Performances", General
Motors Corporation Research Labs, SAE Paper 760547, June 1976.
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8
takeoff performance. In this situation a large amount of
water lowered cylinder head temperatures, and thus
permitted takeoffs at higher intake manifold boost
pressures. The increased takeoff power was due to an
increased quantity of fuel/air charge that resulted from
the higher boost pressure, not due to the water injection
itself.
There is a popular concept that introducing water in any
quantity and any form is beneficial to the operation of an
internal combustion engine. As a result many vapor
injection or steam injection devices have been submitted to
EPA for evaluation. In most cases the amount of water
introduced is insignificantly small. Regrettably, none of
the vapor devices produced significant benefits and only
one water injection device produced fuel economy benefits
and that was at the expense of increased emissions.
(3) The description of the P.S.C.U. 01 device in most respects
was considered adequate. It was; however, not adequate
with respect to stating the materials used, and the
dimensions of the container housing the electrical heating
elements. Because of this shortcoming, EPA was not able to
determine whether the unit could produce the quantity of
steam claimed for the device.
(4) The applicant does not make any specific claims for the
device in the application, but instead makes a general
claim that it will improve fuel economy and reduce
emissions. Information submitted in support of the
application (Attachment B) does contain statements that
fuel savings of eight to fifteen percent are possible with
the device. The only test data submitted in support of his
claims are that data referred to in Attachment B. For the
reasons given in Section 6.d.(2), the data were determined
to be not sufficient for showing the benefits attributable
to this device.
(5) The cost of the device as given by the applicant, is
approximately $590. According to the installation
instructions (Attachment D) the kit is not complete and EPA
expects the purchaser may be required to spend as much as
$15 more to purchase other materials needed to install the
device. EPA estimates that installation time would be at
least four hours and assuming a shop rate of $20 per hour,
the installation cost would be an additional $80. Thus,
total initial cost would be approximately $685. To
calculate the mileage required to be driven to recover the
cost of the device, one must also take into consideration
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the replacement cost of the catalyst (every 30,000 miles).
EPA asked for this information (Attachment F) however, the
applicant did not respond to the request. Therefore, the
following results are based on only the initial cost and
should be viewed as the minimum mileage to be driven.
If use of the device did result in a 13 percent improvement
in fuel economy as claimed in Attachment B (and assuming a
initial cost of $685 and a cost of $1.40 per gallon of
fuel) a vehicle averaging 20 mpg would have to be driven
approximatey 85,000 miles to recover the cost. This means
the vehicle would either be approaching the end of its
useful life or would likely be traded off before the cost
could be recovered.
The reader should also note that because the applicant
states in section 4.a.(2) "the unit is not recommended for
use in temperatures below freezing," for many purchasers,
the device could only be used on a seasonal basis-'-.
Thus, the total miles driven before the cost are recovered
could increase significantly.
Applicability Installation, Operation, Safety and Maintenance;
(1) Applicability;
The applicability of the product as stated in the
application seems appropriate.
(2) Installation - Instructions, Equipment and Skills Required;
The installation instructions (Attachment D) referred to by
the applicant leaves EPA with several concerns. First,
even though the list of contents includes a chamber for a
catalyst, it is not clear whether the catalyst itself is
included or is purchased separately. EPA asked the
applicant (Attachment F) to clarify this point in question;
however, he did not respond.
Second, the list of contents shows that the package is not
complete enough to accomplish the installation of the
device. This may cause an inconvenience for some
purchasers because of the necessity to obtain the
additional components, i.e., electrical wire and terminal
connectors, insulation, sealant, bracket material, and
water reservoir, elsewhere. Additionally, the list does
not state what size water reservoir is required.
•^-Although the applicant states antifreeze additives are being
investigated, none are presently recommended.
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10
Third, for many of the recent model vehicles with crowded
engine compartments EPA expects it will be very difficult
to find suitable locations for the several components which
make up the device since they must be located at specified
heights relative to one another.
Fourth, because of the limited space between the hood and
air cleaner on some vehicles, the installation of the steam
injection tube into the top of the air cleaner may be
precluded in some instances.
Fifth, step number ten of the instructions, which addresses
electrical lead connections, could be more detailed. The
narrative instructions and the schematic drawing (No. 3 of
Attachment 3) are too general to be applied effectively to
the many different electrical circuits being used today.
EPA agrees with the applicant that only a basic knowledge
of automobile mechanics is required and that common tools
readily found in most homes is adequate for installing the
device.
(3) Operation:
Based on the design of the device, EPA has judged that
except for replenishing the. fluid, action by the driver is
not required in order for the device to function properly.
Considering that steam is being ported to the air cleaner,
the device may interfere with the normal operation of the
heated intake system and consequently, the driveability may
be changed. However, for lack of sufficient data, EPA does
not know if this is a real concern.
(4) Effects on Vehicle Safety:
Based on its understanding of the device, EPA judges the
applicant's statement regarding vehicle safety to be
-appropriate.
(5) Maintenance:
On a short term basis, EPA judges the applicant's statement
regarding maintenance to be reasonable. EPA, however, is
concerned about the effect road vibrations and contaminants
and temperature extremes will have on the device over a
long term basis. No information on long term durability
was provided.
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11
d. Effects on Emissions and Fuel Economy:
(1) Unregulated Emissions;
Based on the design of the device, EPA does not expect the
device to have an adverse effect on unregulated pollutants.
(2) Regulated Emissions and Fuel Economy;
The applicant did not submit test data in accordance with
the Federal Test Procedure and the Highway Fuel Economy
Test. These two test procedures are the primary ones
recognized by EPA for evaluation of fuel economy and
emissions for light duty vehicles.* The test results that
were submitted by the applicant (Attachment B) were from
the testing of a single engine on an engine dynamometer
under steady-state conditions. Consequently, the data did
not adequately represent the varying speed and load
conditions of in-use vehicles nor did it provide for
a statistically sound test program. EPA developed a test
plan and requested the applicant to submit additional test
data (Attachment F). However, the applicant did not
respond. Eventually, the applicant notified the Agency
(Attachment G) he wished to withdraw his application for
evaluation.
e. Test Results Obtained by EPA;
EPA did not test the device for this evaluation because neither
the information (theory of operation and description of the
device) nor the test results adequately supported all the claims
made for the device.
*The requirement for test data following these procedures is stated in
the policy documents that EPA sends to each potential applicant. EPA
requires duplicate test sequences before and after installation of the
device on a minimum of two vehicles. A test sequence consists of a cold
start FTP plus a HFET or, as a simplified alternative, a hot start LA-4
plus a HFET. Other data which have been collected in accordance with
other standardized procedures are acceptable, as supplemental data in
EPA's preliminary evaluation of a device.
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12
7. Conclusions
EPA fully considered all of the information submitted by the
applicant. The evaluation of the P.S.C.U. 01 device was based on
that information and EPA's engineering judgment. The applicant
failed to submit adequate data to substantiate his claims for the
device. Additionally, considering the description of the device, EPA
does not expect that it can significantly change the cleanliness,
power, fuel economy, or emissions of an engine. Thus, there is no
technical basis for EPA to support the claims made for the device, to
perform confirmatory testing, or to continue the evaluation on its
own.
FOR FURTHER INFORMATION CONTACT; Merrill W. Korth, Emission Control
Technology Division, Office of Mobile Sources, Environmental Protection
Agency; 2565 Plymouth Road, Ann Arbor, MI 48105, (313) 668-4299.
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List of Attachments
Attachment A A copy of an English Translation of the Patent
Application (provided with 511 Application and
designated Exhibit 1).
Attachment B A copy of the theory of operation (designated Exhibit
2>-
Attachment C A copy of schematic drawings (designated Exhibit 3).
Attachment D A copy of the installation instructions (designated
Exhibit 4).
Attachment E A copy of the operating instruction (designated
^ Exhibit 5).
Attachment F A copy of the letter from EPA to Dutch Pacific,
Incorporated, November 26, 1982.
Attachment G A copy of a letter from Dutch Pacific, Incorporated,
to EPA, December 13, 1982.
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Title: EPA Evaluation of the P.S.C.U. ol Device Under
Section 511 of the Motor Vehicle Information
and Cost Savings Act
ATTACHMENT A
Page(s) 14 - 20
Not clearly reproducible from submitted
document. Copy will be furnished upon
request from the U. S. Environmental
Protection Agency, Emission Control Tech-
nology Division, Test & Evaluation Branch,
2565 Plymouth Rd., Ann Arbor, MI 48105.
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N;
t-
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KOZA PRODUCTION 11.V.
TUB NBTHEHLJUtDS
P.B.0.0. and the Rare Earths to aava fuel and fight pollution.
Copyright 1982 i
Ing B. van Brakal,
Bohlnunert.
The Netherlands.
Translated by Teohnlaoh Vartaalbureau Eindhoven.
January 1902.
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Kor.n rrotluctlon II.V.
Pago 01.
toza froduotion D.V.
Togo :
Contents
1. Deoorlptlon of P.8.0.0.-01 for use in Internal oombuotion engines
2; Catalysts
3. Operation of P.8.0.0. and catalysts
4. Alms
5. Advantages
£. Disadvantages
7. History of the most oommonly-used catalysts
0. Koza tost set up and the results obtained
9. Extracts from earlier testa
10. Energy balance calculations
11. Summary and Conclusions
12. Provisional Technical Speolfioation
Appendix I t Environmental Pollution
T
1. Description of P.3.C.O.-01 for use In internal combustion engines
P.8.0.0. stands for Proportional Steam Control Unit.
The P.8.0.0. is made up of three main parts t
i. A oloaed oteam generator (the vaporizer) whore the water is evapora •
by means of eleotrlo heater elements.
B. An electrically driven feed pump to provide a regular supply of vat.
to the vaporizer.
C. An electronic control unit to give proportional steam production an.
control of the water level.
