CN1350114A - Method for starting combustion engine and method for operating combustion engine - Google Patents

Abstract

The method for operating combustion engine includes the following steps: converting fuel raw material containing hydrogen to produce lots of engine fuel containing free hydrogen and distributing said fuel in layers in every combustion chamber of engine to burn the fuel of said engine. Said invention utilizes the unused energy source selected from combination composed of engine cooling system heat quantity, discharged gas heat quantity and brake energy, including raw material selected from combinatino containing fuel alcohol, phenol, ammonia, ammonia compound, gasoline, diesel oil, cyanoacetic acid, cyanocarbon compound and carbon to produce engine fuel.

Description

Method for starting combustion engine and method for operating combustion engine

This application is a divisional application of chinese patent application No.97102312.3 filed on 27/1/1997.

The present invention relates to an improved operation of internal combustion engines and vehicles powered by such engines.

There is about one motor vehicle per 11 persons on earth. There are more than 4 billion cars and trucks in operation throughout the world. Single-feed engines power a very large number of electric locomotives. In these engines, attempts have been made to create a homogeneous mixture of air and fuel for delivery to the combustion chambers of the engine by injecting or vaporizing the fuel into an input manifold. Single feed engines suffer from a number of problems including:

1. undercombusted hydrocarbons and carbon monoxide emanating from a single-charge engine are detrimental. These gases are emitted due to uncontrolled combustion and quenching of the combustion process by a single feed near the combustion chamber wall. All cities are contaminated with nitrogen oxides, carbon monoxide and insufficiently combusted hydrocarbons produced by single-feed engines.

2. Another reason for causing single-charge engines to produce under-combusted hydrocarbons and carbon monoxide is that at the relatively high piston speeds of modern automobiles the engine is operated at an air-to-fuel ratio that is not at the level required for complete combustion. While operating in excess air conditions will actually emit less under-combusted hydrocarbons and carbon monoxide, it is common practice to operate the engine at the best powered air-fuel ratio.

3. Nitrogen oxides emitted by single-charge engines are harmful. When the air-to-fuel ratio is increased in a single-charge "lean" operation, the amount of nitrogen oxides produced is increased to an operating point where the air-to-fuel ratio is too large to ignite.

4. In order to clean the exhaust of a single-charge engine, several catalytic treatments and supplies of additional air are required. Modern vehicles operating at optimum air/fuel ratios to achieve driveability and minimize nitrogen oxides require the addition of air to the exhaust gas to catalytically combust under-combusted hydrocarbons and carbon monoxide.

5. Energy waste occurs due to the large percentage of fuel present near the combustion chambersurface when a single charge is burned. Heat is lost because it is transferred to the top cover, valves, cylinders, pistons and piston rings without effective work.

6. Single charge engines must limit the compression ratio to a value that prevents detonation ignition and piston damage. Reliable ignition is achieved with a spark plug.

Technologies that have been employed to improve the thermal efficiency of internal combustion engines include older diesel engine devices that rely on direct injection of fuel into the combustion chamber. This technique is characterized by the compressed air producing a temperature high enough to vaporize, chemically pyrolyze, and ignite the fuel for dispersion into the compressed air. This technology requires a fuel with specified characteristics that facilitates "compression ignition". Fuels suitable for use in compression ignition engines have a high "cetane" specification. Direct injection compression ignition engines typically reach over 2 miles above the BTU specified per fuel in a practical duty cycle compared to single charge engines due to the advantages of more complete combustion with stratified charge and reduced heat losses from the combustion products to the engine components.

The main problem with compression ignition engines is the penalty in terms of engine weight, since spark ignition engines with equal power ratings require more than about twice the operating capacity of the cylinder. During operation, this can be understood as requiring a much larger crankshaft, much larger fur wheels, much larger engine block, much larger bearings, much larger starter motor, much heavier running battery, much larger tires, much heavier springs, much larger shock absorbers and much greater demand for extremely scarce alloy resources such as molybdenum, chromium, vanadium, copper, nickel, tin, lead, antimony, and much more energy is consumed by manufacturing processes such as mining,refining, casting, heat treating and processing diesel engines as compared to spark ignition engines. Other difficulties (if not insurmountable) include:

1. diesel engines are notorious for emitting black smoke during the periods of operation between stop and start. The unpleasant fuel smell and black smoke emitted by buses and trucks in urban traffic is very harmful and virtually every city around the world has recently been working to find ways to avoid atmospheric pollution due to such smoke emitted from motor vehicles.

2. It is very difficult for diesel engines to convert oxidized fuel (CH)₃OH，C₂H₅0H, etc.) or other clean combustion gases (e.g., natural gas and hydrogen) becauseThese preferred gasesThe body has a high octane number and a low cetane number. Diesel engines require a defined high grade cetane pilot fuel (diesel) to ignite the clean fuel in a flame, which is "aerosolized" into the combustion chamber along with the supplied air during the intake cycle operation.

3. The entry of fuel smoke into the combustion chamber along with air during the intake cycle reduces the rating of the engine because the aerosolized fuel occupies a portion of the injection capacity and reduces the effective volumetric efficiency of the conversion engine.

4. Compression ignition engines are difficult to start in cold seasons. Cold air and cold engine components consume heat of compression before the temperature reaches a point where the fuel can vaporize, chemically crack, and ignite. In an attempt to overcome the difficulty of starting compression ignition engines in cold seasons, costly auxiliary systems such as spark ignition starter engines, glow plugs, block electric heaters, and starter fluid dispensers are employed. Owners of motor vehicles that often utilize compression ignition engines choose to keep the engine running day and night during cold seasons and prefer to bear fuel costs rather than the hassle encountered by starting a diesel engine during cold seasons.

5. The best operating conditions for compression ignition engines are only within a narrow range of torque-speed characteristics. This is because of a characteristic known as diesel ignition delay and the need to adapt the amount of fuel introduced and the time of introduction to the piston speed in order to avoid damaging the pressure rise during the compression cycle and to avoid energy waste and smoke generation due to delayed combustion during the power generation cycle.

6. Compression ignition engines require high cetane fuels having a carbon to hydrogen mass ratio of about 7. These fuels and their combustion products have a large radiant energy loss to the combustion chamber walls during combustion. The use of cleaner burning fuels, which have a low carbon to hydrogen mass ratio and very low radiant energy losses, but which do not achieve compression ignition in conventional engines, will greatly improve thermal efficiency.

7. Longer stroke, higher compression and larger bearing surface diesel engines have greater friction losses than spark ignition engines of the same power rating. It requires more investment than spark ignition engines in terms of expensive alloys, shell strengthening, heat treatment and wear reduction design, in addition to expending the energy it contains.

Techniques for combining the advantages of spark ignition and stratified combustion have been demonstrated. U.S. Pat. Nos. 3173409, 3830204, 3094974, 3316650, 3682142, 4003343, 4046522, 4086877, 4086878, 4716851, 4722203, 4967409 and the references cited therein disclose methods and apparatus for introducing fuel into or directly into a combustion chamber to form a mixture of stratified charges of spark ignitable fuel and to ignite such stratified charges with a spark source. Other published references include: manufactured by Davis, c.w., Barber, E.M; and Mitchel in SAE Progress in technology Review Vol.II: "Fuel injection and reliable ignition- -burning a wide range of fuels in diesel engines, rationale for improving efficiency and economy"; "operation of the Deutz converter by an additional high-pressure ignition system", written by Finsterwalder, Gerhard in automatic engineering. Dec.1971, pp 28-32; the present invention relates to a Fuel Economy and emissions of Lean-burn engines, (Mechanical E Conference Publications), Mechanical Engineering Publications, Ltd, London, 1979, and transform of Mechanical Engineering Publications, transformation of Mechanical Engineering Publications, Mass, 1977, "direct injection stratified charge rotary combustion engine design, recent developments of conservation-Wright, basic joints, Chamber 24, Mass, London, 1977," direct injection stratified charge rotary combustion engine design, SAphosphor, journal, 1977, "general development of SAE-W, journal of coal, jet engines, charles; ellis, David, and Meng, p.r., nasatatechnical Memorandum 83429, AIAA-U3-1340; national aeronautics and Space Administration, Washington, d.c., June, 1983. These prior art proposals have employed lower compression ratios than required for compression ignition engines and theorize that the savings in engine weight will result in a wide operating range for piston speed and torque requirements. Common problems with these systems include:

1 fuel must be mixed with air and delivered in the spark gap of the spark source at the fraction of available spark ignition at the exact time required to initiate combustion. This is difficult because the velocity of the incoming air in the combustion chamber varies widely and the effects of swirl change the degree of fuel deflection as the piston speed ranges from idle to full power.

2 to produce the proper mixing of fuel and gas for spark ignition, the fuel is directed by the fuel injector toward the spark source, constantly reaching the metallic heat sink of the combustion chamber surrounding the spark source. This results in a sudden cooling of the combustion process and heat loss through the components of the combustion chamber.

3 spark sources such as spark plugs are prone to failure because the spark plug is located deep into the combustion zone of the combustion chamber, which is caused by the spark gap being as far as possible, thereby oxidizing and overheating the spark plug.

4 the spark plug is also susceptible to soot coating during some portion of the operating cycle and therefore is not able to properly deliver the energy of the plasma for reliable ignition.

5 emissions vary widely, such as hydrocarbons, carbon monoxide, and at certain speeds and loads also soot and at other speeds also excess nitrogen oxides, which are associated with operation with relatively inert fuels, due in substantial part to start-stop, city driving duty cycles such as low speed acceleration, transition states, and full power.

An effort was made to overcome the problems caused by unreasonable fuel to air ratios at the spark source during a significant portion of the operating cycle (see "emission control with Ford programmable combustion process: PROCO" by Simko, a.; Choma, m.a.; and pepko, l.l.; SAE Paper No 720052, society of automotive engineers, New York, NY.).

