We believe that inefficiencies in current engine design occur when thermal energy is shunted away from the work process and into the atmosphere.  

Current methods used to clean the exhaust in new model trucks only make this situation worse.  Quoting an article in the February, 2007 edition of Heavy Duty Trucking:

“That's when the Environmental Protection Agency's tougher emissions regs first affected most domestic engines, and subsequently, their hotter-running characteristics affected a host of things under the hood… Builders had predicted heat increases of 3 or 4 degrees Fahrenheit, "but what we were seeing was 60, 70, 80 and even 100 degrees in some cases”[1] 

We will convert heat that is wasted by current engine designs into chemical energy and reintroduce it into the engine as fuel through on-board hydrogen co-generation. 

Our design focuses on capturing excess heat from the internal combustion process and using it to convert water into hydrogen and oxygen via electrolysis.

The oxygen will be introduced into the intake and displace naturally occurring nitrogen in the atmosphere.  The hydrogen will be used to enrich the diesel fuel through pressurized reformation, as is done in the refining industry. 

When hydrogenated or pre-cracked diesel fuel—which has more potential energy than regular diesel fuel—is combined with the oxygen-enriched intake gases, a more complete and energetic combustion is achieved. 

Reduced particulates and increased water vapor in the exhaust result in cooler engine operation, greatly reduced thermal pollution, lower emissions, and less carbonization in oil and on moving parts. 

Roughly 2,500,000 class 8 trucks currently operate in the US.  The average exhaust temperature at the stack is over 700 degrees Fahrenheit.  Our design will result in 200 degree stack temperatures. 

Some of the potential benefits of thermodynamically efficient engines are as follows:
§  On-board reformation of diesel fuel (through hydrogen pre-cracking) will lead to more complete combustion of fuels presently in use, and possibly to the effective utilization of heavier and lower octane fuels in the future.
§  Cooler running engines will require less maintenance and fewer scheduled overhauls and oil changes. 
§  Reduced operating costs amortized over the life of the vehicle will make it not only affordable, but the first choice among consumers.
§  Engines that generate extra oxygen may not require turbo charging to deliver maximum performance.  No turbo charger means lower initial cost and reduced maintenance.
§  Oxygen enriched intake gases displace nitrogen and lead to reduced emissions of harmful NOx.
§  Waste heat (energy currently discharged to the atmosphere in conventional engines) will be converted into electricity and may be utilized to store work capacity in batteries or in hydraulic devices instead of being given off as thermal pollution.
§  Reduced carbonization of engine parts, thus reducing wear.
§  Reduced pollution of air and engine oil.
§  Production of auxiliary electrical power and potable water

Further benefits that may accrue include:

§  Engine designs that convert waste heat into hydrogen and oxygen could revolutionize the way the world looks at vehicle hybridization. 
§  Fuel cells may never achieve cost effectiveness and thus become irrelevant.