CA1071950A - Method and apparatus for operating combustion engines - Google Patents
Method and apparatus for operating combustion enginesInfo
- Publication number
- CA1071950A CA1071950A CA301,044A CA301044A CA1071950A CA 1071950 A CA1071950 A CA 1071950A CA 301044 A CA301044 A CA 301044A CA 1071950 A CA1071950 A CA 1071950A
- Authority
- CA
- Canada
- Prior art keywords
- hydrogen
- compartment
- electrolyte
- separator
- fuel
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
- F02M25/10—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding acetylene, non-waterborne hydrogen, non-airborne oxygen, or ozone
- F02M25/12—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding acetylene, non-waterborne hydrogen, non-airborne oxygen, or ozone the apparatus having means for generating such gases
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B43/00—Engines characterised by operating on gaseous fuels; Plants including such engines
- F02B43/10—Engines or plants characterised by use of other specific gases, e.g. acetylene, oxyhydrogen
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B43/00—Engines characterised by operating on gaseous fuels; Plants including such engines
- F02B43/10—Engines or plants characterised by use of other specific gases, e.g. acetylene, oxyhydrogen
- F02B2043/106—Hydrogen obtained by electrolysis
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/30—Use of alternative fuels, e.g. biofuels
Abstract
A process and mechanism for producing hydrogen by electrolysis aboard a vehicle, means for controlling the hydrogen thereby produced, and operating an internal combustion engine with trace amounts of the hydrogen, air and a vehicle-carried hydrocarbon fuel whereby the traces of hydrogen maximize full savings in fuel and reduce pollutants and wherein a triangularly-shaped, separator within a hydrogen oxygen producer reduces costs and increases efficiency. The invention herein exhausts the oxygen to atmosphere with beneficient consequences and utilizes a small amount of hydrogen to enhance the qualities of a hydrocarbon fuel.
Description
BACKGROUND OF-TH~ INVENTlON
Many workers in the prior art have attempted to gene-rate l.ydr~gc-- and/or oxygen for use with an internal combustion engine. United States Patents 1,379,007 (Blumenburg); 1,520,772 (Ricardo); 3,648,668 (Pacheco); and 3,653,364 (Bogan) are all exemplary of efforts made in this direction. The United States Patent to Boisen l,380,183 of May 31, 1921, is a teaching of an early effort to generate oxygen and hydrogen and use both gases to fuel an engine. Boisen also uses separate tanks in which to create a back pressure to force the electrolyte away from both the cathode and the anode to proceed for a stop and start of the decomposing process automatically. Boisen is a three-compartment unit utilizing the hydrogen and oxygen. Many workers in the art, however, believe the presence of storage tanks such as ll and 12 for the hydrogen and oxygen of Boisen and the subsequent mixing of these fuels, presents a highly dangerous environment. The United States patent to Jack H. Rupe .~
No. 3,906,913 (1975) also teaches the mlxing of hydrogen, air and a liciuid hydrocarbon fuel. m e patent is particu]arly useful in its descriptior: of the prior art and its disclosure of the degree of work some worlcers in the prior art did to secure proper levels o~ hydrogell. Another pater.t of interest is the United States patent to Marc S. Newkirk, et al, 3,710,770, of June 16, 1973. Newkirk discloses a means of providing hydrogen from a cryogenic supply.
A principal objectiVe of this invention is to provide a rugged producer of hydrogen gas for an interna] combustion machine having a pair of compartments with anodes and cathode therein. The invention includes a means for causing a back pressure against t:he ]evel of electrolyte in ~aid cathode compartment to lower the lev~ trolyte therein and there~y reduce the surface area available for the prodllction of hydrosen. In tl!is manner, the necessity for separate storage tanks or vessels is eliminat(?d.
According to the invention, there is provided an internal combustion engine having a carburetor, a gas generator cell adapted to receive an electrolytic solution and manifold means between said car~ur~tor and said gas generator, a separator dividing said cell into first and second compartments and having an opening therethlouyl, providing communi-cation between said compartments, at least one cathode plate supported in said first compartment and shaped so that the in~ 1 amount of active surface area exposed to the electrolyte by each successive incremental rise in the electrolyte in said first compartment is larger than the incremental amount of active surface area exposed to the electrolyte by the previous ~ nc '~ ~r~dl rise in the electrolyte in said first compartment, at least one anode plate disposed in said second compartment, first means for applyirlg an electric current to the circuit cr _ ~ed of said anode plate, said cathode plate, and the electrolytic solution, to thereby produce hydrogen in said first compartment, and second means to carry said hydrogen to said manifold means, whereby when a back pressure is built in said manifold means and first compartment due to a production of hydrogen, the level of electrolyte in said first compartment i9 lowered and the surface area of said cathode plates exposed to said electrolyte is reduced to thereby reduce the production of hydrogen.
c.~ -2-lOql950 Another principal objective of this invention is to provide a ruqged, uncomplex, two-compartment reactor for developing adjustable an~unts of l.~lLvgen. m e reactor eliminates the necessity of storing any dangeLous amounts of hydrogen in the system without a reguirement for complicated valving and measuring systems. Except for the small amount of hydroger.
neC~R6~ry to build a back-pressure for adjustability, the hydrogen is uced as it is produced.