Another aspect of the problems with the prior art is the need for a complex, cost-effective and highly coordinated system which is adapted to the specified fuel properties in order to ensure the driveability of the motor vehicle and which discharges incompletely combusted fuel and nitrogen oxides which are subjected to a catalytic cleaning treatment in the exhaust gas stream.

A well-known method of producing hydrogen is the partial oxidation of reformate gas streams and hydrocarbons. Light hydrocarbons produced by catalytic gas stream reforming, including natural gas, coal tar and liquid petroleum products, are the most expensive processes currently available for hydrogen. The use of hydrogen as fuel in heat engines has satisfactory properties, in particular high thermal efficiency and little emission of pollutants.

Technologies aimed at providing a technology for reducing the problem of incomplete combustion and improving thermal efficiency by clean combustion of hydrogen include the following publications. See U.S. patents 4253428, 4362137, 4181100, 4503813, 4515135, 4441469; "the effect of partial hydrogen injection internal combustion engines on emissions and fuel economy" by Breshears, R.Cotrill, H., and Rupe, J. written, Jet propulsion laboratories and California Institute of technology, Pasadena, CA.1974; as a dissociated methanol for hydrides of automobiles and gas turbines, known by Finegold, joseph g., Mokinnon, j.thomas, and karsuk, Michael, e.written, June17, 1982, Hydrogen Energy Progress IV, pp.1359-1369 "; by Glandt, Eduardo d., and Myers, alan l., Department of chemical and Biochemical Engineering, University of pennsylvania, philiadelphia, PA, 19174; industrial engineering chemical Process Development, Vol, 15, No. 11976, "hydrogen production from water using chemical recycle"; written by Gregory, d.p., Institute of Gas Technology "hydrogen as a future fuel"; from Housmen, John and Cerini, D.J., SAEPaper No. 740600, Society of Automotive Engineers, New York, NY; "on-board hydrogen generator for local hydrogen injection i.c engine"; written by Kester, f.l., konopt, a.j., and Camara, e.h., i.e.c.e.c.record-1975, pp 1176-1183; "vehicle-mounted steam reforms methane into fuel. Automotive hydrogen engines "; described by Lynch, f.e., Hydrogen energy progress IV, June17, 1992, pp 1033-: a simple fuel control method for hydrogen engines "; "electronic fuel injection technology for Hydrogen-powered I.C. engines", written by MacCarley, C.A., and VanVorst, W.D., International Journal of Hydrogen energy.Vol.5, No. 2, Mar.31, 1980, pp.179-205.

By adding hydrogen to hydrocarbons, significant advantages have been demonstrated in spark-ignition and compression-ignition engines. By reducing the mass ratio of carbon to hydrogen, more complete combustion and reduced radiation losses are achieved. The problems encountered include: low fuel storage density; flashback in the input system; the scavenging capacity is reduced because the energy contained per unit volume of hydrogen is much less than gasoline and other hydrocarbon vapors; the power rating of the engine is reduced; increasing the risk of fire in the enclosure and hydrogen storage area.

In addition to powering transportation vehicles, internal combustion engines also power many stationary devices. The rapid growth of electricity urgently requires improvement of air quality in densely populated areas, providing an important opportunity for internal combustion engines powering generators and air conditioning systems. Hot-tap engine drive systems typically utilize shaft energy while also utilizing heat rejected by the engine on site to reduce overall energy consumption and environmental pollution by 40% to 75%. Such systems typically consist of an internal combustion engine, a waste heat recovery heat exchanger, and a driving load such as an electrical generator or a heat source compressor. The water of the cooling jacket exchanges heat with the exhaust gases in an exchanger having a removable water safety interface. The problems with such a system are: the internal combustion engine has low thermal efficiency, poor heat recovery by the heat exchanger, and short engine life. Finally the question is deduced: the maintenance requirement is large, and the repair cost is high.

The object of the present invention is to overcome the above problems. This object is achieved according to the principles of the present invention by providing a method for controlling an internal combustion engine comprising the steps of regenerating waste heat exhausted from a heat engine by a thermochemical process, reacting at least one conventional fuel containing hydrogen and carbon with an oxygen generator using mainly the waste heat so as to produce a mixture of an engine fuel mainly containing hydrogen, and operating the internal combustion engine using the engine fuel.

It is another object of the present invention to provide a method of controlling an internal combustion engine comprising the steps of endothermically reacting a carbonaceous fuel with a hydrogen and oxygen containing reactant to produce a mixture comprising primarily carbon monoxide and hydrogen, feeding the mixture directly into a combustion chamber of the engine at a substantially top dead center instant, and combusting the mixture to produce more expansion products than when the original fuel is combusted alone.

It is another object of the present invention to provide a method of controlling an internal combustion engine comprising the steps of subjecting a hydrogen-containing fuel to an endothermic reaction to produce an engine fuel comprising primarily free hydrogen, injecting the engine fuel into a combustion chamber of the internal combustion engine, and combusting the fuel to produce more expansion products than would be produced if the fuel were combusted alone.

It is another object of the present invention to operate an internal combustion engine with liquid fuel that can be stored in a pressurized container, comprising the steps of injecting the fuel substantially at top dead center of the combustion chamber until the storage pressure decreases due to exhaustion of the amount of the stored fuel, then injecting the fuel sequentially before compression, and then injecting the fuel at the input location of the combustion chamber, making the fuel storage system more extensive.

It is another object of the present invention to provide a method for controlling an engine comprising the steps of generating an engine fuel comprising free hydrogen by electrolysis or endothermic reaction, and injecting the engine fuel into a combustion chamber of an internal combustion engine so as to facilitate combustion that is more inert or slower.

It is an object of the present invention to provide methods, apparatus and processes for monitoring the condition and identifying characteristics of each combustion chamber of an internal combustion engine.

It is an object of the present invention to provide a method for monitoring, identifying and controlling the direct injection of fuel into a combustion chamber to minimize emissions such as oxides of nitrogen, carbon monoxide and carbon oxides.

It is an object of the present invention to provide a method for monitoring and identifying ignition and combustion of a fuel that has been injected into a combustion chamber in connection with combustion of a fuel from another source.

It is an object of the present invention to provide rapid failsafe control of an internal combustion engine.

It is an object of the present invention to optimize fuel delivery, combustion and power generation for an internal combustion engine.

It is an object of the present invention to collect water from the exhaust steam stream and convert the water to hydrogen for use as fuel.

It is an object of the present invention to produce hydrogen by electrolysis for use as a fuel in an internal combustion engine.

One object of the present invention is to generate electrolytic hydrogen when the vehicle is slowing down, converting the kinetic energy of the vehicle into chemical energy.

It is an object of the present invention to convert waste heat from an internal combustion engine into chemical energy.

It is an object of the present invention to facilitate the use of clean, repeatedly regenerated electrical energy in existing motor vehicles that utilize internal combustion engines.

It is an object of the present invention to utilize the useful amount of electricity to generate hydrogen for starting and clean operation of motor vehicles in air pollution sensitive areas.

It is an object of the present invention to safely store hydrogen and regulate the delivery of hydrogen on board a motor vehicle.

It is an object of the present invention to control a valve to restrict air from entering an internal combustion engine for sometimes creating an input vacuum to assist atmospheric pressure boost assist systems such as power brakes and the like.

These and other objects of the invention will become more apparent during the course of the detailed description and claims set forth below.

The invention may be better understood by referring to the following drawings, in which an illustrative embodiment is shown.

FIG. 1 is a schematic diagram illustrating the thermodynamic process of the present invention.

FIG. 2 is a longitudinal cross-sectional view of a device for directly injecting fuel into a combustion chamber of an engine and igniting the same, constructed in accordance with the principles of the present invention.

FIG. 3 is an end view of the device shown in FIG. 2 showing the position of the firing electrode.

FIG. 4 is a schematic layout of the present invention, with cross-sectional views showing a representative combustion chamber, cooling system, exhaust system, fuel storage, fuel pressurization, cooling system, waste heat recovery heat exchanger, exhaust heat recovery heat exchanger, and delivery of engine fuel to the combustion chamber.

Fig. 5 is a perspective view of an apparatus for recovering heat rejected for promoting an endothermic reaction between a fuel and an oxygen donor.

Fig. 6 is a schematic illustration of details of a preferred heat exchange tube-fin assembly technique employed in accordance with the principles of the present invention.

FIG. 7 is a schematic diagram of one embodiment of an apparatus employed in accordance with the principles of the present invention for recovering energy and waste water from an exhaust stream of an internal combustion engine constructed in accordance with the principles of the present invention.

Fig. 8 shows a schematic view of another embodiment of an apparatus for recovering energy and waste water from the exhaust gas stream of an internal combustion engine.

Fig. 9 shows a longitudinal cross-section of a device constructed in accordance with the principles of the present invention for measuring the operation of an engine that includes injecting fuel into the combustion chamber of an internal combustion engine and igniting the fuel.

FIG. 10 shows a schematic diagram of an internal combustion engine along with a control system for power generation, energy recovery, power acceleration, and related operations for generating hydrogen by electrolyzing water and other various hydrogen-containing feedstocks with various power sources and utilizing hydrogen as fuel for a hierarchical cloth, in accordance with the principles of the present invention.