The electronic control unit comprises also i
- Overheating protection
- Water supply monitoring •
- Check on accumulator voltage . '
i
Operation of the P.8.0,0.
The P.8.0.0. la activated by switching on the Ignition key (which .
activates the fuol system and/or Ignition system of the engine). An into :
relay of the F.S.C.O. is then energized, switching on the main oiroult.
As a result, about 10 seconds after starting the accumulator voltage is
checked by another oiroult t If the voltage is high enough (11.0 or 23.6 >
the vaporizer heater elements ore switched on.
The wator-level eensor is mounted near the heater elements. If there la
sufficient water in the vaporizer a signal is generated that correspondo ,
to the temperature of the water. When the water level drops owing to •
evaporation below the sensor, the latter is rapidly heated up by the
radiation from the hoatar elements to a toaporuturo about .15*0 above tlio
boiling point of the water. The sensor converts this rise in temperature
into an eleotrlo signal, whloh is In turn converted by a comparator olrui '
into a drive current for the water pump. The latter therefore pumpa wdtoi ;
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Koza Production B.V.
Page 03.
Koza Production B.V.
from an external reservoir into the vaporizer. As soon as the water
level there roaches the sensor, the temperature of the sensor drops j
again to that of the water and the signal level to the comparator ;
circuit la such that the pump is switched off.
The comparator circuit is so adjusted that it reacts to a change of
the water level of about 4 aa' This means that only a small quantity
of water is dosed eaoh time to the vaporizer so that, booauas of the
relatively largo quantity of water present in the vaporizer, the boiling
water suffers only a very email drop in temperature. The supply of steam
ia therefore not interrupted.
When the pump IB switched on, a tlmor Is also started I if after about
35 oeo the level sensor still gives no signal that the water la onoe
more up to the normal level, the pump is switched off and a warning
signal la sent to a signal lamp or a buzzer to indicate that the
external wator reservoir IB empty.
The eenaoe for the proportional control of the eteaa is mounted directly
under the atoam outlet pipe. Vhon thoro is a low underpreoouro at the
inlet venturl of the engine, the temperature at the steam outlet will
rioe i the sensor will then provide a signal to its comparator circuit
which in turn causes some of the heater elements to be switched off.
When, however, the temperature of the sensor drops owing to the lower
steam production, the heater elemonts are switched on again.
When there is a large underpressure in the engine vonturi, i.e. at
high speoda or high acceleration (high speed of aspirated air) the
undcrprooauro in the vaporizer lo almost equal to tlio pressure In the
vonturi. Owing to this luidorpraoauro, the boiling point of the water
in the vaporizer lo lowered so that the production of steam la increased.
Vhon the accelerator vane in the venturl is closed, the preoouxe in the
V
vaporizer rises again to the normal atmosphorlo pressure so that the '
temperature of the ounuor rloou again | the lioatlng la than again
partly switched off until the demand for steam, increases onoe more.
The comparator circuits should be so adjusted that a large operatin,
range oan be covered by the set value, for extreme oassa it ia
possible to adjust the P.B.O.U. for other applications | your Itogloi
oan carry out the necessary adjustments.
Changes in the set value are to be recommended for the following cai
- Engine oapaolty la less than 1000 oo.
- Engines of capacity 1000-2000 oo fitted with supercharges (turbo <
compressor).
: - Engines used whore the air is rarefied, e.g. in trucks in nountali
regions or in light aircraft.
- Specially tuned engines for top performance in rallies and raoes.
Tour Dealer or the technical staff of KOZA PRODUCTION B.V. are alwoj
willing to help with advice.
In the event of a fault in the electrical system of the engine where
the accumulator voltage drops bolow a certain pro-set value
(11.7 V for « 12 V system, 23.4 V for a 24 V system), the P.S.C.U. J
switched off automatically.
If the water reservoir ia not refilled in time, the P.8.0.0. will ow
off a part of the heater system. This will be switched on again latu
just for an instant, to check whether wator has meanwhile boen added
If the reservoir la refilled with water during a fuelling atop, the
P.8.0.0. will switch on the heating of the vaporizer and refill it
with water within about 3 minutes.
The P.S.O.U. of KOZA P110DUCTIOH B.V. hoo a vaporiser unit designed I.
produce 8 team continually, Independently of the ambient temporaturo i
aooordlng to the demand, that is, directly proportional to the rate
ho
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Koza Production B.V,
Page 05.
at vhloh air la aspirated by the engine, while requiring a minimum of
power from the engine.
The intensive physical, ohemloal, mechanical and electronic
inveotigatlona of KOZA FflODUCTIOH B.V. have made it possible to
operate conventional Internal combustion engines euoh that they cause
less pollution of the environment and yet alec consume leee fuel,
aimply by the use of a P.8.C.U. and a suitable catalyst.
Koza Produotion B.V.
2. Catalysts
IB la wall known, fuels for internal combustion engines euoh ae
Petrol, Paraffin (Kerosene), Diesel Oil and LPO (Propane) are obtains
by distillation from high-boiling fractions (gaa and reoldue oils).
In order to obtain the desired fuel products, these high-boiling oil a
are subjected to temperatures between 400 and £00*0 and pressures
between 5 and 20 atmospheres for reaction times of several minutes.
The amin difficulty lies in the necessity to suppress as far as posol
the various side reaotlons, leading e.g. to the formation of the li-gh
hydrocarbons 0. to 0. and the formation of cokes. This la achieved am
by allowing only a part (15-3°SO of the raw material to react as it
passes through the cracking furnace. The unoracked remainder is then
separated from the light oraoklng products and passed through the era
furnace once more.
In praotioe various processes have been worked out in detail, auoh as
e.g. the .DUBDS cracking installation, with the aim of getting as larjj.
as possible an output of petrol. Such an installation works at the
high pressure of about 80 atmospheres. In this way it is possible
largely to suppress the splitting off of the lighter hydrocarbons
ao that mainly substitution and dehydrogenatlon reactions take place.
Suoh a process ie still uood to get low-knock (high octane) potrol
for motor oars by the direct distillation of crude oil; (Knocking
or pinking is the detonation or pre-lgnltlon of a fuel-air mixture
owing to the compression and high temperatures occurring in the
combustion chambers of engines). -
The paraffin hydrocarbons with straight chains have the highest tendci
to knock. The naphthas have much less tendency to knook. The oleflna,
the aromatic hydrocarbons and the strongly branched paraffins have
the best anti-knock properties.
The beet hydrocarbons for ooobustion in 1.0. engines are obtained If
to
Oi
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. Kozo Production D.V.
Pago 07•
the cracking and reformation processes take plaoe over a catalyst,
for example a natural day ouch as montmorillonlte (contains large
quantity of rare earths} The molecules then break largely In the
middle oo that fewer Cj and C2 hydrocarbons are formed (undeslred
gases). Moreover iaomoriaation, oyclisation and aromatisation reaotlona
take place more readily.
From the foregoing it will be clear that petrol refining companies do
everything possible to produce an optimum product for internal
combustion engines and under ideal conditions, where the right
mixture with free hydrogens and oxygon is possible, these fuels
will yield an optimum effiolenoy. Because, however, these fuels pass
through the carburettor or injection system to the combustion chamber
mixed with atmospheric air containing hydrogens, oxygon and.
other gasos aspirated via the venturl a combustion product results
that is dependent on a large number of factors, e.g.
1. Fuel/air mixture ratio
2. Homogeneity of mixture
J. Temperature distribution in mixture
4. Compression
5. Existing contamination in combustion chamber
6. Composition of aaplrated atrnoophero and many other factors.
Nevertheleoo, as mentioned earlier, tho combustion reaction can to
improved by cracking and reformation in the presonoe of a ootolyot.
Such a reaction can bo made to take place in the combustion chamber
of the engine when it is at ths right temperature and pressure, provided
that tho catalyst is present there.
To be suitable, the catalyst must have tho following properties.
1. It muat havo the affinity to combine with hydrogen but also to
release it at tho right moment for reformation of the fuel and Its
residue.
2. It must bo oblo to admit sufficient oxygon to tho combustion proooos
to bum the newly formed hydrocarbons.
Koza Production D.V.
Pago Oil
3. The composition of the catalyst, e.g. CoH.O. , must be such that
Jit can form an aromatio compound (.cracking prooeaa) which can
decompose under certain conditions of temperature and pressure
to form finally carbon dioxide and water and leave the other gaocs
undisturbed.
4. Ifter the catalyst has done its work in the fuel/air mixture (e.g.
aa CeB.O.), it oust yield up its oxygen for the oxidation of CO to
COg and yield up Its associated hydrogen and oxygen compounds in
the form of water and itself leave tho combustion chamber in the
form of Ce, Co2, Co., CeOg, CoO. or in its native stato CePO..
CePO. is the preferred compound of cerium.
Host of the catalysts hitherto tested for this purpose are members of
the rare earths series (lanthanldea), such as cerium, mentioned in
the foregoing example. Cerium has the atomio number 50 and can be
extracted from nonazite sand, which is cerium phosphate CePO. ,
found In Brazil.
For fundamental reasons, not to be discussed further here, it can bo
shown that other substances possess the same properties and can quite
certainly meet the conditions mentioned above.
Catalysts suitable for our purpose may oonsiot of mixtures of olemontu
or of their oxides or be combined In an organic molecular structure.
It is not necessary to use the catalyst in tho 100j6 puro form as long
as care Is tken that the contaminants are not reactive and do not
become so under tho Influence of pressure or temperaturo. Tho best
seems to be to use catalysts made up from a series of elements that al
have a catalytic action..
ro
O\
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Kozo Production B.V.
Page 09.
toza rroduotlon 1J.V.
Pago TO.
