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Provides a much cleaner engine, converts waste exhaust gases into secondary fuels, significant savings in fuel (lower CO2) much lower emissions, works with Diesel, Petrol, LPG, CNG
About
Reducing CO2 and other noxious emissions from vehicles is a key driver for the World Health Organisation in improving health outcomes and reducing the effects of Climate Change. To meet this growing challenge of air pollution generated by transport the Directors have been developing an enhanced retrofit technology for Internal combustion engines. This unique technology is a Catalytic Fuel Reformer & Emissions Reducer system (CFR-ER) specifically designed to radically clean up and improve the efficiency of internal combustion engines (ICEs)
A CFR-ER system is fitted to the exhaust manifold of an engine, utilising catalysts and other methods it creates beneficial changes in the combustion process, generating Hydrogen and Methanol (‘secondary fuels’) from some of the waste exhaust gases. These secondary fuels are then utilised by the engine in the form of increased power output.
A more efficient combustion process delivers significantly lower fuel consumption and significantly lower emissions providing a much cleaner engine with less carbon build up and as a consequence, less wear.
This extra power provides a further area of development which the Directors would like to explore as part of this important CCEP initiative. The idea is to reduce the primary fuel input to a level which brings the increased power output back down to factory settings. Achieving this would provide a ‘second wave’ of reductions in fuel and emission levels helping to seriously de-carbonise engines, delivering further savings in operational running costs. This initiative has previously been tested on Petrol engines with very impressive results and now needs to be demonstrated on Diesel engines in 'Real World' driving conditions using an independent testing company to confirm the benefits.
A trained technician should be able to fit a single CFR-ER system in one to two hours, this will vary depending on engine complexity and configuration, larger engines will probably require more than one system.
Recent tests on Diesel powered canal boat engines demonstrated a reduction in smoke emissions of 49% and a reduction in fuel consumption of 21%, achieved without reducing primary fuel input. Reductions in fuel consumption and noxious emissions will vary depending on engine design, size, fuel used.
Significant savings in fuel consumption equates to significant reductions, across the board, in CO2 and other noxious emissions and a provides a payback on investment. For heavy duty trucks travelling many miles per year this payback could be realised in well under 12 months.
The current CFR-ER system is at a TRL 5/6 level of development and the Directors are confident that successful tests demonstrating the benefits of reducing Diesel primary fuel input as described above could very quickly bring the CFR system to commercial realisation.
Due to the nature and stage of development of the CFR-ER system this will necessitate an NDA being agreed and in place to facilitate discussions. A UK patent has already been granted for an earlier prototype the design of which has since been improved and a further patent application will now be required.
Key Benefits
A more efficient combustion process, especially on older, well maintained, vehicles mitigating the need for more substantial capital investment (replacement engines etc) .
Much lower emissions, across the board.
Much lower fuel consumption (providing direct savings in CO2 which most governments are targeting). Lower fuel consumption provides a payback on investment usually in less than 12 months, subject to annual mileage.
The CFR-ER system is self regulating and operates in harmony with an engine and does not require the use of electronics, sensors, computer based systems, additives (of any kind), or precious metals.
Compared to other forms of exhaust after treatments such as SCR and others the CFR-ER system offers a much more cost effective and enhancing alternative.
Wider market access due to a CFR-ER system’s ability to operate on engines running on Diesel, Petrol, CNG and LPG. The Directors believe the way the system operates may also be suitable for Hydrogen and Ammonia fuelled ICEs where 'Hydrogen/Ammonia slip' is a problem, although this would need to be proven.
Minimal maintenance - The current system has undergone long term tests to establish longevity in use over thousands of hours/miles.
The system works from engine on, there is no warm up period required.
Over 99% of a CFR-ER system is recyclable
The technology has huge potential not only in developed countries but also developing countries where older and less compliant ICEs are in use and as such they could be brought to a higher level of emission compliance for a relatively low cost outlay.
Applications
There are approximately 1.25 billion ICE vehicles in use worldwide of which there are many millions of vehicles operating without any exhaust after treatment. Understanding the global market place will be key to rapid commercialisation of the CFR-ER system and the Directors see a serious opportunity in the on road and off road heavy duty ICE sectors such as the AgriSector, Heavy Duty Vehicles (HDV), Generators, Buses and Coaches, Construction and Defence Vehicles. The potential global market is significant and taking just a small sample, in the Heavy Duty Sectors for example of just three countries, USA, India and UK which use larger ICEs the approximate market sizes for each are -
AgriSector vehicles - 10m in India, 4.2m in USA, 250k in UK
Heavy Duty vehicles -10m in India, 10m in USA, 500k in UK
Bus and Coach vehicles - 2.3m in India, 1m in USA, 50k in UK
Construction vehicles - 2m in India, 2.1m in USA, 250k in UK
Generators - c5m in India, c7m in USA, c500k in UK (over 82m globally)
Total no of engines in these sectors for the three countries - 55.15m engines running mainly on Diesel.
The Directors of ClearAirTech hold the view that assuming we are one of the companies accepted to take on the CCEP Challenge and following successful trials of the technology that Coca-Cola would enter into negotiations for the installation of CFR-ER systems across their fleet.
To the best of our knowledge there is no other technology available that operates in the same way or can provide the same range of benefits a CFR-ER system can.
Our technology can be put to very good use in the developing world for example there are currently over 6 million tractors in use in India, all without any exhaust after treatment. Savings in fuel consumption would greatly assist in supplementing a subsistence farmers much needed income, even more so if direct grants were made available by the Indian Government in subsidising the fitting costs of a CFR-ER system. There is also the huge additional benefit, of improved air quality which is a major concern in India.
There is also the potential for the CFR-ER system principles to be incorporated into the design of new ICEs, once the concept behind the operation of the CFR-ER system is understood.
The Directors initial aim is to establish the CFR-ER technology, in several key global ICE sectors - the Heavy Duty Vehicle sectors - as listed above, these are areas where adoption of EV technology and other alternative power trains is proving very difficult and expensive to achieve, particularly in developing countries. Adoption of EV technologies is meeting considerable resistance from consumers, resulting in governments adjusting Net Zero targets. The CFR-ER technology offers an interim and cost effective option on the pathway to achieving Net Zero over the next 20 to 25 years or so, and would enable organisations and companies to make a much earlier impact in reducing CO2 and noxious emissions as part of their strategic aims whilst minimising capital outlay.
One further area of consideration is in the use of Hydrogen and Ammonia as fuels for ICEs, the Directors understand that there has been difficulties with ‘Hydrogen/Ammonia slip’ in to an engine's exhaust and the Directors believe that the CFR-ER could offer a way to potentially mitigate this challenging problem, this would need to be proven.