The waste heat (typically exhausted through cooling, exhaust and braking systems) is utilized to provide the absorbed heat energy required to promote the reaction between the primary fuel and the oxygen donor material, such as air, water or alcohol, to produce a preferred fuel, the so-called "engine fuel". This increases the heat input to the engine by 20% to 40% (and thus the rating of the vehicle by 20% to 40%) when burning engine fuel over the same amount of natural gas, gasoline and fuel alcohol feedstock directly from a conventional engine. This process is illustrated in figures 1, 4, 7, 8 and 10. In fig. 1, the heat exchanger 10 is schematically represented by energy vectors crossing each other. The width of each energy vector (arrow) generally represents a value of energy that represents thermal, mechanical or chemical potential. The chemical potential of the incoming fuel and the chemical potential of some other chemical feedstock to be utilized in the engine are shown by arrows 12. The cooling system heat is represented by arrow 14 and the decrease in value as a result of heat transfer to the incoming fuel at 16 is shown by arrow 18. The increased energy of the heated incoming fuel due to heat transfer is indicated by arrow 20. Heat from the exhaust gas is transferred to the fuel 20 as shown at 24 to reduce the energy of the exhaust gas from 22 to 26 and the energy of the fuel to 28 increases due to the temperature increase and hydrogen and carbon monoxide are generated as shown in tables 1 and 2. Engine fuel 28 is combusted in the engine to produce motive force 30 and waste heat 14 and 22.

Representative temperatures for each process are shown in FIG. 1 at 21 deg.C (70 deg.F) at 12 deg.C (200 deg.F) at 93 deg.C (20 deg.F), 260 deg.C (500 deg.F) at 28 deg.C (409 deg.F) at 22 deg.C (800 deg.F), 107 deg.C (225 deg.F) at 26 deg.C (115 deg.C) (240 deg.F) at 14 deg.C (100 deg.F) at 18 deg.C (38 deg.F). These temperatures vary with the compression ratio and the mode of operation of the engine contained in the application.

Preferably, there is heat exchange between the hot engine fuel at 28 and the preheated fuel 20 (in the case of large engines containing a considerable amount of fuel used). This may reduce the temperature of the engine fuel to a temperature very close to that of the engine cooling system, depending on the degree of heat exchange desired, and may enable various components of the fuel delivery to be constructed at significantly reduced cost due to the reduction in heat loss factors.

With the present invention, the engine fuel combustion results are characterized by high combustion speed, wide combustion limits, high thermal efficiency, elimination of particulates, extremely low carbon monoxide and incompletely combusted hydrocarbons.

These basic advantages substantially facilitate the introduction of engine fuel directly into the combustion chamber of an internal combustion engine using a combined fuel injection and spark ignition device 40 as shown in fig. 2 and 9. Embodiment 40 is equipped with a rod 86 of the same thread as the spark plug used in the engine of the present invention. In many applications, the present invention is applicable to diesel engines, and the configuration shown at 86 represents the construction of a conventional fuel injector in the area that forms a seal with the combustion chamber.

As shown in FIG. 2, pressurized engine fuel is input to device 40 through fitting 42 at 38 and prevented from entering the combustion chamber byinjection 88 before increased pressure is required in the combustion chamber for the powered cycle. Fitting 42 is part of a solenoid body 43 inside a ferromagnetic housing 44 at the inlet to the filter well. At the appropriate time, fuel is allowed to pass through solenoid valve assembly 48, which acts against the force of conical compression spring 49 using the electromagnetic force generated by the direct current in windings 46. The fuel control valve 48 acts extremely rapidly against fuel pressures of up to 10000PSI and is controllable to provide a break pulse of about 1 millisecond duration. The assembly 48 forces the spool valve assembly 48 apart from an orifice in a seat 54, which is preferably a tightly molded ceramic as shown, for insulating the metal components in the valve 48 from the high voltage in the nozzle assembly 70. A non-magnetic gap ring 57 is preferably welded between ferromagnetic members 43 and 58 as shown to increase the magnetic flux density in armature 47 when the valve is actuated. When current flows through the insulating coil 46, the armature disc 47 accelerates rapidly and is centred by the action of the conical spring 49 as it approaches the electromagnets 43, 44, 46 and 58, and then impacts the flange ring 45 of the spool valve assembly 48, causing the latter to rise abruptly from the seat 54, allowing fuel to flow through a number of cross-ports 51 each passing through the elastomeric seat 41, which is preferably an O-ring as shown. The fuel then flows through the valve seat 54, into the conduit 61, which is formed by a suitable insulating tube, and into the nozzle 70. This extremely fast fluid valve control arrangement achieves rapid flow of fuel from orifice 90 and sudden actuation of the full open, flow and valve close cycles of about 1 millisecond, and can adaptively control the combustion chamber temperature and pressure conditions to adaptively meet performance and radiant heat removal requirements in response to engine acceleration sensing and signals from 52, 53, 55, 62, 63 and 69.

A reliable seal, such as an O-ring 62, is employed as shown to seal the fluid delivery passageway against leakage as shown. The insulating materials 64 and 72 insulate the lead wire 52 connected to the pressure sensor 65 and the high voltage lead wire 68 connected to the nozzle electrode 70. Preferably, an injection molded thermoplastic insulator 64 is used. Insulator 72 is preferably a glazed ceramic similar to a spark plug ceramic.

The spring 92 urges the head of the self-closing valve of the wire rod 78 to close and seat 90 against the valve seat of 70 to spray the fuel as a thin layer of finely atomized fuel 88 into the combustion chamber. This facilitates rapid combustion and completes the subsequent ignition process upon contact with the oxidant. The high voltage for ignition is delivered by means of suitable spark plug leads and a connection 68 in the high voltage bushing 66. The connector 68 delivers a high voltage to the electrically conductive nozzle assembly 70.

Water, which occurs as a hazardous contaminant in many fuels, causes a number of difficulties ranging from corrosion generation to freezing and hindering fuel delivery. An electrode 71 is provided to electrolyze water reaching the filtration chamber 60. The current is delivered by insulated leads 77 to 71 which are preferably constructed as cylinders with a thin layer separated from the inner layer 60 by a small amount of insulating particles in some applications where a significant amount of water contamination is expected. Such a configuration prevents submerged gasoline, pipeline natural gas and other fuel deposits from condensing, a problem that may be encountered in the context of engines that use multiple fuels.

The high voltage carried by the compression spring 92 reaches the tip 82 through the wire-like rod as shown. When fuel 88 is injected into the air in the gap shownfor fuel ignition, a spark discharge plasma is formed in the gap between 82 and 83. Fig. 3 shows an end view of the gap and spark plug tips 82 and 83.

The tube valve 90 normally rests against the seat of the nozzle 70 when at rest. The movable member 90 may be configured in any suitable shape, like the valve seat at 70, to produce the desired spray pattern 88 for the particular combustion chamber for which the present invention is applicable. The purpose of forming injection pattern 88 is to achieve a greater degree of air utilization in the combustion reaction while minimizing the production of oxides of nitrogen, incompletely combusted hydrocarbons, carbon monoxide, and heat loss from the combustion products after ignition.

In smaller engine applications, it is generally desirable to provide a concave conical seat against 90 with a large angle of wrap in order to utilize a convex conical tube valve displacement head 90 with a smaller angle of wrap. The construction of the cone or "cone-cone" self-closing tube valve moving head and seat within a cone significantly increases the surface to volume ratio for fuel delivery into the combustion chamber as compared to the multiple orifices typical of prior art injectors. The fuel entering the combustion chamber is compressed into a thin conical layer due to the action of the spring 92 and the aerodynamic action on the air compression on the spool valve moving head 90 side. Fuel combustion is extremely rapid due to the large surface to volume ratio of the injection pattern that occurs.

The angle of choice for the concave conical seat against 90 is generally optimized to orient the conical fuel injection portion to follow the longest possible path before colliding with the combustion chamber surface. Ignition occurs at the beginning of fuel entry into the combustion chamber and continues throughout the time that fuel flows into the combustion chamber. Therefore, beforethe combustion chamber approaches to a quenching zone, the maximum air utilization rate and the longest combustion time can be ensured, and the combustion with controllable temperature can be realized. The present invention provides for a wrap angle and variable clearance of the inlet between seats 70 and 90 as a function of fuel pressure and viscosity. The amount of fuel delivered is large in the high speed state where maximum torque is produced, and the greater the number of degrees of crankshaft rotation. The present invention ensures optimum air utilization for different combustion speeds due to the formation of a certain wrap angle of the fuel cone that inputs radially injected fuel at the edge of the piston during the highest fuel flow rate in the expected duty cycle period.

To optimize the fuel distribution pattern of hydrogen or engine fuel produced by reactions such as those shown in table 3, the wrap angle is large and the fuel is directed at the piston edge near top dead center. For slower burning natural gas or gasoline, the wrap angle is smaller, and the fuel is aligned with the piston edge later at top dead center. An opportunity is provided to optimize power generation during start-up conditions in which conventional fuels, such as natural gas, gasoline or diesel, are combusted, but after engine fuel is produced, an extremely beneficial mode of operation results, resulting in higher power and better economy than can be achieved with conventional fuel injectors. The tube valve 88 is preferably formed from a sheet or tube of material and is shown as having a large angled tip at the lower skirt to reduce the discharge voltage and temperature during plasma generation. For the same purpose, it is preferred to form the electrode skirt 83 with a large angled tip, as shown. Another geometry of the moving head 90 of the tubular valve particularly suitable for the combustion chambers of large stroke engines and the shape of the valve seat at 70 are spherical, the spherical surface of 90 being in contact with a concave spherical seat at 70 with a slightly larger radius. This ball or "ball-ball" self-closing tube valve moving head and seat configuration within the ball facilitates the fuel injection cone to create an improved surface to volume ratio and greater air utilization than the previously described cone-cone configuration. In light duty engines with high piston speeds, such as racing engines, it is desirable to maximize combustion speed by forcing a greater degree of fuel surface to volume ratio by providing a concave spherical seat at 70 and a corresponding convex spherical surface at 90.

To achieve satisfactory incorporation of fuel into the compressed air volume in the larger combustion chamber, it is advantageous to form channels (not shown) on the surface of 82 or on the surface of the seat of 70 and on the surface of 90 to determine the pattern of fuel injection. These channels pass a greater fuel flow than the regions between the channels and create a greater fuel penetration capacity than the regions between the channels. The spiral or other pattern of channels can be angled to ensure fuel acceleration at the shortest distance of travel from the orifices in the nozzle 70 to the combustion chamber and to cause the element 90 to rotate, which is beneficial in the polished seats 90 and 70 so that they can remain clean and uniform.