KOZA PRODUCTIOH B.V. LTD baa an extensive Hot of suitable elomento
and has tho necessary knov-hou vlth regard to their combination to
form catalysts eultable for a vide range of applications. Each of
theso elemental and/or oxldlo oatalysto are protected by world-
wide patents.
Examples of KOZA PHODUCIIOH B.V. oatalyats Include I
- Cerium 50/t and other rare earths
- Lanthanum 59$ and other rare earths
- Aluminium oxide 55jt and other rare earths
- Silicon hydrides 81 H beginning with 81H and ending with Bl^R^.
and lanthanum.
- The elements titanium, hafnium, vanadium, thorium and a aeries of
organic and inorganic lanthonldeo or tholr oxides which, howovor,
fall outside the noopo of this paper.
r
3. Operation of P.S.C.U. and catalysts
Whan an internal combustion engine is properly tuned, the hydrocarbons
and the air will be Ideally mixed yet, owing to secondary effeoto
such as local fluctuations in composition, pressure and temperature,
this ideal composition of the combustion mixture may not yield the
highest possible efficiency. The maximum effiolency can be achieved
only when the mixture is subjected during combustion to the action of
a catalyst and any hydrogens or oxides of hydrogen associated with it.
As you have no doubt observed on your motor oar, an internal combustion
engine works considerably better and more smoothly when the relative
humidity of the aspirated air and its temperature are high, for
example during spring and autumn mists. The reason for this la that
there are then relatively many hydrogen compounds • in the air, which
are thus aspirated by the engine. These hydrogen compounds, e.g.
2fl, and/or UyO vapour,have a favourable effect on the combustion
reaction.
An unfavourable aspect, however, is that unburnt hydrooarbona and/or
traces of nitrlo or sulphuric compounds can easily arise.
In 19^5 • Japanese laboratory performed experiments on the Injection
pf steam in the venturi end combustion chamber of an engine, to
simulate tho high relative humidity of misty air. The results with
regard to the efficiency of the engine were very interesting but the
side effects, namely the generation of oarbon monoxide, nitrogen oxidea
and sulphuric oxides, were not predictable or measurable. At that
time, also, the investment required to achieve a practical working devli
was out of all proportion to tho poeoiblo profits.
Vhe Injection of steam and/or water vapour with mothanol has boon known
oven longer In the world of aircraft engines. Ao far as wo can aoocrtali.
the first application was in 1942, when it was used on tho Mark I BpitfJ
of tho Itoyal Air Furoo.
to
-J
-------
Koza Production B.V.
1'ago 11.
Koza Production 11.V.
1'ofito 12.
From the observatlona that a high relative humidity Improved the
combustion prooooe but that the fixing of the extra supply of oxides
of hydrogen must be proparly under oontrol and that the moment and
nature of the reaction has to be controlled by a suitable catalyst,
KOZA PnODUCTIOH B.V. has doveloped the P.B.G.D.-01 vhloh ensures that
tho right quantity of hydrogen oxidoa la always combined with the
catalyst.
KOZA PRODUCTION B.V. has also carried out a comprehensive invoetigatlon
to find the most suitable catalyst and the right composition of oxidss.
Tho P.3.C.0.-01 doveloped by KOZA PRODUCTION B.V. is an intelligent
electronically controlled device that produces steam at about 100 *0 at
a rate proportional to the rate at which air Is aspirated by the engine.
The steam produced by the P.8.C.U.-OI Is fed via the steam duot to the
catalyst and from there mixed with the aspirated air in the specially
formed exit pipe, ooe fig. 1.
Tho hydrogen oxidos asaooiatod with the catalyst are released In the
combustion chamber only when the temperature and preosuxe there provide
for the nocaaoary chemical potential for the relevant substitution
reactions. At a temperature of about 500 *0 and a proapure between
5 and 20 atmospheres there is substitution of the hydrogen oxides and
oxygons associated with tho oatalyat provided that there is no more
reaction between the hydrocarbons aluready present and the aspirated
air in the combustion chamber. Owing to tho hydrogen oxides associated
with the catalyst, an extra heat of combustion of 50 oal/mole la added for
each mole of 11,0.
Because of the controlled steam generation by the P.8.C.D.-01 and the
oouoclntlon of hydrogen oxides to catalyst in the combustion chamber,
a coubuotlblo mixture lo created whloh rogulatoo and reforms ituolf.
A ulluution lliou aclooo wlioroby an extra 'JO oulorloo per unoaturatod
bund per mole of water associated to hydrocarbon compounds la mado
available instead of 34 calories per mole being lost in the formation of C
T
In addition, in splto of the absence of the compound CO, no nitrogen
oxides MO or sulphur oxldeo SO are formed and thlo also implies
the caving of a further 62 calories per mole. Because also all carbon
atoms involved in the combustion prooeos are forced by tho catalyst
to take up such a position that they can be burnt or oxidized,
a further 14 calories are made available par mole of bound carbon
a tomo.
Summarizing, when the right substitution roaotlons are conduced by tin
introduction of oatalyat and with the controlled steam generation of
the P.8.C.U.-01, the follwolng enhancements per mole of the thermal
efficiency are theoretically attainable i
Added
2 H0
2 x 58 - 116 oal.
1 x 32 . 32 oal.
Hot formed
2 CO
HO^ and 80^ (approx)
Free C atoms
2 x 34 . 68 cal.
1 x 62 - 62 cal.
6 x 14 - 64 cal.
Total enhancement from oraoklng(approx) 362 oal.
Energy required for cracking (2 HgO) 2 x 58 - 116 cal.
Net enhancement per mole 246 oal.
With a well-tunod engine, a cylinder charging efficiency of JOjt and
a mixture homogeneity of 9°X. ft thermal yield can be obtained of
about 1000 oal/mole.
By introduction of the catalyst a thermal yield of
1000 + 246 - 1246 can thus be obtained.
The enhancement of the efficiency Is therefore (1246 - 1000)/1000 - 24
ro
00
-------
Kozn Production D.V.
Pago 13*
With a charging efficiency of 90/6 and » mixture homogeneity of
only 7C$ tlio catalyst ColI.O. from CeO, gives even more enhanoement
of the efficiency, estimated roughly at
24.6
- 35*
In practice, however, a filling efficiency of about 90j£ and a mixing"
homogeneity of about 90j£ are normally achieved ao that the theoretical
enhanoement remains limited to about 24.6'/. With very good mixing
of hydrocarbon fuels the above result is approximately halved. The
maximum enhancement is then found to be about 12j£.
It will be evident that in order to achieve these improvements
with the P.8.C.U. and a suitable catalyst, it Is essential to
have a well-tuned engine. It io also necessary that the operating
range of the P.S.O.U. io sufficient for it to respond adequately
to the working conditions obtaining. If the engine is tuned for
too rich a mixture or if the steam temperature la too low or
if too much steam is generated, the efficiency of the engine
may decrease. Too many unbornt hydrocarbons may bo formed which
in turn extract-too much energy from the oombustion process and
cause unnoooasary emissions.
It is therefore recommended that you oubjoot your engine to a tuning
inspection before fitting the P.8.C.U. Fuel savings can then be
obtained over the whole torque-speed range of your engine giving you
all the advantages mado possible by the catalyst.
r
Pa go Ijii.
0-
1
©-
I
|U-g8g»
nl^Kt
*.
• * • *
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Koza Production D.V.
Pago 14.
4. Alma
The alma of KOZA PRODUCTION B.V. are as follows i
1. By mcano of the P.S.C.U., together with catalysts, to help the
unero of fooslle fuelo to get the most efficient pooaible
oonverslon.Into energy while avoiding the production of polluting
emissions or roduolng the amount of existing emissions.
2. By moons of minor mollifications, to make the P.B.C.D. suitable
for application to all existing hydrocarbon combustion systems
suoh as
- Convontlonal Internal combustion engines
- Gas generators
- Oil or natural gas burner systems for combustion purposes or
heating Installations
Crooking installations for the combustion or refining
of hydrocarbons.
}. To denial the P.S.C.U./oatalyct unit in oitoh a way that it can
be inn lulled oaoily and rapidly in existing combustion systems.
4. By the application of modern fabrication techniques to produce
a robuot nnd reliable unit at a very low price having regard to
the enhancement of tho efficiency aohlevod, so that the P.3.C.U.
will bo uocd on the moos scale.
teclinlcol
5. By way of lootureo, Information and guidance to make you familiar
with the operation and applications of the P.8.O.U. and its
cnlal.yiitu.
Production B.V.
Pago 15.
5. Advanta/Too
The advantages of using the P.3.C.U. oatalyut unit in Intuitial
combustion engines cro as followo.
1. Owing to tho complete cauhtiatlon of the uuplrated l'iiol/uir nlxt> |
a higher effiolency is obtained, i.u. tlio some performance for
looo fuel.
2. The complete combustion of tho fuol/alr oitture loplieu tha
suppression of fiuuooua cmluiilonn such no i;urbon monoxldti, ill Irof
oxldea, sulphur dioxide nnd unbiirnt hydrocarbons or at least a
considerable reduction in thoiiu onilouiono.
). Owing to the reduction of oarbon monoxide, nitrogen oxides,
sulphar dioxide and unburnt hydrocarbons, the oombuulion chamber
and the exliaust pipe are no longor contaminated by soot or
attacked by aggreoolva gnaes.
4.An engine thitt Is coked up and dirty through long uso is oleanod
and rid of uitburnt hydrocarbons by tho uuo of tho P.S.C.U./oatulyi
unit, (uoe attached graph, Cl).
«
5.The tenporaturoe of the exhaust ports end of the exhaust gases aru
considerably roduood because all the gnoeu in the combustion chaml
are fully burnt bofors tho exhaust valvoo open | no aftor-burning
effects therefore tako place in the exhauot pipe.
