There are two types of Ozone. The good is formed by the sun's UV rays and oxygen in the air and is way up in the sky protecting us from wavelengths that would cook us. The hole in the ozone layer refers to gases we used to produce in great deal that would dissolve this layer. The bad is formed closer to us on the ground from pollution. But it only has a 22 day life span. After a lightning storm Ozone is what you smell.
Emission Control Solutions' Radiant Halo 7 uses Ozone to reduce fuel consumption and Particulate Matter.
Here is some information on it:
ECS Technologies for Diesel Combustion Enhancement
Introduction
ECS has developed and demonstrated technology that improves the combustion process in internal combustion (IC) engines. This technology relies on the production of ozone in the air intake system of the engine. Ozone is second only to hydroxyl ions as an oxidizer. The use of ozone for the purpose of improving IC engine combustion is not a new concept. Patents as far back as early in the 20th century for this basic concept have been issued. What ECS has accomplished over existing technology is the successful implementation of the concept with hardware that is efficient, cost-effective and reliable coupled with improved ozone production rates.
The introduction of ozone to the combustion process accomplishes several effects. The first is to increase the amount of oxygen available and the second is to facilitate greater reaction rates to the combustion process. Both of these effects have very important benefits to the performance of IC engines, and especially in diesel engines. The increased oxygen content of the air-fuel mixture results in two very important benefits. In a heterogeneous charge engine (diesel), there are portions of the combustion chamber containing liquid fuel and fuel-rich gaseous areas. By increasing the amount of oxygen available in these areas and increasing the overall reaction rate of that oxygen, more complete combustion takes place. This results in lower particular matter and hydrocarbon emissions in the engine exhaust.
Another benefit of the increased reaction rate is to reduce the thickness of the flame boundary next to cooled solid surfaces in the combustion chamber. This effect will reduce emissions of unburned hydrocarbons.
The ECS technology is the result of 7 years of development and testing. U.S. Patent No. 7,341,049 has been issued and two additional patents are pending. In addition, this technology has been operating in the field for over 5 years. The vehicles operating with the ECS device include diesel and gasoline-fueled pickup trucks as well as C13 and C15 Caterpillar, N14 and ISX400 Cummins diesel powered commercial vehicles. The accumulated mileage from these vehicles has been approximately 578,000 miles without any deleterious effects on the engines. Several owner/operator trucking companies headquartered in Joplin Missouri have been using the ECS device during the development process. They report significant improvements in both fuel economy and engine output power. Without exception, they are enthusiastic about the product. As a customer base, they represent excellent market acceptance of the product.
Principle of Operation
The ECS device uses the technique of corona discharge to create ozone in the intake air stream. It consists of modular “elements” that can be distributed within a tubular enclosure. This design principle allows for the standardization of manufacture while also allowing for a wide variety of end products depending upon the application and the results desired.
Chemistry
The science associated with corona discharge and the creation of ozone is very well established. Of the commonly used methods it is considered to be the most viable. However, for use in an IC engine, the lifetime of the ozone from the time it is created to the combustion event will be critical in its viability. Table 1 shows the half-life of ozone as a function of temperature. As is indicated, ozone will exist as O3 well into the compression stroke.
Temperature (C) Half Lifetime
20 1.5 hours
250 1.4 seconds
350 4 milliseconds
Table 1. Half-life of ozone as a function of temperature.
The degradation sequence for ozone is for O3 to decompose to O2 + O. Finally O + O combines to form O2, thereby returning to it’s original state. For spark ignition engines, ozone in the presence of a hydrocarbon fuel will create a mixture of very unstable, hydroxyl-containing hydrocarbons. These compounds themselves are very effective oxidizers. For diesel engines, the ozone must still exist at least as monatomic oxygen before combining to diatomic oxygen to achieve the benefits of its use. However, the existence of O3 at the end of the intake stroke will increase the amount of oxygen atoms in the vicinity of the fuel for combustion.
Documented Benefits to ECS Technology
Reduction of PM and HC in diesel engines
Testing was performed at Environmental Testing Corporation in Aurora Colorado on an Isuzu 4H diesel engine. Table 2 shows the results of that testing for unburned hydrocarbons and PM. These data represent steady state operation at a constant rpm. The results shown represent the averages of five tests for each rpm and performed back-to-back with and without the device.
RPM PM Reduction (%) HC Reduction (%)
1000 20.9 3.5
1200 20.9 1.5
1400 20.9 0.0
1600 34.3 2.9
1800 19.3 6.2
2000 26.9 14.6
Table 2. PM and HC Reduction Using ECS Device
Further testing was performed at Olson Ecologic Laboratory in Fullerton California. The engine used for this testing was a Cummins model M-11 diesel. Hot transient cycle test results showed a 16.7% reduction in HC and a 12.0% reduction in PM. Additional 8 mode steady state tests achieved a reduction in PM of 25.0% using the ECS device.
Increased Power Output
A 2002 Chevrolet Duramax powered truck that had been operating with the ECS device for 27,000 miles was tested on a chassis dynamometer located in Lawrence Kansas. The dynamometer used was a Dynojet friction loaded model. Power sweeps were performed in a series of tests without the ECS unit energized and with it energized. The results of these power sweeps are shown in Table 3. The values shown are maximum torque levels measured.
Test # Max Torque (ft-lbs) Boost (psi) Device Status Improvement (%)
1 700 17 Off
2 730 17.4 On 4.3
3 670 18.4 Off
4 694 17.8 On 3.6
5 634 18 Off
6 652 18 On 2.8
Table 3. Duramax Chassis Dynamometer Testing
For these tests, manifold boost pressure at maximum torque was also recorded to verify that any performance improvement recorded could not be attributed to changes in boost pressure rather than by using the ECS device. As can be readily seen in Table 3, the maximum torque was a strong function of the cumulative heating effects on the engine and intercooler. To be conservative, the tests were performed without power to the ECS device first. Therefore, the performance improvements shown must be attributed to the ECS device.
Ease of Integration
Due to the modular design of the ECS device and its focus on ease of implementation, the integration of these modules into any existing engine bay is easily attained. Figure 1 shows a picture of the device installed on the Chevrolet Duramax truck. As can be seen, the device fits seamlessly into the existing air intake piping with minimal modifications.
Figure 1. ECS Unit Installed in Chevrolet Duramax Truck
Technology Issues
Water vapor in the air quenches O3 production via natural OH- radicals and the production of nitrogen oxides in the corona. Figure 2 shows the effect of humidity on ozone production. The curve marked “A” is the water content of the feed gas. The relative yields are for feed gases of pure oxygen and air.
Figure 2. The Effect of Feed Gas Dew Point on Ozone Production
These data corroborate driver inputs from our field tests. That is, the over-the-road trucks using the device report that the power gains witnessed with the device under normal weather conditions diminish significantly during rainy conditions. If a solution to this effect is felt to be mandatory, it is possible to incorporate an additional evaporator to the existing air conditioning system to dry the air prior to entering the corona discharge. Other drying techniques are possible given the large amount of waste engine heat available.
Safety
The voltage required by the corona discharge elements contained within the device is about 12,000 volts. Like a spark ignition system, the amperage at this voltage is very low. The only current flowing is that required to create and maintain the corona. The unit is designed to contain all high voltage connections of the corona discharge elements safely within the outer case of the unit. The electrically conductive outer case competes the electrical circuit from the power supply.
About ECS
Emissions Control Solutions, LLC is a Kansas-based technology development company. The company’s R&D is targeted at reducing regulated emissions from internal combustion engines. Founded with nine principals in 2007, our business model is to patent developed technology for eventual commercialization by business partners chosen for significant market penet