These various cone-cone, sphere-sphere, sphere-cone and cone-sphere structures and channel geometries form significant improvements over the prior art. Diesel injectors of the prior art and contemplated by us patents 1401612, 3173409, 3830204, 3094974, 331650 and 4967708 inject fuel through one or more individual orifices into a volume of air within the combustion chamber, mix it with the air, and then travel to the spark gap at a precise time, the mixture being combustible. The embodiment of the invention delivers the fuel in a conical shape with a high surface to volume ratio, and delivery in a pattern ensures complete combustion of the fuel before reaching the quench zone in the combustion chamber. These various devices meet the need to optimize air utilization in practical combustor designs without resorting to techniques of air swirling and/or throttling of the intake air that sacrifice efficiency.

The invention is applicable to large engines having combustion chambers up to 12 inches or more in size and to small combustion chambers sized for model aircraft applications. It is desirable to use an ignition device that is tapered toward the tip or is a whisker having a tip to reduce the spark discharge voltage at start-up and to maintain a sufficiently high temperature between fuel introduction cycles in some engines to ensure ignition of the hot surfaces without additional spark discharge. The size of the whiskers suitable for ignition is 0.13mm (0.005 inch) to 2.29mm (0.09 inch) in diameter and from 0.51 to 6.35mm (0.020 to 0.250 inch) in length, depending on the configuration of the combustion chamber of the engine used. Suitable materials for tips 82 and 83 include ferrous alloys, such as 5-6% aluminum, 20-25% chromium, balance-balanced iron; silicon carbide; a molybdenum silicon compound; cobalt superalloys and nickel superalloys.

In many applications, it is desirable to reduce the energy consumed by the spark, to minimize the use of spark ignition, or to ensure ignition without the use of a spark ignition device. Reasons include avoidance of nitrogen oxides due to sparks, radio interference, and spark erosion of various components. This is accomplished by a catalyst coating covering the valve seat surface of 70, 90, 82 or 83. Suitable catalysts include platinum black, nickel black, platinum, palladium, osmium, iridium, nickel oxide, and intermetallic compounds of transition metals such as vanadium-copper-zinc. It is advantageous to generate hydrogen in the manner provided by equations 1-14 to increase thermal efficiency and to start the engine in a clean manner using engine fuel or other fuel-air mixtures that are injected without sparks or with greatly reduced spark energy. Engine fuel is particularly thermally conductive in order to reduce nitrogen oxides, since the energy required for spark discharge is only 0.02mW_s(milliwatt-seconds) and 0.29mW for methane and 0.24mW for gasoline_s. Engine fuel ignites less than 10% of the plasma energy required for gasoline or other hydrocarbons. This greatly reduces the formation of nitrogen oxides during the initial stages of combustion, and then by controlLimiting the maximum rate of fueling and timing of injection and ignition eventsThe large combustion temperature allows optimization in power generation, fuel economy, engine smoothness, etc., while minimizing the amount of nitrogen oxides.

To start cleanly with conventional fuels, the tips 82 and 83 may be coated with nickel oxide, cobalt oxide, vanadium oxide, or similar effective materials to promote combustion of hydrocarbons by increasing the rate of carbon monoxide formation throughout the oxygen deficient zone of the oxygen rich reaction. By catalyzing the initial carbon monoxide formation in the area surrounding the tips 82 and 83, the entire combustion reaction is rapidly shifted to the use of excess air to produce carbon dioxide. The formation of smoke particles is virtually eliminated.

In the event that the engine must start and produce emergency power without failing or stalling, it is preferable to start with a spark plasma in the gap between 82 and 83 and run with plasma ignition until satisfactory power is indicated. This ensures rapid start-up and heating of 82 and 83 to the ignition temperature. Some applications, such as providing emergency power for hospitals, computers and chemical production processes, are examples of such safe and reliable applications of the present invention. It may be desirable to coat the tips 82 and 83 with nickel or platinum group alloys in less critical applications. Where more desirable, it is desirable to make 82 and 83 from materials that have long spark ignition life and that catalyze the ignition of hot surfaces. The combined effects of spark, catalysis and hot surface ignition created by these devices make the present invention suitable for engines of various sizes, piston speeds and applications. Depending on the "cone-sphere" design chosen, ignition may be created by the thermal surface effects of fuel air in contact with the catalyst or at 82 and 83, or by passing low temperature spark-plasma energy through alternating layers of air, excess air-fuel, fuel-rich, excess air-fuel, and air. The maximum combustion velocity is generated at the surface of the fuel rich zone. This configuration creates a pushing action inside the excess air zone that causes high-speed combustion of the rich fuel even at the highest piston speeds, thereby ensuring a complete combustion process in the slower combustion rate zone.

It is preferred to utilize a spark generator 371 as shown in fig. 10 which reverses the polarity of each spark to reduce spark erosion to 82 and eliminate high voltage electrolysis to insulator 64. The spark voltage generator 371 may have any suitable configuration that delivers an alternating spark current to the gap between 82 and 83 as shown. This greatly improves the ignition efficiency and the life of the spark injector 40. The prior art devices deflect the injected fuel into a helical path based on the swirling action of the air in the combustion chamber to prevent penetration into the quench zone. The air vortex formed in the combustion chamber is generated due to the effect of the obstruction to the incoming air. This reduces the mechanical efficiency of the engine since a reduced pressure is experienced above the piston compared to the pressure below the piston.More mechanical work must be done to overcome the adverse effects of the vacuum condition of the conduit than if there were no impediment to the introduction of air. The prior art solution is to throttle control in all practical operating modes according to variable air in order to produce a homogeneous mixture of fuel and air when producing all magnitudes of power. To always enable spark ignition, the air must be throttled so that fuel is reduced from the highest power rating to the lowest power rating. Due to the increased pressure difference, the piston must operate during the induction phase according to this pressure difference, which greatly reduces the efficiency at partial load.

The present invention provides multiple sparks when turbulence needs to be changed and ignition is guaranteed within the combustion chamber so that fuel selection in accordance with a wide range of variations in viscosity density and heat release characteristics can be disregarded. The present invention may not impede air from entering the combustion chamber at all power levels for maximum mechanical and volumetric efficiency. This provides higher power, ensures smooth operation, no "dead spots" and a wider range of speed torque conditions. It is desirable to be able to operate in a range of fuel-air ratios from a far excess air condition at low power settings to a excess air condition at high power settings. Table 2 shows the combustion capacity, the limit of the combustion speed, and the combustion heat of various fuels including the engine fuel. As shown in the table, the combustion rate of hydrogen, which represents the fuel characteristics of the engine, is 7.5 times or more higher than that of the selected less active fuel. This enables engine fuel to be injected and ignited much later than conventional hydrocarbon fuels, greatly improving the average effective brake pressure at BTU per fuel value since negative work is not generated during the slow combustion pressure rise in the compression cycle of engine operation.

Engine fuel combustion is characterized by an extremely rapid colorless combustion process with much less heat loss due to radiation to combustion chamber surfaces than conventional fuels. The present invention facilitates injection and ignition of engine fuel just after Top Dead Center (TDC) to allow for more stable operation since piston slamming and vibration due to improper ignition are eliminated during the compression cycle using the present invention. The shift engine operates cooler, smoother, quieter and more efficient than conventional fuel conditioning and delivery systems.

Fig. 4 shows the method according to the invention employed in a schematic circuit operating on the thermochemical principle. The heat engine 100 may be any heat engine, such as a gas turbine, a rotary internal combustion engine; external combustion stirling type engines including ericsson and schmidt types; or an internal combustion engine of the type: such as a suitable expander represented by the piston 128 and rod assembly 131 and the input valve 118 and the exhaust valve 120. Fuel is stored at 102. The fuel may be suitably selected, for example, from compressed natural gas, suitable fuel alcohols, liquid natural gas, ammonia, gasoline or diesel. Liquid fuel stored at ambient pressure is preferably pressurized by pump 104 to a desired fuel injection pressure, ranging from 100 to 1500psi, above the compression pressure of the engine, depending on the viscosity, surface tension, molecular weight, and carbon to hydrogen mass ratio of the fuel.

In the start-up state of the engine at a given cylinder displacement, cold fuel is delivered to three-way valve 108 and directed to the engine via line 110, three-way valve 112, line 114 and fuel injector 116. Fuel is injected into the combustion chamber and ignited, approximately 1% to 70% of the fuel being injected during the power (expansion) cycle. The air is heated rapidly and outputs power. The engine starts without a starter motor or, if a starter motor is used, can start more quickly to ensure the build up of oil pressure. After the engine is started, the injection and ignition timing shift to the optimum state.

In order to pressurize the liquid fuel, it is preferable to use an electric pump in combination with a mechanical pump of the engine. In the event that the bearing assembly is required to pressurize the oil supplied to the crankshaft and camshaft bearings prior to start-up, it is desirable to provide a safety interlock to prevent fuel injection until oil pressurization is achieved by use of a suitable manual or electric pump.

Direct injection in combination with spark ignition for starting is a significant improvement over prior art methods of starting engines. This can greatly reduce component weight, save initial costs and eliminate maintenance costs of the starting system. This quick start system stops the engine on a stop signal and restarts the power supply momentarily when needed. When power is no longer needed, the waste of fuel and the creation of pollution under these conditions are eliminated. Preferably, a conventional electronic microprocessor with memory is used to monitor, start and optimize the operation of the engine. The position of the piston in the combustion chamber is stored in the shut-down state and recalled in the start-up state. A suitable microprocessor 370, shown in fig. 10, facilitates safe operation by instantaneous monitoring of oil pressure, temperature, vibration and other critical instruments, and ensures an emergency stop if the engine is not lubricated or otherwise malfunctions.