^ ' " n
- Lous fuel oonouuptlon for the uamo porforaiaiiae
- Considerable reduction of undesirable ealoalona
- No dopoolta of oombuotloii reulduoa in ooobuotlon ohambor
- Longqr life for the exJiauot ays tea
- Longer life for lubrication oil because it la much loos oontaalnati
and the working tomporaturo Is lowor. ^
- Oleanulng of onginou long in uoe.
- Longer life for injection aoioponontii, sparking plugs and eihauut'
Trnl ir^ini niid. ~ • = lh
-------
Koza Production B.V.
Page 16.
Koza Production D.V.
I/.
— Ho major modifications to the engine are required to attain the
foregoing advantaged.
— Applicable to all typep of I.C. engine.
Explanation of graph 01
The grnph 01 Dhowe the dependence of the fuel consumption and the
compooltlon of the oxhauot gaaeo on the running time or the dletanoe
covered.
It can bo seen from tlie grnph that the oarbon monoxide oonoentratlon
drops off olowly during the flrot 1000 km, due to the uee of
the P.S.C.U./catalyot. During the next 1000 ka the amounts of oarbon
monoxide and unburnt hydrocarbons Increase in enginea that have
previously been run without the P.3.C.U./catalyst, their combustion
chambers being ookod with unburnt hydrocarbons.
Hydrocarbons unburnt during tha flrot period of fall-off of the oarbon .
monoxide are bonded to the hydrogen oxldea carried by the catalyst
during; the next coabustlon process oo that after some tlmo a somewhat
combustible hydrocarbon mixture la obtalnod. After having flrot decreased,
the cnrbon monoxide content Increases again as a result of the combustion
of the earlier mentioned newly formed hydrocarbon products. During
the Increase new combustible hydrocarbons are formed from the old
coabuntlble hydrocarbons which, In view of tliolr composition, give rlee
to quite a lot of oarbon monoxide.
ooourrlng depends on the tuna of the engine.
It will bo clear that tho situation of the ourvee with reupiiat
to the time/dietanoo ooale depondo entirely on the time that tha
engine has run before any otciin/cntalyut injection took plaim. Ilia
graph serves noroly as an example and explanation iii* the obuurvud and
predictable offoe to.
It will probably also be clear that owing to tho sharp decrease in '
tli* production of unburnt hydrocarbons, tho formation of dopositii
especially In engines running on puruffln (koronlnn) and dlouel oil
In oonaldorably reduced. Also, tha oalulyat In tho combustion olmmber
takes up and binds free oxygen and hydrogen atoms and so auppresjea
or at least reduces the formation of nitric or uulphurlo guaun.
Owing to the activating action of the oatolyot on the combustion reaction
and on the consequent acceleration of tho combustion, tho reaction
prooeeda uniformly In spite of tha non-ideal mixing of the iuol/alr
charge, eo that tha charge yields up tho maximum amount of energy availabl.
from the hydrocarbon/air mixture, with dissociation Into CO. , 11,0 ,
i * '
0 IL and other aspirated gases.
In any case it can be said that with the right dosing of ateaia and
catalyst, the reactions forming CO, N0z , S0£ or Gil 0 no longer
take plaoo.
After about 2000 km the carbon monoxide content dropa again, now to
very low vnluee which stabilize at this level after about 4000 km.
Por>engines running on potrol and LFO a CO value of about 0.2 to 0.1 j£
can be achieved in practice.
•
At that moment (near 4000 km) all unburnt hydrocarbons that wore present
in tho combustion chamber have been converted into combustible
hydrocarbon compounds and the oarbon oonoxldn concentration then
U>
-------
i <>j jo t leu ;'.*.
J.x.
6. Dloodvantogeo . •
The dlondvantagoa associated with the uao'of PSCU and catalyst are
an follows.
1. Extra load on the eleotrlo oirouit, about 450 V.
2. Vator ro'eervoir has to bo checked and replenlnhed.
}. Extra servicing necessary for tho P.B.C. unit, mainly a oheck
on the catalyst remaining in stock in the dispenser.
Thoeo disadvantages are quite Insignificant compared to the advantages
and results brought about by tho P.S.C.U.
With regard to the extra load on the oleotrlo circuit, it can be shown
that the power consumption for tho P.6.C.U. is only a fraotlon of'that
yielded by tho improvement in effioien.y I only about l£ of the fuel con-
sumed lo uocd to operate the P.S.C.D. Thus if the effective oavlng of fuel
was 10jt, the real saving was 11J< | subtracting the 1# required to achieve
this result we obtain tho effective saving of 11 - 1 • 1<#.
Ir. t : •.'Uii e.t.
19-
7. Illotory of tlio moat ooiiunonly used natalyata
The most oonueonly uoed nnd tho must touted catnlyut is baaed nmlnly
on cerium, Co, atomic nunlior 50.
Cerium belongs to tho serlos >>f rare earths (lantlianldoa), a group of
15 elements (atomic numbers 57-70 clioioloally relutod to aluminium
(atomic number 1)). In Ilia poi-lodlo tublo llioy full between bai-luu
and hafnium. The nuiobora of tho rare earth aerlea resemble each othur
moro closely than is generally the cano with most groupa of elements.
The reason for this lies in tho similarity of their atomic utruitture.
Going from the inert gas xenon, via caesium nnd burluo to luiithunura,
tho next element corlum begins with tho build-up of the ll-shell froo
18 to J2 olootrona (2 x JE to 2 x 4*). flence batwuun barium in Uroup 2
and hafnium in Group 4 of the periodic table, tliore is a group of 15
el emerita whose outer ohells (0 and P) have identical structures, tot
this rsason they are chemically similar, with only minor differences
in their properties.
Tho most important mineral yielding rare earth elements 10 monazlta
sand, found in Brazil. Its main constituent le CePO. .
4
The first publioatlono on tho uao. of the rare earths (lanthanldee)
as catalysts appeared in UT/2 when the properties especially of
cerium as an initiator of reactions for the formation of hydrogens
and hydrogon oxides were discovered. Auor von Volsbao'k used these
properties In 1091 in the gas mantle (about 1j£ cerium oxide und 99j(
thorium oxide) to give a brighter light in gao and oil lamps and to
suppress tho formation of soot. Since that Urns many investigations
jiave boon mude into tho uoo of oorlum and other ruie earths for a
variety of purposes.
-------
Kozo Produotion D.V.
Pago 20.
Koza Production Jl.V.
r««u_2l
•\
Apart from the experiments of Professor R. Voloher, which were very
positive, no other Inveotlgatlona for the Application o'f cerium or
related elements to control the oombuotlon process In Internal combustion
cnginoo have been mndo einoe 1969. In 1901 KOZA PDODUCTIOH B.T. started
onew on a comprehensive programme of Invoatlgatlono Into the
application of catalyatn to promote the controlled combustion of
hydrocarbons In the oombuotlon chambero of engines.
Those combined phyoloal, chemical mechanical and electronic Investigations
has lead to the development by KOZA of a generally applicable P.B.O.U./
catalyst system which effectively reduces ealsslons and saves fuel..The
system Is unique and la protected by world-wide patents.
Hod. Patent pending I 8 105 6B2 , dated 17-12-1901.
6. Koza test set up and ronultn obtained
The Ko7.n teat rig oonalnto of a 2.) litro motor coupled a 3-plmae
synchronous generator with a continuous load of J x 5000 VA, I.e.
a total load of 15 kV.
Under oonatant oondltlonu of
- Ambient tcmporaturo
- nolatlve humidity
- Shaft load
- Speod (r.p.m.)
- Aspirated air temperature,
the test equipment waa unod to Investigate the effect of hydrogen oompo
carried by a oatolyot containing cerium, thorium, silicon, tltunluu
and other aubotanceo. In addition the offee to of the oompoultlon of
the mixture and the concentration of water vapour oould be studied and
an accurate measurement made of the temperature of the water vapour.
In all further analysis of results, engine epoed, shaft power and Inlet
manifold vacuum were takon as fixed standard values. In addition varlabj
such as
- relative humidity of air In inlet manifold
— average temperature of the mixture
- pressure differences
were measured and recorded.
Furthermore, the temperatures of. oil, exhaust gones and exhaust ports
wore measured and the fuel consumption accurately recorded.
Results and conclusions of testa
For clarity we give here once more a short summary of the reactions to
be expected, the ntonlo transitions and the related results.
Cerlua (Ca) Is * metal belonging to the 15 elements of the rare earth
eerloo. Cerlua melta at 795*0 and Its density Is 6.64 kg/dm3. It oxidlci.
rapidly at room toioporn turo and oven f no tor when the air In humid and
-------
Koza Production fl.V.
Page 22.
at higher temperatures. It la one of the most reactive of the rare earths
and la completely oxldlzod in a hot atmosphere of water vapour.
io with aoveral relatod elements, the electronic etruoture of cerium
oan assume yarioua forme viz. it may have either two valenolae, J-valent
or 4-valont, by exchange of oleotrona betwson the 0 and P sheila or
4-valont according to tho oonf iguratlon of. the (outer) H-ohell. Depending
on the way in which they are formed, tho following molecules can then
arloe i
CeO,
and XO, (l la here aoma other oatalyut element).
ill thoae oxldoo dissolve In water and are very reactive with water.
The oxide Co^O, malts at 1690*0 and has the tendency to dissociate at
200*0. The oxide OcO» and other oxides Investigated by us molt in the
region of 2600*0 and diasoolate spontaneously at various temperatures
In the ranee 490-600 *C.
The characteristic valency behaviour of those oxides give them their
remarkable and uccful catalytic properties. These oatalyats have a large .
capacity to exchange -oxygen atoms wheroby it la possible to oxidize
hydrogun and hydrocarbons. .
This property ie oliared by all other rare-earth oxldoa and by some other
.oxldoo cuuh aa^Uioue of thorium, magnesium, tantalum, tin, ooppor, and
several others.