An important object of the present invention is to provide a hydrogen reactor for economically providing on demand the trace amounts of hydrogen necessAry to operate an internal combustion engine with a mixture of sa~d ~ gen, air and a hydrocarbon-type fuel. Preferably the hydrogen gen~rator has a triangular-shaped electrode so that the inu ~m~nt~l amount of active surface area exposed or covered by each successive incremental rise or fall in the electrolyte i~ larger or smaller, respectively, than the incremental amount of active surface area exposed or covered by the previous incremental rise or fall in accordance with the demands from the engine. The divider in the separator is of a composition that substantially limits the flow of electrolyte between chambers but which transmits electrons therebetween.
Another important objective of this invention is to provide an internal combustion engine which, because of superior burning caused by the hydrogen, permits the ignition timing to be advanced from that in conventional ignition systems.
Another pr;ncir~l objective of the invention is to improve the quality of the atmosphere, especially in areas where large numbers of vehicles are used by releasing substantial amounts of oxygen into the atmosphere.
A still further objective of the invention is to provide a fuel generator and mixture system which is readily adapted for use with all engines and of particular usefulness with burners of gas turbine engines and pre-~ _~assion chambers or two-stroke motors.
A process for operating an internal combustion engine with a mixture of l~yl-~y~ air and a hydrocarbon fuel, comprises the step of producing and inL.odueing trace amounts of hydrogen into a carburetor together with said ~7., ~ -3-~- ;
--3q -la7lsso hydrocarbon fuel and air in adjustable amountC ~ren~nt on the hy~ el.
,-~ requirements of the engine.
It is well known in the art to mix l.y~og~n with a mixture o ga~oline vapor and air produced in the ca~ a~ols of internal combustion engines to enhance the efficiency of such engines. It is also known that a better and more complete oxidation of the fuel in the combustion chamber of the internal combustion engine can be obtained, when said engine is operated with a lean air-fuel mixture. This has, however, the drawback that for conventional hydrocarbon type fuels the combustion of weak mixtures, i.e., of mixtures having a proportion of air significantly larger than that corresponding to the stoichic- I
metric fuel/air ratio, may lead to misfire, uncontrolled com-bustion and possibly breakdown of the engine. On the other hand, a very weak mixture of hydrogen and of air is easily ignited. Excellent inflammability is characteristic for a t-y~,oca~bon-fuel/trace amounts of hydrogen/air mixture.
When such a mixture is ignited by means of the spark plug, the hydrogen which distributes itself throughout the mixture burns first and contributes to an optimum combination of the -ining vaporized fuel.
By using the aforementioned principles, it is possible to enlarge the ignition range of the engine and to burn mixtures having a high proportion of air. The ten~perature of the combustion is lower due to the additional air. Heat losses are accordingly reduced. Such a nearly perfect combustion in combination with high compression ratios improves the economy of the engine, reduces the production of harmful exhaust gases and delays the ac lation of soot in the combustion chamber of the engine. Taking advantage of these known principles has been difficult because no ~ v~liate device has been available for producing and for carrying hydrogen for mobile internal combustion engines. Taking along heavy pressure bottles for hydrogen gas is not convenient, because such bottles must be filled up or exchanged quite frequently. In addition, such pressure bottles ,~
~~ ~
present the danger of explosion. Another possibility, the stocking of liquefied hytrogen at low t .eratu.es is trouble-some, expensive and dangerous, especially for mobile use.
In the process for operating an internal combustion enginc, according to the present invention, hydrogen is produced by electrolytic decomposition of water in a hydrogen reactor, electric current is supplied to said hydrogen generator by means of an alternator, and the hydrogen generator reactor auto-matically adjusts its hydrogen production to the requirements of the engine. According to the present invention, the auto-matic adjustment of the hydrogen production rate of said hydro-gen generator to the needs of the internal combustion engine is accomplished by causing hydLogen collected between the carb~retor and the reactor to exert a pressure on the level of the electrolyte in such a manner that the electrolyte level is lifted or lowered in accordance with the hydrogen pressure of the hydrogen reactor, whereby the surface area of the cathode plates in the electrolyte is adjusted. In this manner, the level of the electrolyte is caused to drop in the cathode com-partment when the hydrogen pressure in the hydrogen generator reaches a predetermined magnitude. The electric current of the hydrogen generator is thus automatically lowered and the pro-duction of hydrogen in the hydrogen generator is reduced. The hydrogen reactor and its plates are triangularly shaped to incre~se the sensitivity of the reactor to fuel demands.
The present invention comprises a self-controlling hydrogen reactor operating according to an electrolytic type process, and a DC generator for supplying current to said hydro-gen generator. The current generator for supplying current ,. ~
1~1950 to said hydrogen generator is driven by the engine of the mobile unit.
These and other objects of the invention will become more apparent to those skilled in the art by reference to the following detailed description when viewed in light of the accompanying drawings wherein:
Figure 1 is a schematic view of a drive plant for mounting in a vehicle; and Figure 2 is a sectional view taken along section line II-II of Figure 1, of the hydrogen generator of said apparatus of Figure l;
Referring now to the drawings wherein like elements are referred to by like numerals, the numeral 10 indicates the drive shaft of an automobile engine (not shown) of a type which this invention is uniquely adapted to render more efficient. As is conventional in vehicles of this type, the rotation of a drive shaft 10 energizes a generator 12.
Generator 12 has a positive output line 14 and a negative output line 16. Connected in parallel across the input and output lines 14 and 16, respectively, are lines 18 and 20 which are respectively connected to the negative and positive termi-nals of a battery 22. The generator 12 is of a type that produces Direct Current.
Electrical conduits 14 and 16 are respectively connected to anodes 24 and cathodes 26 of 8 hydrogen-oxygen generator cell or reactor 30. In Figure 1, the cell 30 is shown in lateral cross-section and is shown in horizontal cross-section in Pigure 2. The reactor 30 is comprised of a .