The compressed gaseous fuel stored in 102 has a pressure lower than the accumulator pressure and is adjusted to the desired delivery pressure. It is preferred to inject fuel substantially at top deadcenter conditions through 116 until the storage tank 102 is nearly empty and the fuel pressure is reduced below the desired delivery pressure. The present invention provides for the step of injecting fuel to be substantially at top dead center of the combustion chamber until the fuel is gradually injected prior to the compression cycle as the stored pressure is reduced due to emptying of the stored charge, and then into the input location of the combustion chamber to facilitate injection from the fuel storage system to a greater extent by providing an optimal means to utilize the final portion of the stored fuel. After fuel injection and monitoring of the combustion chamber conditions using the instructions of the instruments 62A, 63 or 65 in the spark injector 40A shown in fig. 9, the timing of the successive injection and ignition events to achieve injection and ignition is optimized based on the resulting fuel storage pressure. When the fuel storage pressure becomes empty, the time of injection moves from near top dead center toward bottom dead center and finally reaches the input cycle of the engine.

After the engine has been warmed and the temperature at thermochemical converter 144 has reached about 500 ° F, valve 108 reciprocates to direct fuel to heat exchanger loop 154/132, as shown. The engine is operated continuously with fuel supplied from the accumulator 152. The fuel and other contemplated oxygenates (e.g., air or combinations listed in tables 1 and 2) from the tank 160 are pressurized with a suitable pump 158 and heated in the heat exchanger 130 with cooling fluid delivered by the cooling jacket 124 and returned to the cooling jacket 138 through conduit 136. The combination of fuel from tank 102 and water or another oxygen donor from tank 160 is referred to as a "reactant". Further heating of the reactants is achieved by counter-current exchange between 140 and 142 using engine gases produced in thermochemical converter 144.

Final heating of the reactants and generation of engine gases is accomplished by catalysis in the inverter 144. The hot exhaust gas 250 is delivered to the thermochemical converter 144 from 598 deg. -316 deg.c (1100 deg. -600 deg. F), depending on the temperature range of the duty cycle, as shown. The cooled exhaust gas passes through an exhaust duct 146. The fluid in the cooled jacket is returned to the engine through conduit 136 and circulated through appropriate cooling passages 138 and 124. Additional heat rejection circuits, including typical radiators and thermoplastic valves, may be used in series or in parallel with circuits 130 and 136.

The engine air is delivered to the three-way valve 122 and directed to the engine via line 114 and fuel injector 116. A combination of fuel injector and spark igniter as shown in fig. 2 and 3 is preferably employed.

Details of a preferred embodiment for thermochemical converter 144 are shown in fig. 5 and 6. Waste heat from the engine is recovered by passing hot exhaust gases into the inlet 210 of the tank 206. The fed storage gas delivered through the pipe 62 is heated by the heat exchange action of the hot exhaust gas. Thermochemically shifted engine fuel exits reactor 144 via conduit 164 and is preferably cooled by regenerative heat exchange with the feed stream in heat exchangers 140/142 and 132/154, as shown in FIG. 4.

Heat exchange and catalytic conversion of the feed fluid inside 206 is maintained by the flat tubular coils 208. Tubular coil 208 is preferably formed of two metals that form a surface area that provides extremely high heat transfer and maintains catalytic action on the mixture or solution of the feedstock fluid. Such an apparatus 200 for feedstock is shown in fig. 6. The strip 200 is formed with a corrugated knurled herringbone or other tortuous surface, as shown. Which is continuously bonded to panel 198 along seam 202. The patch 198 may be constructed like 200 or as a substantially smooth patch. A catalytic heat exchanger having a particularly high surface-to-volume ratio is formed by sheets 198 and 200, each of which is corrugated to form mutually adjacent chevrons in the area between seams 202 when assembled, as shown. The chevron corrugation on each sheet is opposite to the other sheet. This creates parallel internal tubular channels between each seam 202, the tortuous internal channels forcing turbulence of the reactants in all parts of the fluid traveling through the reactor and of the exhaust gases through the corrugated spaces formed between the forming or rolled layers of the assembly.

The tubular channels are multiplexed to form the desired circuit through the reactor 144. Preferably, there are various counter-flow heat exchange effects in which the coldest fluid entering the reactor absorbs heat from the coldest exhaust gas, as shown. The fluid near the reactor outlet receives heat from the hottest exhaust gas. After multiplexing to form the tubular channels, the assembly is wrapped around a tube, enclosing the assembly in an insulated box 206. In fig. 5 a spirally wound assembly is shown.

The additional heat passing through the catalytic surface is preferably used to carry out the desired reactions shown in equations 1-11. The devices shown in fig. 5 and 6 provide high thermal conductivity as well as catalytic function. The sheet material used in reactor 208 may be the typical materials listed in table 4. As shown in the table, a wide variety of alloys and surface coatings for iron, aluminum and copper based sheet structures are possible. The choice of catalyst in the catalytic heat exchanger also needs to function as an adhesive or sealant. After forming, seam welding, forming multiple conduits, and winding, the assembly may be welded or induction welded to join the inside of the flat tube and the contact areas between the layers of theflat tube. This would greatly enhance the assembly.

The selected sheet-like strip is first plated or hot dip coated to a uniform coating thickness using any suitable line technique and then roll joined or seam welded along the seam region 202. Preferably, all contact areas between the plates 198 and 200 are connected to suppress fluid-induced compressive stresses within the flat tube. It is also anticipated that a diffusion gradient of the desired catalyst will be produced by multiple plating or coating followed by heat treatment.

Although zinc and copper have been documented in the prior art as dehydrogenating various alcohols, it is important to note that the present invention utilizes catalytic zinc and copper alloys or zinc and copper coatings contained in solid solution with more or less different dehydrogenation effects on alcohols, organic solvents and water. It is believed that a series of intermediate reactions determine the overall reaction shown in equations 1-11. Intermediate reactions can be found on pages 535 to 586 of the second edition of Kirk-Othmer encyclopedia of chemical technology, useful for understanding intermediate reactions, and are incorporated herein by reference.

As indicated in Table 4, the alloy sheet materials listed have substantial ductility, allowing cold working to form turbulence-inducing features, such as corrugated or intersecting rows of projections, depending on the heat-tolerant strength of the sheet material selected at the operating temperature selected for operation. The lower sheet is sealed to the upper sheet by metallurgical bonding along 2.29mm (0.090 inch) wide seams 202 between 25.4mm (1 inch) wide channels 204. A suitable sheet stock for the strips 198 and 200 in the apparatus of figure 6 has a thickness of 0.25mm (0.010 inch) and a corrugation channel depth of 0.38 to 1.52mm (0.015-0.060 inch). This provides a very low clearance space inside the assembled reactor tape roll structure.

The inventory of engine fuel is minimized due to the low lash space in all parts of the fuel conditioning system. To further ensure safety, the pressure in lines 106, 110, 148 and 114 is monitored. If the rate of pressure change exceeds a narrow range of predetermined values, the pump 104 is stopped and the valve 170 is closed, preventing additional fuel from entering the fuel regulation system. Since the heat exchangers 130 and 144 are housed in a water cooling or heat rejection system, additional failsafe functionality is provided. If a leak occurs in heat exchanger 130 or 140, pump 104 is shut down, normally closed solenoid valve 170 is closed, and a small amount of stray fuel is contained in the water or in the drain, where it is not hazardous. At 538 c at fuel pressure of 680atm (atmospheric pressure) (1000psi at 1000F), the catalyst sheet has a yield strength of 20000psi or greater because the spiral-shaped assembly is tightly wound and bonded. Stress suppression is also facilitated by the transmission of a compressive preload from the outer vessel using the tubular structure 206 shown in fig. 5, which is preferably constructed of several rolls of thin strip material to reduce thermal losses and ensure high strength.

The coil 208 is preferably thermally isolated from the tank 206 by a heat resistant fiber sleeve 214. This causes the air-cooled cylindrical container 206, in which the tensile load is generated, to generate a pressure load on the tape roll 208. The use of an insulating sleeve creates a space for a multi-way conduit made of stainless steel tubing of 12mm Outside Diameter (OD), 2.4mm wall thickness (1/2 inch od.0.0095 inch wall thickness) which also serves to deliver engine gas to the heat exchanger portion and to the fuel injector 116. Where additional safety alarms are contemplated, it is preferable to clad the tubes 106, 110, 148 and 114 with a high strength stainless steel jacket, such as 17.7 pH. The inlet manifold and core for the spiral assembly were arranged by connecting coils of tape to 76mm diameter 4.75mm wall thickness (3 inch diameter, 0187 inch wall thickness) tubing, i.e. with a partition wall formed internally, to ensure that steam was expected to flow sequentially through a and B then C and C 'then D and D' in parallel, as shown in figure 6. The exhaust gases are passed into the reactor through connectors 210 to 212 to form a multi-pass counter-flow heat exchanger and endothermic reactor complex.

The engine coolant jacket water is 82 deg.C to 121 deg.C (180 deg.F to 250 deg.F) and may be circulated in additional sections of the heat exchanger 130 to form standard temperature engine air. In this case, the water of the cooling jacket would circulate through the heat exchanger 138 from 124 to 138, as shown in heat exchange relationship with the engine gas stream in a counter-current manner. Another way to provide the required heat exchange is to form the heat exchangers 130 and 132/154 in one assembly, with thermostatically controlled circulation of engine jacket water from inlet 124 to 138. In forming an engine from materials that allow combustion chamber wall temperatures of 260 ℃ (500 ° F) and higher, it is desirable to use split-phase heat pipe heat exchangers to ensure the standard temperature of the engine fuel. The resulting heat is transferred to the vehicle frame, and the need for concurrent heating of the air conditioner and further preheating of the water-containing fuel alcohol feedstock supply are all considered.