Owing to this valonoy behaviour there la a constant exchange of oxygon
atoms at tho surface trying to establish an'equilibrium, resulting In the
oatalyllo oxidation of 00 to CO,, and in the conversion of the light
hydrocarbons rooultlng from the ooobuotlon of oil products which In turn
can bo hydrogonatod and oxidized to oombuotlble hydrocarbon compounds
'and finally burnt to form CO, and 11,0.
Kof.a Production D.V.
Pu«o 2}
The valency behaviour of Ui9 oxidea are nloo ronpoiiiiiblo for tho
automatic oloanolng of the ooinbuptlon chamber alnoe they form bouda
with the unburnt carbonaooous matter to form liydroourbcnn which i:nn
then later be oxldlzod (burnt). T|io fo mint I on of ou.:li hydroonrbon
compounds dapondo on tho tempoj a ture nnd pronou.ro, a.£, botvomi 250 and
500 *o.
The normal composition of the exhaunt ftnnon of nn Intornnl oombui»llon
. engine Includes the following t
— Unburnt hydrocarfaonn, CH
- Hltrogon oxides, 110
- Carbon monoxide, CO
- Carbon dioxide, CO,
- Water vapour, IlpO
— Atmoophorlo gnnes aspirated by onglna
On the basis of the foregoing, tho composition of tho exhaust gases may
be expected to be i
- Carbon dioxide CO-
- Water HgO
- Atmospheric goaeo as napiratod
. The renulta of the test wore as follows.
Main oonstltuenta of exhaust gasea i
- Carbon dioxide, CO.
- Vntcr, P.-O
- Components aa given in graph 01 after
a toot duration of 50 running hours.
(3-hour ruiio with atopa of 2-) hours).
In spite of tho extra power oonnumptlon of 266 watts for the generation
of the etoan, a fuel saving of \)'f> wao achieved compared with the
oonvontlonal engine without tho FSCU/ontalyot.
U)
I
-------
ozu rrouuGiiuii ii.f. «a|Sa «i»
.
he oompoultlon of tho exhauut gases after 50 running hours was ao follows
Convontlonal en/tlna Engine with oatalyot
- Carbon monoxide CO 3-5* - Carbon monoxide CO 0.1*
- Carbon dioxide C02 6.2* - Carbon dioxide C02 11.5*
- Hydrocarbons Cll 32 ppm * - llydrooebono CH 0.3 ppo
- Illlrogim oxldea 110 0.2 ppm - nitrogen oitidoo NO 1.2 ppm
del eonuimptlon i
Petrol i 6.0 I/hour Petrol i 6.9 1/Voux
haft powor (energy per hour) i
tt - 15 000 x 3600 . 54 000 kJ (PI + P2)t - (15 000 + 266) 3600 -
54 957 kJ
eat content of fuel "used per hour i
x 0.7 x 11 000 . 61 600 kcal 6.9 x 0.7 x 11 000 . 53 130 koal
-256 666 kJ . 221 375 kJ
et efficiency of engines i
54 000 - j 54 957 j
256 6661 * 10° ' 21* 221I 375 x 10° " 25*
se of tho catalyst thus brings about a net inoreaeo of 25 - 21 - 4* in
ho efficiency and a saving in fuel of (8 - 6.9)/o= 13.6*.
66 W is needed for to produce the steam In the PSCU. To generate this
ewer with a heat engine of effiolenoy 25* and a generator of effiolenoy 95*,
he amount of hoat required per hour is
•\f\r\ -1 flA
266 x 3600 x 0.24 x -^ x ~~ - 970 000 cal. .. 970 kcal.
rom the calorific valuo of the fuel, 11 000 Voal/kg and' Ita density 0.7 kg/1,.
e find that 1 litre of fuel represents 0.7 x 11 000 - 7700 koal.
ence, to generate 266 V for the steam production, 970/7700 - 0.126 litres
f fuel are required por hour.
umjnarl-xlug, tho PSCU catalyst dispenser given
Improvement of engine efficiency by 4*
Fuel saving of 13.0*
fuel consumption of 0.125 litres of fuel for PSOU itself.
, •
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-------
Kosa Production B.V.
Pago 25.
Koza Pcoduotlon H.V.
Pago. 26.
9. Extrap to from earlier tests
Ttio extracts give liclof summaries of the results of earlier testa on
cerium au a catnlyet In Internal combustion engines.
1 - Toot by IIHIiare Toohnloolie Lehranstalt dee Stuatea Bern.
Ecolo d'lnge'nloura Bloiwe, 11 April 1979.
Toot carried out on a Toyota private oar, type Corolla Llftbaok,
dlatanco on olook JO 150 km.
Measurements carried out In accordance with GOB Standardo.
Results
Gua component
CO
Cl!
NO
With oatalyat
31.47
3.64
6.66
Without oatalyat
50.25
7-40
6.38
Theee teats wore authorized by "ECOLB D'lHGEMIEUllfl BIEHNE",
Automobile Toohnlque Dept., Mr P. Vlttwor.
2 - Toot by lloiiere Technlaoha Lehranstalt (lITL) Blenne, 4 Ooptember 1979.
Tcot oarrlod out on BMW oar, typo 320, distance on olook 50 000 km.
«•*«•»-^
Measurements in aoaordanoe witli ECE Standards.
Ropulto
•.:,.*• ' -
59.62
3.50
no
2.04
412.50
Fuel consumption
Total diotaiioe covered during teat i 3440 km.
66.46
4.66
4.15
442.50
font authorized by tho above-mentioned Inatltute and oonflrmod by
Kr P. Wlttwar.
3 - Eaut-Wout Trading Company, Seoul, Korea. Deport of reoulta given In
a lottor dated 14 November 1979 I
Taste on it Britloh-Loyland car, typo PONY.
llomil to i CO concentration Q,Vf>, reduction In fuel oonoiunptlon of 23}{.
4 - Oooar Cnpcnaire, expert nt Automobiles de Luxembourg, 27 Jan. 1977.
Tests on a 1!MV oar, typo 2BOO, distance on olook 100 000 km.
Horm.il fuel consumption t 12.15 1/100 km.
Normal CO concentration i 6jC
After catalyst Injection for 2000 km, the CO concentration hud droppe<
to 0.5$ and tho fuel count ptlon hind been roduood by 12^>.
Authorized by 0. Cnioponnlrii, FUpcrt Judlr.inro ngrfio' et aasonnontd par
la Haul Cour do Juntico du Crnml-l)uuh4.
5 - Petrolloo del Peru , 13 A»c. 1970.
Testa on a Toyota Car, typo Ec.lnn 1000, yonr \'JI4-
Testa carried out with fuel of ootana number 0-1.
Fuel consumption reduced over tho entire toot period by 14/£ to 201/.
CO concentration roducol to O.yf>.
6 - Coleglo do Quimioon del Peru, 10 Febr. 1970.
Tests on Toyota Car, type 1700, year 1972.
Fuel consumption roduocd by 10j£
CO concentration reduced from 5.5/6/4 to O.J/O.ljC.
Authorization for tests unknoyn.
It can be concluded from the foregoing extracts from the reports named tin
vherevor tests wore made, tho results allowed a roduotion of fuel oonoumpl
and a considerably lower CO concentration.
These results confirm our own conclusion that tho use of a catalyst
hao a favourable offeot on the combustion of hydrocarbon.
That the reoulta do not conform entirely to the theoretical expectations
may be attributed to the foot that Insufficient attention has beou paid
hitherto to the generation of just tho right quantity of water vupour at
juat the right temperature, to provide the coat effective conversion
of CeOQ Into Cell.O..
' 44
OJ
-------
Koza Production B.V.
Pugs 27.
Koza Production D.V.
luge ;'tl
10. Energy balance calculations
During the investigations of KOZA PRODUCTION B.V. the following chemical
formulae have been uood. They are given here, for clarity, sometimes
in simplified forma as approximatlonomore readily comprehensible to readers
not entirely familiar with the subject.
1. Ilydrogonatlon or substitution reaction under high temperature and
pressure.
Chemical formulae for the first cracking reaction for oil products.
Averogs standard product Cll} - (CU2)fl is transformed into
cuj - (cu2)2 - cu
Thlo in turn transforms to
CU2 + CU} - (CU2)} - Cllj
Tliis la eosentially the splitting of paraffin hydrocarbono Into olefins.
From this product naphthas (dlesel oils) can be fabricated via a long
but well-controlled route, using the substitution reaction i
- (ciu) - cu
\
, . .rjr.._ or., auti-knook patrol by the reaction i
Cll,
,CH2 - CII2
cu2 -
c - cu,
cu - cu
C - CH,
o -
Further chemical oxplanatlon is given on the basis of ,the hydrocarbon
compound benzene, C,\\,.
ob
A very low-knock (higli-ootane) liexane oompound is i
CU - Cll
CH Cll
^ Cll -
For the calculation of preferred compound onto]do the normal
elementary series of potential compound wo uno the rules <>!' KOI'P
concerning the aurfnoe free onor/ilon «nd tlio eo-cnlled Parachoor
rulen.
The Paraohoor determinen which coinponndn oulnldo the elementary
series will be produced ami in what form, liulupuudent of the
temperature.
The remaining atoralo bonds nooemiary for our purpose can bo coloulnt-
with the aid of tlio Lorentz-Lorenz formula
n -
p(na + 2)
Further details concerning the calculations fall outside the aoope
of this paper.
Applying the rules of Kopp and Lorcnti-.-Lorenz, the compounds bulng
formed and the reactions can be calculated, using hydrogonated
oxygons which oan bo formed by the Intermediary of a suitable uatalya
If the compound C,U, is to be completely broken down to CO,, and HgO,
it first has to bo reformed into CJI,0,,. which can then be burnt to
o b 15
(C00), and (H_0),.