, ., lOql950 ~-casing 32 having a hydrogen conduit 34 communicating with a cathode chamber A. An oxygen release conduit 38 is in com-munication with the anode chamber B. The conduit 38 exhausts ~2 to the atmosphere where it is conducive to a high quality air.
An air filter intake mechanism is generally indi-cated by the numeral 42. The air filtered by unit 42 exhausts through a venturi section 44, to which the hydrogen conduit 34 is communicated. Disposed between the venturi section 44 and the chamber A, along conduit 34, is a valve or adjustable orifice 46 and a filter 47.
The principal liquid fuel for the vehicle, normally a hydrocarbon, is stored in a fuel or gasoline tank 50. Fuel is caused to flow from the tank 50 to the calbu-~tor assembly by way of a fuel pump 52 disposed along a fuel conduit 54. A
fuel~return line 56 communicates the output side of fuel pump 52 back to tank 50 through a pressure reducing valve 53. An output conduit from fuel pump 52 is indicated by the numeral 55 and leads to a float assembly 58 through a valve 57. The float assembly 58 is of a conventional type having a housing in which I a float 60 carries a valve member 62 which closes input line 55 from the fuel pump when an a~,pro~riate level of fuel is in housing 58.
A hollow stem or pick-up tube 68 communicates the lower portion of float member 58 to the venturi section.
Tube 68 has an end disposed within the venturi section 44. A
- throttle butterfly valve 66 is mounted across the lower part of ' - lOqi~SO
~ 8 the venturi section 44 in conventional fashion. As air is dra~n through the air intake 42 by virtue of the vacuum caused during piston intake strokes, the moving sir in the venturi causes a selectet amount of hydrocarbon fuel to be drawn through the tube 68 and a selected amount of hydrogen to be drawn from line 34.
An a~u~riate mixture of air, gasoline and hydrogen flows to inta~e manifold 70.' One of the cylinders 72 of the engine receives a reciprocating piston 74 and is equipped with a spark plug 76 and poppet valves 78 and 80 which function in the standard fashion.
Within the piston firing chamber 82 the gasified hydrogen, liquid fuel, and air are ignited. ~ven though only traces of hydrogen on the order of .4% to 2% are present, complete burning of the fuel takes place. Because of the complete burning, the products of combustion, substantially non-polluting, are exhausted via the pipe 84.
As can be seen from the system of Figure 1, precise amounts of hydrogen are delivered to the system under the control of valve 46. This valve can be adjusted by either manual control from the vehicle operator or automatically by way of I a monitoring device (not shown) which analyses the products of - combustion in exhaust pipe 84.
It is one of the principal objectives of this invention to produce and deliver only that amount of hydrogen necessary to obtain the objectives of full combustion. Because of the 10~1950 ,,q danger of stored hydrogen, the reactor must be sensitive and only produce sufficient amounts of hydrogen to maximize com-bustion at the speed and load under which the engine is laboring. In Figure 2 there is sho~Yn a cross-section of the hydrogen and oxygen reactor which meets these needs.
The hydrogen generator 30 functions according to the conventional electrolytic water decomposition process according to the formula 2~20 _ ~ ~2 ' 2H2, the direct current for the electrolysis being supplied by the generator 12. The car battery 22 is provided to provide current in the starting phase of the vehicle engine and is otherwise not necessary for the hydrogen production process. Oxygen produced in the course of the electrolysis is exhausted through the exhaust opening 38 to the atmosphere. Alternatively, oxygen produced in the course of the electrolysis can be collected and, under prevention of explosion risks, separately fed to the engine. The hydrogen generator 30, is illustrated in Figures 1 and 2. The generator is a'closed design and is comprised of a metal electrolytic cell casing 90 having an isolating layer 92 on the outside thereof.
2Q A separator 94 divides the cell 30 into two compart-ments A and B. The separator is carried by a r~ ~o~k 95.
Parallel cathode plates 26 are connected to the negative current I conductor. The iron cathode plates 26 are located in compart-ment A. Cell 30 is preferably made of noncorrosive steel. A
substantial portion of the current flow between the electrodes and the anodes takes place directly through the separator 94 to thus reduce the distance the current must travel which, in turn, results in energy savings. Separators of asbestos and metal cast in plastic have been used for this purpose. When asbestos is used, the porosity of the asbestos causes a wetness therethrough 7~
1 0 ~ 1 9 5 0 / l~
sufficient to pass current. When the metallic powder is used, a sufficient percentage thereof is used to efficiently pass current through the separstor.
The electrolyte employed can be a 20 - 30% aqueous solution of KO~I. To compensate decomposition, water, e.g.
distilled or salt-free water, can be added through opening 21 of cell 30. A window, which is not shown in the drawing, can be provided on the outside of the cell 30 for allowing inspec-tion of the electrolyte level in the cell 30. During tests, the hydrogen generator 30 reached its maximum efficiency with an electrolyte comprising 28~ KOH. Owing to the large capacity of the cell 30, no drawbacks have been observed, when using tap water instead of distilled water to refill the cell 30. It is even presumed that simultaneously separate gaseous chlorine and fluorine improve the combustion process.
_ - - The anode plates 24 are preferably of iron or of nickel, the main parameters for determining the output of the hydrogen generator 30 being the totality of the electrode sur-faces of the cathode and the anode available for the current flow and thc distance between the electrode plates.