Pressurized engine fuel from 104 or an appropriate regulator is controlled using solenoid controlled three way valves 108 and 112. The engine fuel in the heat exchanger portion 154 is monitored for temperature and pressure conditions. If the temperature and pressure are within predetermined limits, the valve 112 is controlled to "open" allowing fuel from the heat exchanger portion 154 to flow to the fuel injector 116. Valve 112 is "closed" to flow from 154 but "open" to flow from pump 104 to ensure that the engine is started and operated by utilizing liquid fuel before the desired temperature and pressure are established in portion 154. During operation with liquid fuel, reference is made to the fuel management system labeled "A". The process of operating with gaseous engine fuel is labeled "B". The operation is electronically switched between labeled graphs a and B in accordance with the action of the solenoid valve 112.

The fuel entering the combustion chamber is ignited by a spark which passes through the alternating layers of air-fuel-air and ensures ignition regardless of the total charge of air and fuel to the combustion chamber. With the present invention, ignition is reliably achieved at an overall air to fuel ratio of 1000 to 1, just as at an air to fuel ratio of 15 to 1. The present invention provides for good fuel economy and minimal emissions by direct injection and spark ignition of liquid fuel during engine cold conditions. The present invention can then efficiently recover the waste heat of the engine by operating with a gaseous fuel that provides significantly higher energy upon combustion than the liquid fuel that is the feedstock, after reaching the specified operating temperature of the engine. The present invention takes advantage of these fuel efficiencies without sacrificing the specified power rating of the engine in terms of power to heat unit ratio. This is a very important aspect of the invention, since when considering the use of gaseous fuels, it is generally necessary to specify a greater stroke displacement of 30-150% and increase the compression ratio (than for vaporized gasoline fuel). Large engines need to be cascaded, and the cost required for putting into use comprises the following costs:

1. larger tires, shock absorbers, springs, starter motors, accumulators, alternators, auxiliary power supply devices/transmissions and brakes for larger vehicle weights in the transportation industry.

2. There is a great demand for iron, chromium, molybdenum, vanadium, manganese, nickel and petroleum reserves. More energy is required for mining, beneficiation, refining, alloying, casting, forging, machining, and manufacturing large engines. The greater demand for limited reserves of exotic materials has created higher prices per pound and forced the expansion of economic currency throughout the world.

Furthermore, the present invention overcomes the problems of flashback and stalling, wherein untimely combustion of hydrogen inside the inlet manifold of a vaporizing or multiple injection engine is addressed. This problem arises from the fact that hydrogen will support combustion over a very wide fuel to air ratio and because the combustion rate at which hydrogen combusts is extremely high. The present invention prevents flashback by eliminating the mixture of hydrogen and air prior to fuel injection inside the combustion chamber.

It is convenient to produce motor fuels from inexpensive fuel alcohols and compressed or liquefied natural gas. A longer range approach would be to use biogenic methane and wet ethanol and methanol. The present invention thermochemically processes and utilizes less crude and less expensive feedstocks than gasoline or diesel, including natural gas, crude alcohol, and crude ammonia as shown in tables 1-3. Significant improvements in range of use and thermal efficiency can be achieved with diesel and gasoline.

Such as natural gas, coal gas, acetone, methanol, ethanol, propanol, propane, butane, ammonia, and butanol are attractive alternatives to traditional petroleum fuels. Fuel alcohols and kerosene are readily produced from coal, peat, oil shale, tar sands, natural gas, solid wasteor newly grown biomass. The use of hydrogen, methane, and fuel alcohol from waste and sewage sources is convenient, and the present invention makes the petroleum to be used more valuable polymers and petrochemicals.

One recognized long-standing problem associated with biofuels is the nature of the energy density of fuel alcohol production from coal and biomass. The water present in the coal or biomass feedstock and the steam used to gasify the carbonaceous feedstock in the reaction of the feedstock require considerable energy to reach the reaction temperature of the process. After the production of a mixture of hydrogen and carbon monoxide (water gas) and the catalytic synthesis of fuel alcohols, considerable energy is often added to remove the condensed water and produce dehydrated fuel.

If the product can be utilized "wet" (130-&190-proof) rather than "dry" (200-proof), commercial production of methanol, enzyme fermentation, or dry distillation of wood and cellulose using the OXY1 (hydrocarbonoxy) process can significantly reduce the energy density the present method and apparatus facilitates the utilization of natural gas, wet fuel alcohols, water-soluble or alcohol-soluble organic compounds, and engine waste heat from the illustrative reactions shown in tables 1 and 2:

wet natural gas + waste heat to produce hydrogen and carbon monoxide

Equation 15

The reactions in equations 1-8 of table 3 involving one or more alcohols, one or more fusible organics, and water are heated by heat exchange with the exhaust gases to temperatures ranging from 107 c to 538 c, or 225F to 1000F. The hot mixture of organic compound steam and water vapor is passed over a catalyst to produce a mixture of carbon monoxide and hydrogen. Equation 9 shows how methane produced by natural gas or biomass reacts with water vapor to produce hydrogen and carbon monoxide. Equations 10 and 11 show the formation of carbon monoxide and hydrogen when a gasoline and diesel fuel blend is subjected to an endothermic reaction with an oxygen-containing liquid. The mixture of these reactions also contains a buoyancy agent for long term storage. The product in the vapor state or engine fuel is used as a stratified gaseous fuel in the combustion chamber and ignited by the spark.

Complete combustion of the engine fuel components releases potential heat, which exceeds the complete combustion release potential of the fuel feedstock by 20-40%. The increase in the potential heat energy released is due to heat exchange with the waste heat of the engine, the heat exchanged taking part in the endothermic reactions generally represented in equations 1-14 of table 3. It is also important that the selection opportunity utilizes a wet fuel that, at the initial generation, can reduce the energy density by 30-50% compared to the use of absolute alcohol, phenol or other corresponding organic compounds.

Another problem addressed by the present invention relates to the ability to obtain as much power per BTU or calorie value of heat released by the engine fuel as gasoline generates in spark ignition engines. It is generally accepted that the cylinder displacement of an engine producing unit power using gaseous fuel is much greater than that of a gasoline fueled engine. This is because the former attempts to utilize gaseous fuel, mixing the fuel with air during the induction operation. Considerable breathing (breathing) and circulation capacity has been occupied to introduce gaseous fuel into an engine. According to the invention, the full ventilation capacity of the engine is preserved for introducing excess combustion air. The Brake Mean Effective Pressure (BMEP) is higher because: more molecules do the expansion work in the combustion chamber; there is more air, more fuel can burn releasing more energy; and the piston does not need to do work (overcome the atmospheric pressure of the crankcase) compared to the multi-line vacuum.

By using water for which the wet alcohol or other composition shown in tables 2 and 3 does not meet the requirements, it is possible to provide by condensation of water vapour from the exhaust gases in the heat engine using the present invention. Approximately one gallon of water can be produced per gallon of hydrogen-containing fuel burned by the heat engine. To illustrate, the combustion in air of one mole of octane (or gasoline) thermochemically heat exchanged with 8 moles of water will produce 17 moles of water. Only 8 of 17 moles need to be recycled:

equation 16 (Engine Fuel)

Equation 17 is similar in that only one mole of water in 3 moles of water needs to be pooled when converting methane to motor fuel.

Equation 18 (Engine Fuel)

Equation 19 produces liquid water from the final condensation of the heat engine exhaust stream. Condensation of water droplets that form the exhaust stream of an automobile during cold seasons, as if a plume of water vapor, is one example of rapid condensation. Rain formation from clouds is an example of more delayed condensation where automotive emissions are added to the moisture evaporated by oceans, lakes and rivers, and the moisture given off by plant growth.

To recover nearly half of the water in the engine exhaust for heat exchange in a thermochemical process, a large portion of the exhaust steam stream must be cooled to near 200 ° F. Assuming a high daytime ambient temperature of 120F (high daytime temperature in most places is low), the temperature gradient for heat exchange of the exhaust with the atmosphere is about 80F. The heat exchange shown in figures 7 and 8 ensures extremely high surface area and turbulence during the heat exchange process to achieve the desired recovery of the condensed liquid water.

As shown in fig. 6, the flat tube heat exchangers used in 144 and 256 are self-reinforcing and are well preserved with corrosion resistant materials. This design has proven to be extremely fast in assembly. The embodiment shown in fig. 6 is therefore suitable for the high capacity requirements imposed on automotive applications.

The collection of water from the exhaust steam is preferably accomplished using the method shown in fig. 7. Exhaust gases 250 from the combustion chambers of the engine are first used to drive a suitable ventilation motor 252 which in turn drives a suitable compressor 254 to increase the air entering the combustion chambers of the engine. Exhaust gas exiting the ventilation motor 252 enters the heat exchanger 144 for heat absorption to produce engine fuel. Exhaust gases are passed by the heat exchanger 144 to the heat exchanger 256 for heat rejection to the engine fuel reactants in the fin tube spiral 258 and to the atmosphere by the heat rejection fins 260. A second compressed air motor 262, mechanically coupled to the compressed air motor 252 and the compressor 254 by means of a connecting shaft as shown, receives additional work from the expanding exhaust gases and centrifugally accelerates the condensed water to a collection cover 266 for delivery to the tank 102 via a pipe 268.

As shown, the exemplary engine fuel reactants listed in tables 1 and 2 are stored in tank 102. Pump 104 delivers the reactants to finned tube 258 in counter-flow heat exchanger 256. The reactant stream is then further heated in regenerative heat exchanger 274 while the motor fuel is cooled due to the heat exchange and the freshly supplied feedstock enters the coldest zone of thermochemical reactor 144. Injection and ignition of engine fuel within the combustion chamber is preferably accomplished using the device 40 or 40A shown in the figures. The hot exhaust 250 contains all of the water vapor produced by the combustion process. As heat is extracted, to 100% relative humidity, liquid water may be extracted using an exducer turbine 262. The exducer turbine 262 is preferably constructed of a material such as a carbon fiber reinforced liquid crystal polymer that is not eroded or washed by condensed water droplets. The turbine 252 is preferably constructed of a conventional iron-based superalloy, which is conventionally selected to be resistant to oxidation and creep in such applications. The compressor 254 is preferably made of aluminum, magnesium or a polymer compound, depending on the capacity of the engine and the desired life of the system components.