£ O d J
To burn one molecule of Cgll, oompletely to carbon dioxide and water,
therefore, it has to be combined with 15 atoms of oxygen. For uaoh
volume of gnoeouo hydrocarbon compounds therefore, 7-5 volumes of
oxygen (>„ aro required. Becauno oxygen forms about 21jt of the a tmosjih
about 55 volumes of other atmospheric gases (mainly N0) will also bs
present in the charge.
In order to get complete oombuatlon to carbon dioxide and water, it
Is necessary to have 100ji hoaogonoous mixing of tlio components before
CO
-------
Koza Production D.V.
Page 29.
Koza Production B.V.
tat;.,
combustion and to havo oxygons and hydrogens available where neoeoaary
to burn any light liydrooarbono formed to carbon dioxide and- water.
In practice the filling efficiency of Internal combustion englnea
doea not exceed 9^ (rceldual gas from tho provloua oyole oocuplea
about 10$ of tho volume). Aloo the mixture novor atluinu a homogeneity
of more than 90'X- In ouch a far from ideal mixture, It will bo clear
that combustion will be Incomplete, giving unburnt hydrocarbons and
carbon monoxide. An example now follows by way of llluu tratlon.
An Internal combuotlon engine with a dloplaoui volume of 15OO oo
. consumes 6 litres of fuel per hour when running at 25OO r.p.m.
At this epeed this engine aspirates roughly(l .5/2 x 2500 x 60 - 112 500 lltroa
fuel -air/mix lure per hour. As however a maximum filling effloienoy of only 90
:an be achieved, only about 112 50O x 9O/IOO - 101 250 litres are aoplrated.
)wlng to turbulence and Imperfect mixing not ell the oxygon In the aoplrated
klr tnkeo part in the combustion prooesa to give the maximum possible energy.
low 6 1 of fuel, which in gaaeoua form occupies a volume of very roughly
iOOO litres, should be mixed (per hour) with about 101 250 - 6000 - 95 250
litres of air to obtain complete combustion and a maximum conversion into
larbon dioxide (C0») and water (U.O). Aa however only about 9O)f la properly
nixed so as to have aoceaa to the oxygen in the aspirated air, combustion .
is incomplete and only 6000 x 90/1 OO = 54OO litres is fully converted to
:arbon dioxide and water, about 60O litres being converted (per hour) into
10, CII and NO or passes out unchanged into the exhaust.
consumption per hour tinmn the density of tho fuel (0.7 kr,A) and 1 ta
oalorlflo value (11 000 kcal/kc).
For tho test iaotor uoed by KOZA (V - 2.} 1, r.p.ra. - 2r,00), tho fuel
consumption is tliuo
2.3 2500 i- 60
2 21 x 10*
0.2 I/hour.
and the heat generated ID therefore
8.2 x 0.7 x 11 x I05 i 6} 250 kcnl/hour
To calculate the fuol consumption of nn engine fitted with a calalyut-
-dlsponsing unit, one may assign a "now effective calorific value" to
the fuel. To obtain this it lo nccencnry to estimate the losses normally
ooourrlng owing to Incomplete combustion, condensation loanon and losses
due to the formation of undesired combustion products.
Ihe theoretical fuel consumption per: hour of a 4~atroke Internal combustion
inglno is given approximately by the expression
)lsplaceiocnt volume ,-„
E -z x r.p.m. x 6O x
1
21 x 10-"
11 tree/hour
ihero the(21 x 1o')~ is a factor allowing for the fuel/air ratio, filling
ifflolency and the ratio of volumes of the fuel-mixture in liquid and
;aoeous form. The quantity of heat generated per hour is then the fuel
Co
00
-------
Koza Production B.V.
Page 31.
Koza Production B.V«
32.
Results from the Kozn tost rift (per hour).
If 1 gram of 0,11^0 , la completely burnt thla yields about 11 OOO oalorl.ee
of o
of boat and the only combustion products are
.,
and
.
If a substance of composition CxUy-0.. were burnt, the cooibuation
products would be (CO^) . * (U»0) +• 2CO. From eaoh CgH^Oii two molecules
of CO are thus formed each of which remove 34 oalorles (per gram of
CxllrO. ) from the beat of combustion. Also, instead of 6 molecules of
CO , only 4 are formed giving a condensation loss for each CO™ of
94 cal per gram of C^U,0 .
The calorific value of the fuel la therefore reduced by (2 x 34) * (2 * 94)
= 2'j6 calories. The compound C^UxO.,. gave about 11 OOO cal per gram.
The substance ^,-11,0 there gives only
11 000 - 256 - 10 744 oal/g.
Each gram of the aqoumod inferior compound (•xllgO., therefore reduces the
calorific value by 256/11 000 - 2.3jt while producing a new and undaslred
compound (CO).
Ve conclude that outside the normal thermal losses of about 70^ of an
•.-.-., .-.••» . ^ml. : • ••"••-• '
Internal combustion engine under ideal conditions and outside the 5S»
used for the generation of aleotrlo power required for the engine,
a further loss of about 2.3jf ooours due to Incomplet3ly burnt fusl.
The P.S.G.U. and oatalyat helps tosupprese Incomplete combustion and
accelerates the whole combustion process, giving a lower thermal loss.
Cooling water temperature
Exhaust temperature
Oil temperature
Exhaust losuos, CO and CM
Electric power for engine
Total nhnft power
Thermal energy connumod
2nnvcittlonnl
mi f^ino
95 °C
610 "I!
1O'j °C
21 '.,»'. knil
ll-O W
P. kW
(,\ C.OO kcal
Knglno with
i:nt.ilyst
yo °c
5110 °c
l»'j '0
:,4 kci.i
4.'6 W
15 kW
53 D" koul
The thermal rnorpy oonoumod can bo broken down as follows i
4 400 kcal 4 400 kcal
37 494 koal 31 07'J kcal
3 500 koal 3 40*1 kcal
2 156 kcal 54 kcal
12 960 kcal 12 960 koal
952 kcal 061 kcal
13B kcRl 3&<> knal
Frlotlonal looses
Cooling water
Radiation losses
Ejhauot loos
(iliaft power available
Oil cooling
Internal eleotrio losses
Total
61 600 koal
53 13«
We see that in spite of the extra electrical power used to generate
steam for the Injection of catalyst, less heat is dissipated by
the oil, the cooling water and especially by the exhaust.
Because of constructional differences and dlfferenoes in the proportle
of materials used by the various engine manufacturers, the following
formulae and calculations] must be regarded only as rough guides,
The results are certainly subject to variations of + 20j£.
U>
-------
Koza Production D.V.
JJ.
In ideal clroumotancea, the compound C,II, forms with 7.5(0.) a fully
corobimtitle compound, burning to water H?0 and oarbon dioxide C00 .
The proceseoa occurring during the combuetion of C,!l, with oxygon In
the presence of a catalyot are var/ complex and oa.t taka on many forma.
An example of an Intermediate product la
II
•)
•ll-O-Oe-0-
0
-O.
0
II
set
y~~*
Hft i*
—ii- i .#« -i
<•
1!
£7
A
•
I- r.._«,.||
l'l
Thla may be written aa C^l,
(C02)fi + (Il20)
g | It burna to leos no that •
"How effective calorific value" - 11 000/0.06
. 12 000 kcal
The catalytic unit has therefore given an Improvement of
(12 600 - 11 000)/12 60O . approx. \f(%.
In order to achivo this improvement In the calorific value the right
amount of catalyst must be carried by the steam Into the fuel/air
mixture aspirated by the engine.
The amount of ateam required is about 420 g per hour (average value
for the P.S.C.U.-O1-2-I2, see Section 12, p. )7, Provisional Technical
Specification). To produce this quantity of steam 266 U are required
and aa shown earlier (p. 24) this requires the expenditure of about
0.126 litres of fuel per hour.
-------
Koza Production B.V.
35.
Koza Production B.V.
r.;8e 5
11. Summary and oonclueiona
- From earlier Investigations and from ths results of teat carried out
by Koza It can be concluded that the Injootlon of catalyst Into the
combustion process huo a positive effect on the efficiency of oombuatlon,
- Tho reaulta attainable are dependent on the amount of oatalyat Injected
and thla In turn dependa on the amount of a team generated.
- The prooonoe of the catalyst gives the engine a conalderably flatter
torque curve BO that a high performance can be attained over a
larger range of apacda.
- The reaults attainable can be calculated and the composition of tha
exhauat gutieo oan be predicted on the bnaia of the foregoing Ideaa.
Final concluolona
The application of a catalyat injected by means of ateam/water-vapour
near 100 "0, when properly dosed, glvea the following reaults i
1. The net efficiency of an Internal oombuatlon engine oan be Inoreased
by at leaet )'jt.
2. The fuel oonoiunptlon oan be reduced by 1}^ while maintaining the
oamo performance.
3. Toxic gasea In tha exhauat oan be reduced by a factor )0 and coking
la auppreaaed.
4. The normal temperature of the exhauat port la reduced by about 5j£,
giving leoe thermal load and extending tha life of the engine.
5. Tha temperature and the contamination of the lubricating oil la
reduced very considerably ao that the life of tha lubricating oil
Increases by
6* The exhauat gnaea aro much lono corronlva because e.g. nltrlo and
sulphuric component!! nro absent. The llfo of the exhauat ayiitom
IB therefore dotorml'iod only by the extomal oorronion I thin
Implies that 1 IB llfo In increased liy at leant *)0tf>.
7. Owing to the breakdown of in i burnt hydrocarbons already present In t
combuotlon chamber, the lattnr In cloanned and because also there 1
no new formation of unburnt hydrocarbonn, the life of Injection
flyo^oma and oparkinfj ulu^n aro (;roatly extended.
Uee of the P.B.C.U.-O1 mnkea ponrilblc -
- Fuel eavlng of 0 - 15;<
- Dae of normal (lower oclano) potrol Inn tend of super (premium graci
- Clonnelng of tho motor by automatic dc-coklng.