The hydrogen separated at the cathodes 26 passes through an opening 96 into a chamber 98 comprising an inclined bottom 100 and subsequently through an opening 102 into a collecting chamber 104, from where it passes via pipe 34 and valve 46 to the venturi section 44. As stated above, oxygen separated at the anodes 24 is exhausted via conduit 38 to the atmosphere.
- . .,... ~.
0'71 9 5 0 I~ ~
In Figure 2 it can be seen that the reactor casing in longitudinal cross-section is triangular. The cathodes 26 and the anodes 24 are also of triangular shape. The triangular shape of the cathodes has an important relationship with respect to the level of the electrolyte. Because of the rapidly in-creasing surface area available for hydrogen production of the cathodes as the electrolyte level is raised in chamber A and the rapid decrease in surface area as the electrolytic level is lowered in chamber A, the unit is extremely sensitive to engine demands.
In operation, the ,suction st,roke of the engine creates a vacuum or negative pressure in the intake manifold of the carburetor which causes hydrogen to flow via conduit 34 into the calbuIetor. Through suitable adjustment of the valve 46 and/or an ~plo~l;ate choice of the dimensions of the conduit 34 the flow of hydrogen to the engine is regulated to continuously match the needs of the engine. A fine adjustment or regulation of the hydrogen production rate occurs automatically in the hydrogen generator 30. In case of overproduction of hydrogen in the generator 30, a higher hydrogen pressure is created in the gas-filled space 111 of chamber A. This positive pressure lowers the level of the electrolyte in such a manner that the electrolyte escapes through openings 112 of separator 94 and through the openings 114 of the anode plates 24 into the free space 116, exposed to the atmospheric pressure, which surrounds the tops of anodes 24, whereby the wettet conductive surface portions of the cathode plates 26 and consequently the hydrogen production rate of the generator 30 are reduced in such a manner i950 ....
that the hydrogen production of the generator 30 and the hydrogen consumption of the cngine balance each other out.
If the conduit 34 is clogged or the valve 46 is closed, the level of the electrolyte sinks beneath the cathode plates 26.
Chambers 98 and 104 form preliminary filters for separating fluid droplets mixed to the gaseous hydrogen pro-duced in cell 30. The separated fluid flows back again in the cell along the inclined bottom 100 of the chamber 98. A
further filter 47 is preferably provided in the conduit 34 for preventing corrosive fluids from passing into the engine 1.
Since the alternator is coupled directly to the engine, less current, and therefore less hydrogen, is produced at relatively lower revolution rates of the engine, so as to furnish a further automatic control of the hydrogen production.
It can be seen that the two-compartment cell 30 with a conductive separator 94 provides a greatly reduced travel for current flow between the anodes and cathodes which results in energy savings in the system.
In a general manner, while there has been disclosed , an effective and efficient embodiment of the invention, it ~ should be well understood that the invention is not limited to such an embodiment, as there might be changes made in the arrange-ment, disposition, and form of the parts without departing from the principle cf the present invention as comprehended within the scope of the accompanying claims.
Many workers in the prior art have attempted to gene-rate l.ydr~gc-- and/or oxygen for use with an internal combustion engine. United States Patents 1,379,007 (Blumenburg); 1,520,772 (Ricardo); 3,648,668 (Pacheco); and 3,653,364 (Bogan) are all exemplary of efforts made in this direction. The United States Patent to Boisen l,380,183 of May 31, 1921, is a teaching of an early effort to generate oxygen and hydrogen and use both gases to fuel an engine. Boisen also uses separate tanks in which to create a back pressure to force the electrolyte away from both the cathode and the anode to proceed for a stop and start of the decomposing process automatically. Boisen is a three-compartment unit utilizing the hydrogen and oxygen. Many workers in the art, however, believe the presence of storage tanks such as ll and 12 for the hydrogen and oxygen of Boisen and the subsequent mixing of these fuels, presents a highly dangerous environment. The United States patent to Jack H. Rupe .~
No. 3,906,913 (1975) also teaches the mlxing of hydrogen, air and a liciuid hydrocarbon fuel. m e patent is particu]arly useful in its descriptior: of the prior art and its disclosure of the degree of work some worlcers in the prior art did to secure proper levels o~ hydrogell. Another pater.t of interest is the United States patent to Marc S. Newkirk, et al, 3,710,770, of June 16, 1973. Newkirk discloses a means of providing hydrogen from a cryogenic supply.
A principal objectiVe of this invention is to provide a rugged producer of hydrogen gas for an interna] combustion machine having a pair of compartments with anodes and cathode therein. The invention includes a means for causing a back pressure against t:he ]evel of electrolyte in ~aid cathode compartment to lower the lev~ trolyte therein and there~y reduce the surface area available for the prodllction of hydrosen. In tl!is manner, the necessity for separate storage tanks or vessels is eliminat(?d.