A particularly advantageous aspect of the invention is the recovery of unused energy, which is also gained when expanding the gas compared to compressing the gas. Only air is present for the largest part of the compression cycle. When near top dead center when increased pressure is desired, engine fuel is injected and combusted, much more hot expanding gases will be present than if conventional fuel is used as the single charge or if conventional fuel is injected and combusted in a stratified charge. This can be illustrated by comparing the combustion process of the present invention using methane with a motor fuel derived from methane.

(1 mol of CH)₄To produce 3 moles of expanded product) equation 20

(Engine Fuel with 20% additional energy)

(1 mol of CH)₄To yield 4 moles of expanded product) equation 21

The present invention provides a cycle with more molecules of expanded product than of compact. This results in a larger power rating for the same engine and increases the thermal efficiency of the process.

It has been envisioned that large stationary engines operating at more or less constant rotational speeds have a thermochemical reactor 144 located in front of the power turbine 252 to improve the overall thermal efficiency of the system. In automotive applications where the highest power-to-weight ratio is desired, it is contemplated that the power turbine 252 be placed in front of the thermochemical inverter 144 as shown in FIG. 7. In the event that it is not desired to add recycled water to the fuel feedstock stored in tank 102, the condensed water from 268 may be added to the container 160 as shown in FIG. 4. When the rate of water collection exceeds the expected rate of storage (as in the case of a cold season), heat dissipation by the fins 260 is reduced, thereby reducing the rate of condensation onto the collection boot 266.

In the case where it is desired to reduce the thermal signature of the heat engine, the present invention provides an exhaust gas temperature close to ambient temperature. This effect may be enhanced by the selection of the size of the output inducer turbine 262 for expanding the exhaust gas to ambient pressure. This is particularly beneficial in gas turbine engine applications.

The waste heat of the engine is regenerated to make water and hydrocarbon fuel produce carbon monoxide and hydrogen, so that the use range andthe fuel economy are improved by at least 20%. This approach virtually eliminates the emission of carbon monoxide and unburned hydrocarbons because the combustion of engine fuel is characterized by the extremely fast combustion characteristic of hydrogen, forcing carbon monoxide to complete the combustion process with excess air to produce carbon dioxide. Improving process efficiency of a conversion engine includes:

1. combustion engines produce about 20% more heat than the raw fuel.

2. The present invention reduces the radiation losses of combustion by converting a high-radiation raw fuel into a low-radiation motor fuel.

3. Engine fuel burns approximately 7.5 times faster than the feedstock. This allows the pressure rise that can be produced by the present invention to occur more rapidly and at or substantially after the top dead center condition. Both mechanical efficiency and thermal efficiency are improved.

4. The fuel of the combustion engine is in a state of locally enriching the fuel in the excess air, thereby developing the advantage of high combustion speed.

5. The invention burns the fuel of the engine under the state of locally enriching the fuel in the excess air, thereby reducing the heat conduction loss.

6. The engine fuel is combusted within the excess isolated air, ensuring a complete combustion process and eliminating unburned hydrocarbons and carbon monoxide.

7. The nitrogen oxides are greatly reduced as a result of the rapid combustion of the fuel-rich zone within the excess air envelope, at controlled fuel input rates and localized air-fuel ratios, keeping peak combustion temperatures below 4000 ° F. The combustion is controlled to limit the peak temperature to about 4000 ° F, preventing the formation of oxides of nitrogen such as NO. Burning under temperature limiting conditions according to the principle of stratified charge of overall excess air virtually eliminates the production of nitrogen oxides.

It has been found that the present invention provides significant improvements in thermal efficiency and reduction of undesirable emissions, even when only a portion of the hydrocarbon fuel is converted to hydrogen and carbon monoxide. This is particularly of practical significance where other fuels are utilized, such as methane, propane, butane and fuel alcohol. The conversion of some hydrocarbon fuels to hydrogen greatly increases the combustion speed and the complete combustion process within the combustion chamber. This provides the designer with great latitude in applying the present invention to a variety of engine capacities and applications. Heavy duty engines operating on large quantities of fuel, such as railroad traction locomotives, are provided with thermochemical converters (144) large enough to convert substantially all of the hydrocarbon fuel to carbon monoxide for maximum fuel economy. Smaller engines such as lawn mowers and motorcycles can sacrifice the economic use of some fuel potential (provided by the full conversion of hydrocarbons to hydrogen and carbon monoxide), but require the reduction of undesirable emissions.

In the event that the primary choice of fuel is satisfactorily vaporized at a certain temperature and heat input to the heat exchanger 256, it is desirable to adjust the flow rate through 144 in order to maintain optimum operating conditions. Examples of this type of fuel are methanol, ethanol, butane, gasoline, propane and methane. This is particularly true in large engines suitable for start-stop applications such as city busesIt is beneficial to the health of the patients. The three-way valve 270 provides for engine starting when fuel is directed from the heat exchanger 256 to the spark injector 40, and the valve 270 is preferablyprovided with a variable spacing to the heat exchanger 274 and a bypass circuit to the spark injector 40 as shown. This is achieved when the valve 40 is controlled by means of a digital flow controller that is variable in time. Fluid passing short time (t)₁) Through valve 270 to heat exchanger 274, but for a short time (t)₂) Through valve 270. t is t₁Ranges from about 30 milliseconds to full operating time. t is t₂Ranges from about 30 milliseconds to full operating time. Ratio t₁/t₂The ratio of engine fuel to unconverted reactants is controlled. Ratio t₁/t₂May be adjusted based on the temperature of thermochemical converter 144 or based on other optimization rules.

After reaching the minimum threshold temperature at 144, it is generally desirable to establish at least 4% of the bypass flow t every 600 milliseconds of operating time₂To induce turbulence in the channel at 144. After the minimum threshold temperature is exceeded in the changer 144, the flow of the reactants through the changer 144 is preferably controlled in terms of overall time. Adjusting the flow to 144 allows for maximum reactant conversion to engine fuel to be achieved during the engine's duty cycle.

The static mixer 272 ensures that the engine fuel from 144 is uniformly mixed with the reactant vapor bypassing the valve 270. The accumulator 296 is regulated by the valve 270 to ensure that the fluid pressure levels off, as engine operating conditions change, due to state transients. In the event that an output guide prime mover is not required to drive the effluent, an electric motor 292 is preferably used to drive the water output guide 290, as shown in FIG. 8. Hydrocarbon fuel is added at 266 and mixed with the condensed water at 102. The pump 104 pressurizes the liquid feedstock stored in the tank 102 and delivers it to the heat exchanger plate tube 258. Counter-flow heat exchanger 274 extracts heat from the engine fuel produced in 144. The heat exchanger 276 may be used to bring the engine fuel to a standard temperature by exchanging heat with the temperature regulating engine coolant.

Stratified fuel ignition and combustion under locally enriched fuel conditions with excess air envelope surprisingly increases the rate of combustion over combustion relying on single charge conditions and reduces nitrogen oxides. Flame combustion is characterized by the typical transparent burning of hydrogen rather than the gasoline or diesel flame combustion conditions. Radiation losses are minimized. The heat conduction loss is minimized. Resulting in increased thermal efficiency over the energy provided by the endothermic conversion of the raw fuel to motor fuel. Fuel economy is achieved by direct injection and spark ignition and reduced emissions during cold engine operation as compared to conventional operating conditions. Later, the present invention achieves efficient recovery of engine waste heat by controlling engine fuel, which generates significantly more energy than the combustion of liquid fuel feedstock, after a specified operating temperature of the engine is reached. The present invention has the advantage of making these fuels highly efficient without sacrificing the specified power rating of the engine in the specific heat generation power comparison, and is applicable to gas turbines, rotary internal combustion and piston engines with 2 and 4 stroke configurations.

A suitable polymer tube 61, such as the teflon tube shown in fig. 2, allows the polymer insulator 64 shown in fig. 9 to transmit large forces from the hole 61 as a result of a pressure differential between the ambient pressure inside the hole 61 and outside the wall 76 of the tube 44. The radial force transmitted by the insulator 64 to the wall 76 can be handled by equal and opposite forces generated by the resiliently deformedsteel tubular wall 76 of the containment assembly as shown.

Eliminating the ceramic tube 61 also allows the polymer insulator 64 to transfer a large force to the valve seat 54 as a result of the pressure differential acting between the combustion chamber and the valve seat 54 outside of the insulator 72. By incorporating a force or "pressure" sensor 63 between the valve seat 54 and the polymer insulator 64, fuel injection and other activities while the engine is running can be measured. This aspect of the invention is illustrated in fig. 9. Pressure sensors which are particularly common for this purpose are strain gauges and piezometers, the latter containing piezoelectric ceramics, such as quartz and barium titanate, and polymers, such as polyvinyl fluoride (PVDF). The O-ring in the valve seat 54 may be constructed of a material capable of functioning as a seal and a pressure sensor. The voltage generated by the deformation of the material can be monitored to determine the pressure of the fluid in the conduit en route from the valve seat 54 to the nozzle 70. The axial force created by the pressure change within the combustion chamber is also detected by piezoelectric O-ring 62A in valve seat 54.

By masking the O-ring 62A on its surface and using a conductive ink to form a coating or plating NiCu electrode pattern, the voltage signal can be taken out of the assembly using an appropriate cable connected to an external controller. The electrode pattern can be designed to monitor primarily the fuel pressure signal or to emphasize the signal monitoring the combustion chamber pressure, or can be designed to monitor primarily both pressures.

