CH629569A5 - Internal combustion engine with carburettor and hydrogen generating cell - Google Patents

Description

629569

2nd

PATENT CLAIMS

1. internal combustion engine with a carburetor for mixing a hydrocarbon fuel with air and with a gas generator column (30) which has a housing (90) for receiving an electrolytic solution and anode and cathode electrodes (24, 26) for the electrolysis of water, and with a pipeline system (34) between the carburetor (44) and the gas generator cell (30), characterized in that in the gas generator cell (30) a partition (94) for dividing the same into a first and a second compartment (A, B) it is arranged that there is an opening (112) in the partition for establishing a connection between the said compartments (A, B,), that at least one cathode plate (26) is held in the first compartment (A) and is shaped in this way, that the amount by which the active surface of the cathode plate increases with an infinitesimal increase in the level of the electrolytic solution in the first compartment (A) is greater than the corresponding one Amount in the event of an immediately preceding infinitesimal increase in the level, that at least one anode plate (24) is present in the second compartment (B), that there are also means (12, 14, 16, 18, 20, 22) which are intended to apply an electrical current to the circuit consisting of an anode plate (24), the cathode plate (26) and the electrolytic solution to cause hydrogen to be generated in the first compartment (A) and means (96,98,100,102,104) are provided for supplying the hydrogen to the pipeline system (34), the pressure in the pipeline system (34) due to the generation of hydrogen causing the level of the electrolytic solution in the first compartment (A) to be lowered and the surface of the cathode plate (26) to be reduced, which is exposed to the electrolytic solution is reduced to reduce the amount of hydrogen generated.

2. Motor according to claim 1, characterized in that the shape of the cathode plate (26) is a triangle, the base of which is arranged in the upper section of the first compartment (A), and that the corner of the triangle opposite the base is in the lower section of this Compartment is located.

3. Motor according to claim 1, characterized in that the partition (94) is electrically conductive.

4. Motor according to claim 3, characterized in that the partition (94) consists of a composition of metal and synthetic resin.

5. Motor according to claim 1, characterized in that the partition (94) is at least partially porous.

6. Motor according to claim 5, characterized in that the porous parts of the partition (94) consist of a composition with asbestos.

7. Motor according to claim 5, characterized in that the degree of porosity is sufficient to conduct the required current in the wet state, but limits the flow of electrolytic solution.

So far, many attempts have been made to produce hydrogen and oxygen in order to operate an internal combustion engine. Examples of such efforts are shown in U.S. Patent No.

1,379,007, No. 1,520,772, No. 3,648,668 and No. 3,653,364. One of the oldest patents for this item is U.S. Patent No. 1,380,183 from 1921. Separate tanks have been used in which a backward force is generated to press the electrolyte away from both the cathode and the anode, so that automatic control of the decomposition and an interruption in the decomposition process is possible results. However, there are three compartments for hydrogen and oxygen in one unit. This corresponds to the widespread view in this area, namely that two reservoirs, such as tanks 11 and 12 for hydrogen and oxygen and subsequent mixing of these fuels, constitute a highly dangerous environment. U.S. Patent No. 3,906,913 teaches to mix hydrogen with air and a liquid hydrocarbon fuel. This patent is particularly useful for presenting the state of the art and listing all the efforts that have been made to safely produce accurate amounts of hydrogen. Another publication is U.S. Patent No. 3,710,770, which describes a process for extracting hydrogen from a frozen supply.

It is an object of the invention to provide a compact hydrogen gas generator for an internal combustion engine having a pair of compartments provided with an anode and a cathode. The invention is intended to include a means to apply back pressure to the electrolyte in these compartments, thereby reducing the active surface area for the generation of hydrogen. The separate storage containers would therefore not be required.

Another important object of this invention is to provide a compact, non-complex, two compartment reactor for the development of an adjustable amount of hydrogen. Such a reactor is intended to eliminate the need to store a dangerous amount of hydrogen in the system without the need for complicated volume control and measurement. With the exception of the small amount of hydrogen which is necessary to build up the back pressure for adjustment, all hydrogen as it is generated should be used.

Another important task is to create a hydrogen reactor which can economically produce the small amounts of hydrogen that are required to produce an internal combustion engine with a mixture of the said hydrogen, air and a hydrocarbon fuel operate.

Yet another important object of the invention shows that the hydrogen generator should have an electrode shape so that the increasing active surface that is exposed to or covered with the electrolyte is greater or smaller than the proportion with each subsequent infinitesimal rise or fall of the electrolyte the active surface that was covered or freed from the electrolyte during the previous infinitesimal enlargement or reduction. The generator should also be provided with a separating agent with which the generator is divided into a cathode chamber and an anode chamber. The release agent is intended to limit the electrolyte flow between the chambers, but to allow the passage of electrons between them.

Another object is to create an internal combustion engine in which the ignition time can be compared to conventional ignition systems due to improved combustion by the hydrogen.

An important task is to improve the quality of the atmosphere, particularly in areas in which a large number of vehicles are required, by releasing substantial amounts of oxygen into the environment.

Yet another object of the invention is to provide a fuel generator and mixing system

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ve ic-_p nit ail m combustion engines and: r ;?