- Inoreaae of life of
(a) Lubricating oil
(b) Engine
(o) Ignition system, Injection ay (item
(d) Bxhaunt oyatem
- Drastic reduction of toxic emlealona
-------
Koia Production B.V.
Page 37.
12. Proviaional Technical Specification
Typo
Dumber of heater elements
Supply voltage
Maximum current
MAX. power dissipation
hin. evaporation capacity
Mln. evaporation capacity
Hln. temp, of vapour
(at 740 mbar)
Max. temp, of vapour
(at 1040 mbar)
Hln. vapour prcoaure
MAX. vapour preoaure
Vapour pressure range
Max. pumping height
for water pump
Capacity of wator pump
Max. liono length for pump
Max. length of a team duot
Welcht of oatalyat charge
Coiiouinptlon of catalyst per BS 0.4 o>
aeplratad air (upprox.)
Life of catalyst (running hours)
Bui table for en^lno
•oapacitieu of i
PSCU-01/2/12
2
12V B.C.
20 A
2.40 w
0.575 I/hour
at 740 mbar
0.250 1 /hour
at 1040 ubar
92 '0
104 *o
700 mbar .
1040 mbar
340 mbar
300 mm
1 l/h°ur
2 metres
600 mm
42 g
0.4 og/m*
o) 500 hours
1,6-5 litres
PSCU-01/2/24
2
24V DJC.
12 A
200 V
0.695 I/hour 1
at 740 ubar
PSCU-01/4/24
2
24V D.O.
24 A
576 V
.305 lAour
0.305 lAour 0.610 lAour
at 1040 mbar
92 *C
104 *
-------
Koza Production D.V.
Page
Air pollution due to motorloed traffic
Over tho whole world conoidurcd, nature produces o6re than ten times
AII much carbon monoxide ae molorloed trafflo. Tho traffic pollutes
tho air, howcvor, mainly In tho lounu whora It produces a high
concentration of carbon monoxj.de due to the high donuity of trafflo.
In addition to carbon monoxide, the Incomplete burning of hydrocarbons
In tho internal coubnotlon cngliios uued for road vehlolos produces
carbon (ooot), carbon dioxide, water, and all oorto of partially
oxidized hydrocartonu ouch ao aldohydeo, peroxides and carbon-based
acido. Thoro lo alao a certain percentage of the original unburnt
hydrocarbono CO In the oxhauot einlsulons.
Bocauoo engine fuels also contain, In general, a small percentage of
sulphur, small quantltlea of 30», H^KO alul "280. Bre alo° formed.
• i
Vlicn the burning temperature is high enough, the time of burning long
enough and when there lo sufficient oxygon, oxidoo of nitrogen will
aloo be formed by the reaction between atmonpherlo oxygen and nitrogen.
Kxumplee of the nitrogen oxides formed are 110, NO, , and H^O . The
general notation for tlteue oxides le NO .
Hcnuurea to prevent air pollution by road vehicles
CO and 0 II can be converted Into COp on.I 11,0 In an after-burning
prooooB, provided that oxygon'lo prouont and means to make the reaotlon
proceed foot enough.
In one oystcm air la forced by a pump Into the exhaust gasea at the
moment that thuuo leave tho oxhauot port of the cylinder, ntill oflomo.
The completion of the combuutlon thon takos pleoe In the exliaust pipe
and tho dleiilpatlun of the extra heat there reprenonts a considerable
pruliliin. Mofoovur tiiillo uomo unurgy lo rui|ulrud lo drlvo tho pump.
Another pooalbillty IP catalytic after-burning In which the completion
Koza Production B.V.
1'ogo 40.
of the oorobuntion takes plum at a lower tempornlure with the uld of
a oatalynl. Apart from the technical compllcnllonu, oatnlytla after-
burning brlnfti other pr.->i)lcmn.
t. Catalyoln now available are all polooned hy lliu lend oompuiuids
In the oxhaunt gaooo, wlt.in a short time.
2i The macro-problem of producing eiifflolont oatnlyot for millions
of vohlolea.
The poisoning of the oatalyal can bs avoided by tint uoo of lead-free
petrol. Since It Is not pj33lble to pro-luoo a lead-frno petrol having
the high-octane valuea now commonly In uuo, It would only be possible
to avoid prc-lgnl lion (detonation, pinking, knocking) by loviering lite
oomprcsnion ratio of engines. Thio however londu lo a higher fuol
oonoumptlon.
With those after-burner syslomo the NO concentralion la not affected.
A lowering of tho 110 concentration oan be aohlevnd by admitting
a portion of tho exhaust gaoee to the fro3h fuel-air mixture. Thlu
reduces the combuatlon temperature at tho expense, howcvor of the
thermal efficiency.
An alternative prime' mover In the form of tho Wank el engine, Gtlrling
engine or goo turbine might satisfy the roqulromento of low fuol
consumption and low omienlono but the high dovolopmnt and production
oasts of ouch engines quite preoludeo Iholr ganoral application.
Moreover, praotlcnlly all existing roil vehicles ura propelled by
oonventlonal dioeel and petrol engines.
An alternative solution lu tho application of tho P.B.C.U.-01 with
catalyst Injection.
In llila oyuton a oalalyut, which aollvatea the ruiiotlon of hydrooarhoii
compoundo, la Injected Into the fuel-air mixture right at the beginning
of tho ooubuution proooos.
*>
OJ
-------
Koza Production D.V.
The P.S.C.O. genoratoo hot water vapour uhioli oarrlea oatalyat into
the engine at a controlled rntn. An a result i
1. The oonbuotlon la oonalderably faator, although tlio burning
temperature remains tlio oamn reaultlng In a muoh lower produotlon ',
of H0x . |
2. EUtra oxygen and hydrogen nunoolated wltli the oal.ilyot lo mudn |
f
available during the combuotlon proconu making pouallile the
oompleto oombuotlon of CO and 0 U to CO. and IlpO In the oomlmatlnn j
chamber. • J
J. Owing to the oharaoterlatlo propartlea of the catnlydt the formation (
i of sulphurlo acid and aulphurlo compounda and of nltrlo compounda '
j la eupproaoed. . |
4. The thermal efficiency of the engine la Improved oonolderably
booauae the fuel la now burnt completely and converted to C0» and
11.0 without the formation of toxlo aubotanoeu.
i.
With the P3CU-CATJU.YST SYSTtM
— Engine consumed loop fuel for the oane performance
- Toxlo emlaolona greatly reduced to veluee well below USA etandarde*
Economic qapoota of the PSCU-Catalyqt Byatoni f
1. The Inveatment In the PGCU-Catalyat Byotorn la earned back.In *
a very ahort time from the reduced fuel oonaunptlon. 4
2. The auppreoolon of toxlo and ogreaolvo conbuatlon produotu keepa
the onglno and oxhauot ayatou oloan, with lower nmlntonanoo ooata.
5« Very low toxlo omloalona, BO ouoh leas pollution of the environment.
-------
Secure with Loctite 290
Secure with
Loctite 290
4/"*
/5 ! Steam injection tube
Horizontal
TOP VIEW
fid.2
KOZA- PRODUCTION. BY SiTTARO
RS.C.U.-01
INSTALLATION INSTRUCTIONS
STEAM INJECTION TUBE
GETEK
D.D.
EXHIBIT 3
CONTP
ING.VBRAKEL
U-09-1982.
-------
(5) or (6)-
Air filter
_ Catalyst chamber
Horizontal.
46
i\uuu\\\\\\\\\\mm\vi
\\\\\\\\\\\\\ \\Y\\\\\\\V
Secure with
Loctite 290
(or equivalent)
Steam injection tube
A\\\\U\\\U\\\\\i\\U\U\>\!
fc\\U\\ \\UU\\Um\\UW
fig.3
KOZ A- PRODUCTION. B.V. SITTARD
RS.C.U.-01
INSTALLATION INSTRUCTIONS
STEAM INJECTION TUBE
GETEK
D.D.
ING.VBRAKEL
14-09-1982.
-------
47
Water supply hose
Water reservoir f
PS.C.U.-01/../..
Steam
injection tube
Catalyst chamber (4)
(1)
Fuses
Tr<
si I III
Water pilot light
Ignition Switch
Alternator
Starter motor
Battery
KOZA-PRODUCTION. BY SIT TAR D.
RS.C.U.-01
GETEK.
GENERAL INSTALLATION DRAWING
D.D.
ING.VBRAKEI
14-09-1982.
-------
AWC 1}
AWG It
300 mm
KOZA-PRODUCTION.B.V SITTARD
-RS.C.U-01
WIRING DIAGRAM
GETEK
0.0.
CONTR
INGV.0RAKEL
30-08- 1982
Co
-------
ATTACHMENT D
INSTALLATION INSTRUCTIONS - P.S.C.U. O1/12/2
This package contains:
(1) P.S.C.U. O1/12/2
(2) 12 mm. Brass elbow joint with sleeve coupling and hose coupling
(3) 12 mm. Gray steam hose approx. 3 ft. long
(4) Brass catalyst chamber with 12 mm. sleeve coupling and hose coupling
(5) 12 mm. Injection tube with nuts and rings
(6) 12 mm. Brass elbow with sleeve coupling and internal thread
(7) 1/8" Silicone heat resistant water hose approx. 6* long
(8) 1/8" Plastic check valve
(9) Plug with attached -fuse box
<10> Lampholder
(11) Lamp
(12) 5 solderless terminal connectors and tie wraps
(13) Mounting bracket with 2 bolts (8 mm), washers and lock washers
(14) 2 hose clamps
(15) 2 5/16" bolts, with washers, lockwashers and nuts
Sheet metal screws 8 x 3/4"
49
Other materials needed:
- Various terminal connectors
Electrical wire (12 AW6 and 18 AWG)
— Insulation (-Flex tube insulation)
- Loctite 29O (or equivalent)
- Additional bracket material
- Water reservoir (minimum 1 gal.)