According to the invention, there is provided an internal combustion engine having a carburetor, a gas generator cell adapted to receive an electrolytic solution and manifold means between said car~ur~tor and said gas generator, a separator dividing said cell into first and second compartments and having an opening therethlouyl, providing communi-cation between said compartments, at least one cathode plate supported in said first compartment and shaped so that the in~ 1 amount of active surface area exposed to the electrolyte by each successive incremental rise in the electrolyte in said first compartment is larger than the incremental amount of active surface area exposed to the electrolyte by the previous ~ nc '~ ~r~dl rise in the electrolyte in said first compartment, at least one anode plate disposed in said second compartment, first means for applyirlg an electric current to the circuit cr _ ~ed of said anode plate, said cathode plate, and the electrolytic solution, to thereby produce hydrogen in said first compartment, and second means to carry said hydrogen to said manifold means, whereby when a back pressure is built in said manifold means and first compartment due to a production of hydrogen, the level of electrolyte in said first compartment i9 lowered and the surface area of said cathode plates exposed to said electrolyte is reduced to thereby reduce the production of hydrogen.
c.~ -2-lOql950 Another principal objective of this invention is to provide a ruqged, uncomplex, two-compartment reactor for developing adjustable an~unts of l.~lLvgen. m e reactor eliminates the necessity of storing any dangeLous amounts of hydrogen in the system without a reguirement for complicated valving and measuring systems. Except for the small amount of hydroger.
neC~R6~ry to build a back-pressure for adjustability, the hydrogen is uced as it is produced.
An important object of the present invention is to provide a hydrogen reactor for economically providing on demand the trace amounts of hydrogen necessAry to operate an internal combustion engine with a mixture of sa~d ~ gen, air and a hydrocarbon-type fuel. Preferably the hydrogen gen~rator has a triangular-shaped electrode so that the inu ~m~nt~l amount of active surface area exposed or covered by each successive incremental rise or fall in the electrolyte i~ larger or smaller, respectively, than the incremental amount of active surface area exposed or covered by the previous incremental rise or fall in accordance with the demands from the engine. The divider in the separator is of a composition that substantially limits the flow of electrolyte between chambers but which transmits electrons therebetween.
Another important objective of this invention is to provide an internal combustion engine which, because of superior burning caused by the hydrogen, permits the ignition timing to be advanced from that in conventional ignition systems.
Another pr;ncir~l objective of the invention is to improve the quality of the atmosphere, especially in areas where large numbers of vehicles are used by releasing substantial amounts of oxygen into the atmosphere.
A still further objective of the invention is to provide a fuel generator and mixture system which is readily adapted for use with all engines and of particular usefulness with burners of gas turbine engines and pre-~ _~assion chambers or two-stroke motors.
A process for operating an internal combustion engine with a mixture of l~yl-~y~ air and a hydrocarbon fuel, comprises the step of producing and inL.odueing trace amounts of hydrogen into a carburetor together with said ~7., ~ -3-~- ;
--3q -la7lsso hydrocarbon fuel and air in adjustable amountC ~ren~nt on the hy~ el.
,-~ requirements of the engine.
It is well known in the art to mix l.y~og~n with a mixture o ga~oline vapor and air produced in the ca~ a~ols of internal combustion engines to enhance the efficiency of such engines. It is also known that a better and more complete oxidation of the fuel in the combustion chamber of the internal combustion engine can be obtained, when said engine is operated with a lean air-fuel mixture. This has, however, the drawback that for conventional hydrocarbon type fuels the combustion of weak mixtures, i.e., of mixtures having a proportion of air significantly larger than that corresponding to the stoichic- I
metric fuel/air ratio, may lead to misfire, uncontrolled com-bustion and possibly breakdown of the engine. On the other hand, a very weak mixture of hydrogen and of air is easily ignited. Excellent inflammability is characteristic for a t-y~,oca~bon-fuel/trace amounts of hydrogen/air mixture.
When such a mixture is ignited by means of the spark plug, the hydrogen which distributes itself throughout the mixture burns first and contributes to an optimum combination of the -ining vaporized fuel.
By using the aforementioned principles, it is possible to enlarge the ignition range of the engine and to burn mixtures having a high proportion of air. The ten~perature of the combustion is lower due to the additional air. Heat losses are accordingly reduced. Such a nearly perfect combustion in combination with high compression ratios improves the economy of the engine, reduces the production of harmful exhaust gases and delays the ac lation of soot in the combustion chamber of the engine. Taking advantage of these known principles has been difficult because no ~ v~liate device has been available for producing and for carrying hydrogen for mobile internal combustion engines. Taking along heavy pressure bottles for hydrogen gas is not convenient, because such bottles must be filled up or exchanged quite frequently. In addition, such pressure bottles ,~
~~ ~
present the danger of explosion. Another possibility, the stocking of liquefied hytrogen at low t .eratu.es is trouble-some, expensive and dangerous, especially for mobile use.
In the process for operating an internal combustion enginc, according to the present invention, hydrogen is produced by electrolytic decomposition of water in a hydrogen reactor, electric current is supplied to said hydrogen generator by means of an alternator, and the hydrogen generator reactor auto-matically adjusts its hydrogen production to the requirements of the engine. According to the present invention, the auto-matic adjustment of the hydrogen production rate of said hydro-gen generator to the needs of the internal combustion engine is accomplished by causing hydLogen collected between the carb~retor and the reactor to exert a pressure on the level of the electrolyte in such a manner that the electrolyte level is lifted or lowered in accordance with the hydrogen pressure of the hydrogen reactor, whereby the surface area of the cathode plates in the electrolyte is adjusted. In this manner, the level of the electrolyte is caused to drop in the cathode com-partment when the hydrogen pressure in the hydrogen generator reaches a predetermined magnitude. The electric current of the hydrogen generator is thus automatically lowered and the pro-duction of hydrogen in the hydrogen generator is reduced. The hydrogen reactor and its plates are triangularly shaped to incre~se the sensitivity of the reactor to fuel demands.
The present invention comprises a self-controlling hydrogen reactor operating according to an electrolytic type process, and a DC generator for supplying current to said hydro-gen generator. The current generator for supplying current ,. ~
1~1950 to said hydrogen generator is driven by the engine of the mobile unit.