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au; It is known in the state of the art to mix hydrogen mL: a mixture of gasoline vapor and air, which was generated in the carburettors for internal combustion engines, in order to increase the efficiency of such engines. It is also known that better and more complete oxidation of the fuel in the combustion chamber of the internal combustion engine can be obtained if the engine is fed with a lean air / fuel mixture. However, this has the disadvantage that with conventional hydrocarbon fuels, combustion with weak mixtures, i.e. in the case of mixtures with a much larger proportion of air than that which would correspond to the stoichiometric ratio, this can lead to misfires, uncontrolled combustion and possible engine stoppage. On the other hand, a weak mixture of hydrogen and air can be easily ignited. Excellent ignitability is characteristic of a hydrocarbon / trace amount of hydrogen / air mixtures. If such a mixture is ignited with a spark plug, the hydrogen gas, which distributes itself over the mixture, burns first and contributes to this optimal combination of the remaining vaporized fuel.

By applying the principles mentioned, it is possible to widen the ignition range in the engine and burn mixtures that contain a high proportion of air. The heat from the combustion is smaller due to additional air. This reduces heat losses. Such an almost perfect combustion in connection with high compression ratios improves the machine's household, reduces the generation of harmful exhaust gases and delays the accumulation of soot in the combustion chamber of the engine. The application of these known principles has so far been difficult because no suitable device was known for producing and carrying hydrogen for mobile internal combustion engines. Carrying heavy high pressure vessels for hydrogen gas is not practical because such vessels often have to be filled or replaced. For this purpose, such pressure bottles pose a risk of explosion. Another way to store liquefied hydrogen at low temperatures is tedious, expensive, and dangerous, especially for mobile use.

According to the invention, this problem is solved by the features in the characterizing part of independent patent claim 1.

An exemplary embodiment of the invention is described in more detail below with reference to the drawing. Show it:

Fig. 1 is a schematic view of a drive unit for installation in a vehicle, and

FIG. 2 shows a sectional view along the section line II-II in FIG. 1 of the hydrogen generator of the unit in FIG. 1.

In the drawing, the same elements are designated with the same reference symbols.

The reference number 10 designates the drive shaft of an automobile engine (not shown), which engine is to obtain better efficiency by incorporating the invention. As is customary in vehicles of this type, the rotation of a drive shaft 10 causes a generator 12 to generate electricity. The generator 12 has a positive output line 14 and a negative output line 16. In parallel to one another, lines 18 and 20 are connected to the lines 14, 16 of the generator and on the positive

629569

: iven and the negative »; view of a battery 22 out. The generator> 2 is a direct current generator.

Electrical lines 14 and 16 are connected to Ânouen 24 and cathodes 26 of a hydrogen-oxygen generator and a reactor 30, respectively. In FIG. 1, the cell 30 is shown in section as seen from the side and in FIG. The reactor 30 consists of a housing 32 with a hydrogen line 34 which is connected to a cathode chamber A. An oxygen drain line 38 is connected to the anode chamber B. Line 38 discharges O2 to the atmosphere, where high quality air results.

An air filter inlet assembly is generally indicated at 42. The air filtered by the arrangement 42 is passed through a venturi tube 44, into which a hydrogen conduit 34 opens. Between the Venturi tube 44 and the chamber A there is a valve or an adjustable opening 46 and a filter 47 in the line 34.

The main liquid fuel for the vehicle, usually a hydrocarbon, is stored in a fuel or gas tank 50. The fuel flows from the tank 50 to the carburetor via a fuel pump 52 in the fuel line 54. A fuel return line 56 connects the output side of the fuel pump 52 to the tank 50 via a pressure reducing valve 53. An output line from the fuel pump 52 is identified by the reference symbol 55 and leads to a float device 58 via a valve 57. The float device 58 has a conventional construction with a housing in which a float 60 is accommodated, which carries a valve member 62 for closing the feed line 55 from the fuel pump and closes the line 55 when a certain level is reached in the housing 58.

A hollow rod or receiver tube 68 connects the lower portion of the float device 58 to the venturi tube 44. The tube 68 is connected to one end within the venuri tube 44. A shut-off throttle valve 66 is located in the lower part of the venturi tube 44 in a conventional manner. When air flows through the air intake port 42 through the venturi tube by means of the vacuum during the intake stroke of the piston, a certain amount of the hydrocarbon fuel is drawn through the tube 68 and a certain amount of hydrogen from line 34.

A suitable mixture of air, gasoline and hydrogen flows to the intake manifold 70. One of the cylinders 72 of the engine is provided with a reciprocating piston 74 and is equipped with a spark plug 76 and poppet valves 78 and 80 which operate in a conventional manner.

The gaseous hydrogen, the gasoline and the air are ignited in the combustion chamber 82 of the cylinder. Even if there are only traces of hydrogen in the order of 4% to 2%, the fuel is burned completely. As a result of complete combustion, the combustion residues are essentially non-polluting and are discharged through pipe 84.