Tools Required -for Installation:
- Basic tool set and electric drill
5/8" drill bit
- Crimping tool
EXHIBIT 4
-------
50
READ THIS CAREFULLY BEFORE INSTALLATION
Find a suitable place, as close as possible to the air intake, where
the P.S.C.U. Ol can be placed horizontally. Note that the steam
outlet is at the top and the electrical connector is at the bottom
o-f the unit.
steam outlet
water intake
over-flow
outlet
P.S.C.U. 01
connector
2.
Insert the steam injection tube (#5) in the air filter/air intake as
shown in Figs. 1, 2 or 3 below:
Fig. 1 - example of -fitting to turbo charged engines.
Fig- 2 - example of fitting to engines with fuel injection.
Fig. 3 - example of fitting to engines with carburetor.
Drill a 5/8" <16 mm) hole in the air filter/air intake as appropriate
for your engine type. Saw off the end of the steam injection tube
at an angle, as shown below:
3/4"
-------
51
Mount the steam injection tube in the air -filter/air intake and secure
with Loctite 29O. It is pre-ferafale that the brass bend be used. I-f
space is limited the brass bend should be cut o-f-f and the brass elbow
used instead. The brass elbow should also be used when the bend is
needed inside the air intake.
3. Connect catalyst chamber (#4) to steam injection tube with slaeve
coupling.
4. Be-fore mounting the P.S.C.U. 01, note the level difference between
the catalyst chamber and the top o-f the unit, as shown in the
"General Installation" drawing. Mount the P.S.C.U. 01, preferably
using the bracket provided. An additional bracket may have to
be used. Use the 3 mm bolts and washers to fasten the unit to
the bracket. To -fasten the bracket to the body, use the 5/16" bolts.
5. Connect the catalyst chamber to the steam outlet using steam hose
(#3) and brass elbow (#2). Use hose clamps to secure hose.
Insulate steam hose, catalyst chamber and visible portion of steam
injection tube with -flex tube insulation.
6. Place water reservoir in such a way that the maximum water level is
not higher than 5" below the top of the P.S.C.U. Ol and the minimum
level may not be lower than 24" from the top of the P.S.C.U. Ol.
(See General Installation drawing.) Place water supply hose (#7)
approx. 1/2" above the bottom of the reservoir.
7. Place check valve (#8) close to the water intake of the unit, in
the water supply hose (417). The arrow on the check valve should
point towards the P.S.C.U. 01. Cut off any excess and secure the
water supply hose with tie—wraps.
S. Use the excess of the hose (417) to connect to the overflow outlet of
the P.S.C.U. 01 and position it in such a way that no part of the hose
is less than 1" below the center line of the catalyst chamber.
9. Mount the water pilot light into the dashboard.
10. Before connecting the fuse box it is advisable to disconnect one of
the cable terminals of the battery.
Mount the fuse box (#9) in a suitable place and connect as follows:
point 1 - with 12 AWG wire to point 3O of the starter motor or
directly to the positive (-*•) terminal of the battery
point 2 - with 12 AWG wire to the ground connection of the engine or
directly to the negative (-) terminal of the battery
point 3 - with 18 AWG wire to point IS of the ignition switch, or to
point 15 of the ignition coil (Series resistor cannot be
connected. If in doubt, ask your dealer.)
point 4 - with 18 AWG wire to point 61 of the alternator to ensure
that the unit will only operate when the engine is running.
point 5 - with 18 AWG wire to a connection point of the water pilot
light. The other connection point of the light must be
connected to a grounding point.
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52
11. Put the lamp in the lampholder. Put the -fuses in the fuse box as
-Fol lows:
point 1 and 2 - 4O amp. -Fuses
point 3, 4 and 5-8 amp. -fuses.
Connect the cable terminal back to the battery. Prime the pump
be-fore use by -forcing some Mater into the Mater intake and by
•filling the Water supply hose. Fill the Mater reservoir,
preferably with distilled Mater or so-ft, clean Mater.
The P.S.C.U. 01 is now ready -for use. Read the operating instructions be-fore
use.
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ATTACHMENT E
P.S.C.U. 01 OPERATING INSTRUCTIONS
The P.S.C.U. 01 consists o-f the -following parts:
— Vaporizer
- Water supply pump
— Electrical control unit
- Catalyst chamber
- Steam injection tube
HOW THE P.S.C.U. 01 OPERATES:
The unit Mill -function when the ignition o-f the car is switched on and the
engine is running. It will pump water -from the reservoir to the vaporizer
when needed. In the vaporizer steam is produced by means o-f electric
heating elements. The vaporizer is connected to the air intake o-f the
engine with a steam hose, the catalyst chamber and the steam injection
tube.
When the engine is running there will be a partial vacuum in the air
intake which will cause a partial vacuum in the evaporator via the steam
injection tube, the catalyst chamber and the steam hose. The -faster the
engine runs, the larger the vacuum will be. The vacuum will cause more
water to vaporize to steam. The steam will pick up a certain amount o-f
catalyst while -flowing through the catalyst chamber. Steam containing some
catalyst will then enter into the engine. The catalyst will now regulate
the combustion process in such a way that the engine will run more
e-f-ficiently and less harnrful exhaust gasses will be produced.
During the -first period o-f operation o-f the P.S.C.U. 01 the catalyst
per-forms a cleaning -function in the engine. The beneficial e-f-f ects o-f the
unit will not be -fully evident during this period. The duration o-f this
cleaning process varies depending on the carbon build—up in the engine,
averaging approximately 2,OOO miles.
The electronic control unit will:
- check the water level in the vaporizer, and turn on the water supply
pump when the level is too low. In the event no water is available the
control unit will switch o-f-f the heating elements and turn on the
red light.
- check the temperature in the vaporizer and switch o-f-f the heating
elements when the temperature is too high.
- check the voltage o-f the car battery. The P.S.C.U. draws a relatively
high current and there might be occasions when the available power is
too low (e.g. when the battery is bad). The P.S.C.U. 01 will switch
itsel-f o-f-f when the battery voltage is below approximately 11.7 volts,
so that enough charge will always be le-ft to start the engine. After
the battery is recharged to approximately 12.3 volts the unit will be
switched on again.
EXHIBIT 5
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KOZA-PRODUCTION.BV SITTARD.
PS.C.U.--01
ELECTRICAL CIRCUIT
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55
WHAT YOU MUST DO TO GET THE FULL BENEFIT FROM THE P.S.C.U. 01
check the water level in the. water reservoir regularly and re-fill when
needed. The level must always be high enough so that the unit can
operate until your next check—up. It is recommended that the reservoir
be -filled at each re-fueling.
the catalyst chamber must be replaced every 3O,OOO miles.
i-f you notice that no water is being used, check the fuses in the
•fusebox and replace i-f necessary. Check to see i-f the check valve
is blocked. I-f both the -fuses and the valve are in good shape consult
your dealer.
i-f reservoir has been allowed to run dry (red lamp is lit) the water
supply hose must be -filled to ensure that the pump will prime.
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ATTACHMENT F
*T% 56
UNITED STATES ENVIRONMENTAL PROTECTION AGENCY
« ANN ARBOR. MICHIGAN 48105
'•V P«O^
November 26, 1982
OFFICEOF-
AIR. NOISE AND RADIATION
Mr. Johannes P.M. Zwaans, President
Dutch Pacific, Incorporated
218 Main Street, Suite E
Huntington Beach, CA 92648
Dear Mr. Zwaans:
We have performed a preliminary review of your November 9, 1982 applica-
tion for an EPA evaluation of the P.S.C.U.-01 retrofit device. Based
upon our preliminary review, we have noted the following concerns:
1. The installation instructions provides a list of those compo-
nents included in the package. Although the list includes a
brass catalyst chamber (item 4), no mention is made of the
catalyst itself. Is it also included or is it purchased
separately?
2. How did you determine the 30,000 mile interval for replacement
of the catalyst?
3. How will replacement catalysts be available and at what cost?
Enclosed is a set of test plans. As a minimum for your device, we recom-
mend Test Plan C and Testing Sequence 4. We also recommend that you test
two late model vehicles and that they be driven 2500 miles at each point
where mileage accumulation is indicated. Although the operating instruc-
tions (Exhibit 5 of your application) state that 2000 miles are required,
the 2500 miles were chosen because the test data (Graph 1 in Exhibit 2 of
your application) indicates that optimum benefits are achieved after 2500
to 3000 miles. Other details with respect to testing, test vehicle
selection, and test facilities were furnished to you previously. How-
ever, should you have any questions or require further information,
please contact me. So that we may evaluate your device in a timely
manner, I ask that the required information and test data be submitted by
January 15.
Sincerely,
Merrill W. Korth
Device Evaluation Coordinator
Test and Evaluation Branch
Enclosure
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ATTACHMENT G
DUTCH PACIFIC, INC.
213 Main Street, Suite E
Huntington Beach, California 92648
(714) 960-5456
December 13, 1982
Mr. Merrill W. Korth
Device Evaluation Coordinator
Emission Control Technology Division
United States Environmental Protection Agency
Motor Vehicle Emission Laboratory
2565 Plymouth Road
Ann Arbor, Michigan 48105
Dear Mr. Korth:
We have been advised that the manufacturer/producer of the P.S.C.U.
01 device has encountered serious financial problems in Holland and might
be dissolving their corporation. We would therefore like to withdraw our
application, previously submitted on November 9, 1982, until such time as
the company recovers financially or finds another manufacturer/producer
to undertake production.
We appreciate your prompt response to our application and request
that you put it in abeyance until we notify you that the above problems
have been resolved.
Very truly yours.
Johannes P.M. Zwaans
President
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