These and other objects of the invention will become more apparent to those skilled in the art by reference to the following detailed description when viewed in light of the accompanying drawings wherein:
Figure 1 is a schematic view of a drive plant for mounting in a vehicle; and Figure 2 is a sectional view taken along section line II-II of Figure 1, of the hydrogen generator of said apparatus of Figure l;
Referring now to the drawings wherein like elements are referred to by like numerals, the numeral 10 indicates the drive shaft of an automobile engine (not shown) of a type which this invention is uniquely adapted to render more efficient. As is conventional in vehicles of this type, the rotation of a drive shaft 10 energizes a generator 12.
Generator 12 has a positive output line 14 and a negative output line 16. Connected in parallel across the input and output lines 14 and 16, respectively, are lines 18 and 20 which are respectively connected to the negative and positive termi-nals of a battery 22. The generator 12 is of a type that produces Direct Current.
Electrical conduits 14 and 16 are respectively connected to anodes 24 and cathodes 26 of 8 hydrogen-oxygen generator cell or reactor 30. In Figure 1, the cell 30 is shown in lateral cross-section and is shown in horizontal cross-section in Pigure 2. The reactor 30 is comprised of a .
, ., lOql950 ~-casing 32 having a hydrogen conduit 34 communicating with a cathode chamber A. An oxygen release conduit 38 is in com-munication with the anode chamber B. The conduit 38 exhausts ~2 to the atmosphere where it is conducive to a high quality air.
An air filter intake mechanism is generally indi-cated by the numeral 42. The air filtered by unit 42 exhausts through a venturi section 44, to which the hydrogen conduit 34 is communicated. Disposed between the venturi section 44 and the chamber A, along conduit 34, is a valve or adjustable orifice 46 and a filter 47.
The principal liquid fuel for the vehicle, normally a hydrocarbon, is stored in a fuel or gasoline tank 50. Fuel is caused to flow from the tank 50 to the calbu-~tor assembly by way of a fuel pump 52 disposed along a fuel conduit 54. A
fuel~return line 56 communicates the output side of fuel pump 52 back to tank 50 through a pressure reducing valve 53. An output conduit from fuel pump 52 is indicated by the numeral 55 and leads to a float assembly 58 through a valve 57. The float assembly 58 is of a conventional type having a housing in which I a float 60 carries a valve member 62 which closes input line 55 from the fuel pump when an a~,pro~riate level of fuel is in housing 58.
A hollow stem or pick-up tube 68 communicates the lower portion of float member 58 to the venturi section.
Tube 68 has an end disposed within the venturi section 44. A
- throttle butterfly valve 66 is mounted across the lower part of ' - lOqi~SO
~ 8 the venturi section 44 in conventional fashion. As air is dra~n through the air intake 42 by virtue of the vacuum caused during piston intake strokes, the moving sir in the venturi causes a selectet amount of hydrocarbon fuel to be drawn through the tube 68 and a selected amount of hydrogen to be drawn from line 34.
An a~u~riate mixture of air, gasoline and hydrogen flows to inta~e manifold 70.' One of the cylinders 72 of the engine receives a reciprocating piston 74 and is equipped with a spark plug 76 and poppet valves 78 and 80 which function in the standard fashion.
Within the piston firing chamber 82 the gasified hydrogen, liquid fuel, and air are ignited. ~ven though only traces of hydrogen on the order of .4% to 2% are present, complete burning of the fuel takes place. Because of the complete burning, the products of combustion, substantially non-polluting, are exhausted via the pipe 84.
As can be seen from the system of Figure 1, precise amounts of hydrogen are delivered to the system under the control of valve 46. This valve can be adjusted by either manual control from the vehicle operator or automatically by way of I a monitoring device (not shown) which analyses the products of - combustion in exhaust pipe 84.
It is one of the principal objectives of this invention to produce and deliver only that amount of hydrogen necessary to obtain the objectives of full combustion. Because of the 10~1950 ,,q danger of stored hydrogen, the reactor must be sensitive and only produce sufficient amounts of hydrogen to maximize com-bustion at the speed and load under which the engine is laboring. In Figure 2 there is sho~Yn a cross-section of the hydrogen and oxygen reactor which meets these needs.
The hydrogen generator 30 functions according to the conventional electrolytic water decomposition process according to the formula 2~20 _ ~ ~2 ' 2H2, the direct current for the electrolysis being supplied by the generator 12. The car battery 22 is provided to provide current in the starting phase of the vehicle engine and is otherwise not necessary for the hydrogen production process. Oxygen produced in the course of the electrolysis is exhausted through the exhaust opening 38 to the atmosphere. Alternatively, oxygen produced in the course of the electrolysis can be collected and, under prevention of explosion risks, separately fed to the engine. The hydrogen generator 30, is illustrated in Figures 1 and 2. The generator is a'closed design and is comprised of a metal electrolytic cell casing 90 having an isolating layer 92 on the outside thereof.
2Q A separator 94 divides the cell 30 into two compart-ments A and B. The separator is carried by a r~ ~o~k 95.
Parallel cathode plates 26 are connected to the negative current I conductor. The iron cathode plates 26 are located in compart-ment A. Cell 30 is preferably made of noncorrosive steel. A
substantial portion of the current flow between the electrodes and the anodes takes place directly through the separator 94 to thus reduce the distance the current must travel which, in turn, results in energy savings. Separators of asbestos and metal cast in plastic have been used for this purpose. When asbestos is used, the porosity of the asbestos causes a wetness therethrough 7~
1 0 ~ 1 9 5 0 / l~
sufficient to pass current. When the metallic powder is used, a sufficient percentage thereof is used to efficiently pass current through the separstor.