As can be seen from the arrangement in FIG. 1, precise amounts of hydrogen are released to the system, which are set with the control valve 46. This valve can be adjusted either by manual control by the driver of the vehicle or by automatic control via a monitoring system (not shown) with which the exhaust products in the exhaust pipe 84 are analyzed.

It is one of the most important objects of this invention to generate and deliver only the amount of hydrogen needed to complete combustion

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629 569

to create. Because of the danger of stored hydrogen, the editor must be sensitive and only produce sufficient amounts of hydrogen to optimize combustion at the speed and load at which the engine is working.

The hydrogen generator 30 operates in accordance with the conventional electrolytic water decomposition method in accordance with the formula 2H2O -> 02 + 2H2, the direct current required for the electrolysis being supplied to the generator 12. The car battery 22 is provided to supply the power when the vehicle engine is started and, on the other hand, it is not required in the hydrogen production. The oxygen generated during the electrolysis is released into the atmosphere through the outlet opening 38. On the other hand, the oxygen generated by the electrolysis could also be collected and fed to the engine separately while preventing the risk of explosion. The hydrogen generator 30 is shown in FIGS. 1 and 2. The generator is designed closed and consists of a metal electrolytic cell housing 90 with an insulating layer 92 on the outside.

A partition 94 divides the cell 30 into two compartments A and B. The partition is held by a frame structure 95. Parallel cathode plates 26 are connected to the negative current conductor. The iron cathode plates 26 are housed in compartment A. Cell 30 is preferably made of non-corrosive steel. A substantial portion of the current between the cathode and the anode flows directly through the partition 94 so as to shorten the distance that the current must travel, which in turn saves energy. Partitions made of asbestos and metal cast in synthetic resin were used for this. When asbestos is used, the porosity of the asbestos causes wetting that is sufficient for a current to flow. If metal powder is used, a sufficient amount must be provided so that an effective current flow occurs.

The electrolyte used can be a 20 to 30% aqueous solution of KOH. To compensate for decomposition, water, e.g. distilled or salt-free water can be added through the opening 21 of the cell 30. A window, not shown in the drawing, may be provided so that the level of the electrolyte in the cell 30 can be observed. During trials, the hydrogen generator 30 achieved its highest efficiency using an electrolyte with 28% KOH. Due to the high capacity of cell 30, no disadvantages could be observed if tap water was used instead of distilled water to fill up the cell. It is even believed that separated gaseous chlorine and fluorine can improve combustion.

The anode plates 24 are preferably made of iron or nickel, the main parameter for determining the output from the hydrogen generator 30 is the entirety of the electrode surfaces of the cathode and anode that are available for the current flow, and the distance between these electrode plates.

The hydrogen split off at the cathodes 26 passes through an opening 96 into a chamber 98 with an inclined floor 100 and further through an opening 102 into a collecting chamber 104, from where it then reaches the Venturi tube 44 via pipes 34 and 46. As indicated above, the oxygen split off at the anodes 24 is released into the atmosphere via line 38.

From Fig. 2 it can be seen that the housing of the generator has a triangular shape in longitudinal section. The cathodes 26 and the anodes 24 also have a triangular shape. The triangular shape of the cathodes has important relation to the level of the electrolyte. Because the surface area of the cathode used for hydrogen generation increases rapidly with increasing electrolyte level in compartment A and decreases correspondingly rapidly when the electrolyte level decreases, the unit is extremely sensitive to the requirements of the engine.

In operation, the intake stroke of the engine creates a vacuum or negative pressure in the intake manifold of the carburetor system, causing hydrogen to flow into the carburetor via line 34. The hydrogen flow to the engine is regulated by suitable adjustment of the valve 46 and / or corresponding selection of the diameter of the line 34 in order to be uniformly adapted to the requirements of the engine. A fine adjustment or regulation of the hydrogen production results automatically in the hydrogen generator 30. In the event of an overproduction of hydrogen in the generator 30, a higher hydrogen pressure is generated in the gas-filled space 111 of the compartment A. This positive pressure lowers the level of the electrolyte such that the electrolyte passes through the openings 112 of the partition 94 and through the openings 114 of the anode plates 24 into the free space 116 which is exposed to the atmospheric pressure which is the upper parts of the anodes 24 surrounds, is pressed away, the wetted conductive surface parts of the cathode plates 26 and consequently the amount of hydrogen generated in the generator 30 are reduced in such a way that the hydrogen production in the generator 30 and the hydrogen consumption of the engine are coordinated.

When the line 34 is closed or the valve 46 is closed, the level of the electrolyte below the cathode plates 26 drops.

The chambers 98 and 104 form prefilters for the separation of liquid drops in the gaseous hydrogen which is generated in the cell 30. The separated liquid flows back along the inclined floor 100 in the cell. Another filter 47 is preferably provided in line 34 to prevent corrosive liquid from getting into the motor 1.

By coupling the alternator directly to the engine, less electricity and thus less hydrogen are generated at a relatively low engine speed, so that there is a further automatic control of the hydrogen generation.

It can be seen that the two-part cell 30 with a conductive partition 94 forms a greatly shortened path for the current between the anodes and the cathodes, which saves energy in the entire system.

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1 sheet of drawings