The electrolyte employed can be a 20 - 30% aqueous solution of KO~I. To compensate decomposition, water, e.g.
distilled or salt-free water, can be added through opening 21 of cell 30. A window, which is not shown in the drawing, can be provided on the outside of the cell 30 for allowing inspec-tion of the electrolyte level in the cell 30. During tests, the hydrogen generator 30 reached its maximum efficiency with an electrolyte comprising 28~ KOH. Owing to the large capacity of the cell 30, no drawbacks have been observed, when using tap water instead of distilled water to refill the cell 30. It is even presumed that simultaneously separate gaseous chlorine and fluorine improve the combustion process.
_ - - The anode plates 24 are preferably of iron or of nickel, the main parameters for determining the output of the hydrogen generator 30 being the totality of the electrode sur-faces of the cathode and the anode available for the current flow and thc distance between the electrode plates.
The hydrogen separated at the cathodes 26 passes through an opening 96 into a chamber 98 comprising an inclined bottom 100 and subsequently through an opening 102 into a collecting chamber 104, from where it passes via pipe 34 and valve 46 to the venturi section 44. As stated above, oxygen separated at the anodes 24 is exhausted via conduit 38 to the atmosphere.
- . .,... ~.
0'71 9 5 0 I~ ~
In Figure 2 it can be seen that the reactor casing in longitudinal cross-section is triangular. The cathodes 26 and the anodes 24 are also of triangular shape. The triangular shape of the cathodes has an important relationship with respect to the level of the electrolyte. Because of the rapidly in-creasing surface area available for hydrogen production of the cathodes as the electrolyte level is raised in chamber A and the rapid decrease in surface area as the electrolytic level is lowered in chamber A, the unit is extremely sensitive to engine demands.
In operation, the ,suction st,roke of the engine creates a vacuum or negative pressure in the intake manifold of the carburetor which causes hydrogen to flow via conduit 34 into the calbuIetor. Through suitable adjustment of the valve 46 and/or an ~plo~l;ate choice of the dimensions of the conduit 34 the flow of hydrogen to the engine is regulated to continuously match the needs of the engine. A fine adjustment or regulation of the hydrogen production rate occurs automatically in the hydrogen generator 30. In case of overproduction of hydrogen in the generator 30, a higher hydrogen pressure is created in the gas-filled space 111 of chamber A. This positive pressure lowers the level of the electrolyte in such a manner that the electrolyte escapes through openings 112 of separator 94 and through the openings 114 of the anode plates 24 into the free space 116, exposed to the atmospheric pressure, which surrounds the tops of anodes 24, whereby the wettet conductive surface portions of the cathode plates 26 and consequently the hydrogen production rate of the generator 30 are reduced in such a manner i950 ....
that the hydrogen production of the generator 30 and the hydrogen consumption of the cngine balance each other out.
If the conduit 34 is clogged or the valve 46 is closed, the level of the electrolyte sinks beneath the cathode plates 26.
Chambers 98 and 104 form preliminary filters for separating fluid droplets mixed to the gaseous hydrogen pro-duced in cell 30. The separated fluid flows back again in the cell along the inclined bottom 100 of the chamber 98. A
further filter 47 is preferably provided in the conduit 34 for preventing corrosive fluids from passing into the engine 1.
Since the alternator is coupled directly to the engine, less current, and therefore less hydrogen, is produced at relatively lower revolution rates of the engine, so as to furnish a further automatic control of the hydrogen production.
It can be seen that the two-compartment cell 30 with a conductive separator 94 provides a greatly reduced travel for current flow between the anodes and cathodes which results in energy savings in the system.
In a general manner, while there has been disclosed , an effective and efficient embodiment of the invention, it ~ should be well understood that the invention is not limited to such an embodiment, as there might be changes made in the arrange-ment, disposition, and form of the parts without departing from the principle cf the present invention as comprehended within the scope of the accompanying claims.
Claims (7)
1. In an internal combustion engine having a carburetor, a gas generator cell adapted to receive an electrolytic solution and manifold means between said carburetor and said gas generator, the improvement comprising:
a separator dividing said cell into first and second compartments and having an opening therethrough providing communication between said compartments, a least one cathode plate supported in said first compartment and shaped so that the incremental amount of active surface area exposed to the electrolyte by each successive incremental rise in the electrolyte in said first compartment is larger than the incremental amount of active surface area exposed to the electrolyte by the previous incremental rise in the electrolyte in said first compartment, at least one anode plate disposed in said second compartment, first means for applying an electric current to the circuit comprised of said anode plate, said cathode plate, and the electrolytic solution, to thereby produce hydrogen in said first compartment, and second means to carry said hydrogen to said manifold means, whereby when a back pressure is built in said manifold means and first compartment due to a production of hydrogen, the level of electrolyte in said first compartment is lowered and the surface area of said cathode plates exposed to said electrolyte is reduced to thereby reduce the production of hydrogen.
a separator dividing said cell into first and second compartments and having an opening therethrough providing communication between said compartments, a least one cathode plate supported in said first compartment and shaped so that the incremental amount of active surface area exposed to the electrolyte by each successive incremental rise in the electrolyte in said first compartment is larger than the incremental amount of active surface area exposed to the electrolyte by the previous incremental rise in the electrolyte in said first compartment, at least one anode plate disposed in said second compartment, first means for applying an electric current to the circuit comprised of said anode plate, said cathode plate, and the electrolytic solution, to thereby produce hydrogen in said first compartment, and second means to carry said hydrogen to said manifold means, whereby when a back pressure is built in said manifold means and first compartment due to a production of hydrogen, the level of electrolyte in said first compartment is lowered and the surface area of said cathode plates exposed to said electrolyte is reduced to thereby reduce the production of hydrogen.
2. The invention of Claim 1 wherein said cathode plate is triangularly shaped having its base disposed in the upper portion of said first compartment and tapering to an apex in the lower portion of said first compartment.
3. The invention of Claim 1 wherein said separator is conductive.
I
I
4. The invention of Claim 3 wherein said separator is made from a metal and plastic composition.
5. The invention of Claim 1 wherein said separator plate is at least partially porous.
6. The invention of Claim 5 wherein said porous area of said separator plate is of an asbestos composition.
7. The invention of Claim 5 wherein the degree of said porosity is sufficient to pass current when wet but to restrict the flow of electrolyte therethrough.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US05/787,651 US4111160A (en) | 1976-04-16 | 1977-04-14 | Method and apparatus for operating combustion engines |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1071950A true CA1071950A (en) | 1980-02-19 |
Family
ID=25142162
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA301,044A Expired CA1071950A (en) | 1977-04-14 | 1978-04-13 | Method and apparatus for operating combustion engines |
Country Status (7)
| Country | Link |
|---|---|
| JP (1) | JPS53134793A (en) |
| CA (1) | CA1071950A (en) |
| CH (1) | CH629569A5 (en) |
| DE (1) | DE2816115C2 (en) |
| FR (1) | FR2387357A1 (en) |
| GB (1) | GB1554140A (en) |
| IT (1) | IT1102659B (en) |
Families Citing this family (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3018717A1 (en) * | 1980-05-16 | 1982-01-28 | Hans Dipl.-Ing. Dr. 5657 Haan Sagel | Hydrogen-fuelled motor vehicle engine - uses controlled electrolysis of water to provide hydrogen and oxygen mixture |
| US4452214A (en) * | 1981-09-14 | 1984-06-05 | Fuel Efficiency Co. | Fuel mixing device |
| JPS58155261A (en) * | 1982-03-09 | 1983-09-14 | Mitsui Eng & Shipbuild Co Ltd | Combustion engine device |
| AT391740B (en) * | 1985-11-20 | 1990-11-26 | Fuerlinger Rupert | Internal combustion engine operated with hydrogen |
| JPH081087U (en) * | 1991-01-17 | 1996-07-02 | 豊国 歌川 | Two types of fuel supply system for engines |
| US5813222A (en) * | 1994-10-07 | 1998-09-29 | Appleby; Anthony John | Method and apparatus for heating a catalytic converter to reduce emissions |
| US5845485A (en) | 1996-07-16 | 1998-12-08 | Lynntech, Inc. | Method and apparatus for injecting hydrogen into a catalytic converter |
| US5964089A (en) * | 1997-06-27 | 1999-10-12 | Lynntech, Inc | Diagnostics and control of an on board hydrogen generation and delivery system |
| US20070246351A1 (en) * | 2006-04-25 | 2007-10-25 | Smola Matthew M | Device for generating hydrogen for use in internal combustion engines |
| DE102008003126A1 (en) | 2007-08-06 | 2009-02-12 | Clean World Energies Gmbh | Internal combustion engine and method for operating an internal combustion engine |
| CN103764990A (en) * | 2011-09-02 | 2014-04-30 | 唐纳德·沃德·欧文斯 | Hydrogen supplemental system for on-demand hydrogen generation for internal combustion engines |
| CN107476901A (en) * | 2017-09-03 | 2017-12-15 | 河北袁鑫汽车科技有限公司 | Automobile mounted hydrogen power energy-saving environmental protecting device |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US1380183A (en) * | 1920-07-06 | 1921-05-31 | Boisen Martin | Gas-generator |
| US3311097A (en) * | 1964-11-24 | 1967-03-28 | Georg S Mittelstaedt | Hydrogen-oxygen device in combustion engines |
| JPS5070737A (en) * | 1973-10-29 | 1975-06-12 | ||
| CH596444A5 (en) * | 1976-01-16 | 1978-03-15 | Talenti Pier F |
-
1978
- 1978-04-12 GB GB14340/78A patent/GB1554140A/en not_active Expired
- 1978-04-13 FR FR7810897A patent/FR2387357A1/en active Granted
- 1978-04-13 CA CA301,044A patent/CA1071950A/en not_active Expired
- 1978-04-13 IT IT48893/78A patent/IT1102659B/en active
- 1978-04-14 CH CH402978A patent/CH629569A5/en not_active IP Right Cessation
- 1978-04-14 JP JP4339878A patent/JPS53134793A/en active Pending
- 1978-04-14 DE DE2816115A patent/DE2816115C2/en not_active Expired
Also Published As
| Publication number | Publication date |
|---|---|
| IT1102659B (en) | 1985-10-07 |
| FR2387357A1 (en) | 1978-11-10 |
| DE2816115C2 (en) | 1982-05-06 |
| CH629569A5 (en) | 1982-04-30 |
| GB1554140A (en) | 1979-10-17 |
| DE2816115A1 (en) | 1978-11-02 |
| FR2387357B1 (en) | 1985-04-19 |
| JPS53134793A (en) | 1978-11-24 |
| IT7848893A0 (en) | 1978-04-13 |
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