To monitor the fuel pressure signal, it is preferable to have a metallized electrode at the largest or outer diameter around the O-ring and another opposing electrode at the smallest or inner diameter. The piezoelectric force signal extracted by the outerelectrode is sent to a controller outside the fuel injector 40. The valve seat 54 is preferably made of a suitable insulating material, such as sintered alumina or other ceramic material, although powder coated and sintered insulating materials, such as perfluoroalkoxy polymers, have been used to coat the metal seat to substantially electrically isolate the resulting insulating coating from the pressure sensor signal.

In the event that it is desired to monitor combustion chamber pressure with emphasis, it is desirable to mask the O-ring in order to attach the opposing electrode to the region in contact with the surface of the insulator 64 and the parallel surface in the O-ring groove in the valve seat 54. This configuration is intended to generate a voltage between the electrodes to monitor the axial force due to the combustion chamber pressure.

Another electrode pattern was formed by attaching the electrode approximately halfway between the two positions, which was found to be the best for monitoring fuel pressure and combustion chamber pressure. The signal thus provided is essentially used to monitor the fuel injection and the process in the combustion chamber.

Such piezoelectric materials (PVDF) are also available in various thicknesses and diameters from Pennualt Corporation Valley force, PA 19842. It has been found that a PVDF disc 63, having an outer diameter sized to be the bore of the housing 44 at the location of the valve seat 54 and an inner bore of the O-ring seal, and having a disc thickness of about 50 microns as shown, can function well as a fuel pressure and combustion chamber monitor. The electrodes are preferably attached to the surfaces in contact with the valve seat 54 and the insulator 64.

In the case of a piezoelectric disc 63, the material from which the insulator 64 is made is preferably chosen so that the forces generated by thefuel pressure can generate sufficient poisson displacement, and create significant axial forces and piezoelectric signals on the sensor disc 63. In this case, it is preferable to select a material having a relatively low modulus of elasticity such as tetrafluoroethylene unfilled with ethylene rather than a hard material such as polyphenylene sulfide filled with glass.

Another suitable shape for the piezoelectric sensor is a right circular cylinder, as indicated at positions 65, 67 or 69 shown in fig. 9. The dimensions of the cylindrical piezoelectric sensor that can be used are: 6.35 to 25.4mm (0.25 "to 1.00" in) outer diameter, 0.51 to 1.27mm (0.02 "to 0.05") nominal wall thickness, and cylinders up to 300mm or 12 "long. Such devices may be specifically ordered from Atochem Sensors, p.o.box799, Valley Forge, pa.19482. Both the pressure delivered by the fuel through the tubular space 61 and the combustion chamber pressure cycle cause the piezoelectric 65, 67 or 69 to generate an electrical signal. The pressure rise and fall in the combustion chamber is transmitted through the component assemblies 55, 70, 72 and 64, thereby generating piezoelectric signals at the sensors 62A, 63, 65, 67 and 69. This enables the combustion chamber to be monitored to determine operating conditions such as input, compression, power generation, and emissions. The tendency to approach the top dead center and the piston speed is determined in accordance with the detection results of the fuel injection and ignition characteristics, so that the fuel injection and the spark ignition can be quickly optimized. This specific approach to pressure measurement and determination of piston velocity, fuel injection, ignition and combustion results in faster and more comprehensive control and optimization of engine operation than conventional measurement and control approaches.

In operation, the force sensor 63, force sensing O-ring 62 or sensors such as 65 are monitored by connecting their electrodes to appropriate circuitry to measure the piezoelectric signal. Other suitable pressure sensors for determining the condition of the combustion chamber formed by the combination of the fuel injector and spark ignition device shown in fig. 9 include:

1. an optical fiber device in which an interferometric cavity resonator is located between the end face of an optical fiber and a thin reflective silicon substrate chip. The chip acts as a diaphragm, deflecting due to differential pressure or movement of surrounding material or deforming due to pressure within the fuel conduit and pressure within the combustion chamber. This deflection of the diaphragm changes the depth of the cavity as a function of the diaphragm radius and modulates the overall spectral reflection of the light associated with pressure. The optical fiber measuring instrument can detect one of four basic variables of strength, frequency, phase and polarization so as to detect pressure. Briefly, intensity modulation is described, wherein the total intensity of reflected light is representative of the pressure in the fuel rail and combustion chamber. One suitable source of such devices is fiber optical Sensor Technologies of Ann arbor, Michigan.

2. The polysilicon piezoelectric metrology element is bonded by chemical vapor deposition or molecular bonding to a temperature-matched substrate, such as the tube 60 of FIG. 2, or to the surface of the pedestal 54. Such devices are available from Rosemount, inc.

3. Capacitive sensors with bidirectional emitters, using fiber optic, smart or field bus communications. All types of sensors employ micro-capacitive silicon sensors. These devices are available from Fuji Instruments, ltd. Referring to fig. 9, reference numeral 55 denotes a fiber coupling structure.

4. Ceramic diaphragm, which can be used in a capacitive pressure sensor. Pressure sensors of this type are suitable and are commercially available from Enaddress + Hauser Instruments of Greenwood, Indiana.

5. Tuning the tuning fork gauge to determine pressure in accordance with the frequency change, the pressure sensor being adapted to measure the natural frequency of the piezoelectric element. It is commercially available from Yokogawa corporation of america in newman.

6. An optical fiber device in which the intensity of reflected light is adjusted by a pressure deformable metallized mirror. The ends of the optical fibers are fitted with a diaphragm having a reflective surface that acts as a variable reflector. The diaphragm deflects due to pressure differences or movement of surrounding material, which deforms due to the pressure inside the fuel conduit and due to the pressure inside the combustion chamber. This deflection of the diaphragm varies the amount of reflected light as a function of diaphragm radius and modulates the reflection of the entire spectrum of pressure-dependent light.

In operation, the sensor 63 generates a signal based on the pressure increase inside the bore 61 as fuel is channeled to the combustion chamber. Detecting and determining the characteristics of the fuel flow is an important diagnostic step in order to ensure that the fuel is delivered to the combustion chamber with precise timing and that the engine is controlled in an optimal manner. The operation of the combustion chamber, including input, compression, stratified charge, ignition, combustion, and expansion, is monitored by one or more pressure sensors 62A, 63, and 65. Certain engines are preferably controlled using basic operating condition approach schemes such as neural Group Selection as disclosed by wade o.troxell in Manufacturing International' 90.Atlanta 1990.3, "a robust Assembly Description Language Description front task. And "Programming cosmetic assembly in term of task-accessing behavial modules" (programmable robotic devices operating in the behavioral patterns required to complete the task) disclosed by Tim Smithers and Chris Malcolm in DAIReserch Paper No. 417, Edinburgh University, Department of intellectual interest, 1989; and by d.b. Killelson, m.j.pipbo, and j.l.franklin in SAE paper 892142in SP-798Gaseous Fuels: technology and Emission Society of Automotive Engineers, 1989, "dynamic Qptimization of Spark Advance and Air-Fuel Ratio for a Natural gas Engine" (a dynamic optimization problem for Spark Advance and Air-Fuel Ratio of Natural gas engines). These references are incorporated herein by reference. Driving mowers, motorcycles, and hand tools that change speed and load quickly are the best examples for dynamic optimization.

The present invention is also advantageous in combination with more conventional adaptive control techniques by providing a rapid analysis of operating conditions and trends. This fuel injection and combustion chamber information provides a more direct and more immediate picture of engine operating conditions than previous instruments. Using various immediate information, extremely fast adaptive control optimization can be achieved for fuel injection and ignition parameters such as input timing, pressure and penetration. These parameters can be managed by the engine controller, which can produce high combustion efficiency and minimal nitrogen oxides by using plasma ignition of the incoming fuel in a fuel rich mixture followed by complete combustion in a state of far excess air, thereby reducing peak combustion temperatures, reducing nitrogen oxides, and faster complete combustion leading to complete oxidation of the products of combustion. In the case of engines that have long running periods of time with relatively slow changes in load and speed conditions, the application of the present invention preferably incorporates adaptive control techniques. Examples are tractor locomotives, barges and airplanes, where the engine operating load conditions change quite slowly, where two or more engines may be connected to the same load and require speed matching. The fuel flow is compared to the fuel flow to cause combustion changes in the other combustion chambers to produce maximum effective mean brake pressure with minimum fuel consumption and minimum polluting emissions. In addition to achieving optimization, the present invention provides extremely fast fail safe monitoring to prevent engine damage due to stuck open fuel control valves. For example, if the valve 48 or 82 is stuck in an open position, the fuel pressure inconsistency at 61 is immediately detected and an abnormal condition is identified, such as shutting off the fuel supply or beginning to reduce the pressure using the controller 370 in the short time required by conventional control systems as shown in FIG. 10. Excessive fuel flow may be detected before other conventional instrumentation can detect a change in crankshaft speed, which is a very important safety precaution.

In conventional control systems for electronic fuel injection, a stuck open fuel control valve in a multi-cylinder engine is not detected at least until the crankshaft and camshaft change speeds, perhaps many revolutions, before detection. In the present invention, the fuel pressure is detected as abnormal at the beginning, and the controller can determine the optimal action program to complete the expected operation of the operating mechanism, thereby realizing the safest performance. Corrective action is performed in the next combustion chamber in preparation for fuel injection, ignition, and power generation.

The present invention also enables determination of operating conditions that are inconsistent, such as low oil pressure. Partial clogging of the individual fuel filters for each device 40 can be compensated for by extending the fuel flow time in the combustion chambers. This aspect of the invention enables local performance of the system to be compensated or corrected for, as early as before engine performance changes are detected using conventional methods. By directly injecting fuel into the combustion chamber, corrective operating conditions, maintaining desired engine speed and torque production can be achieved much faster than with previous fuel management methods in which a homogeneous air/fuel mixture is prepared in the input system of the engine.

As shown in fig. 7 and 8, water is recovered from the exhaust stream of an internal combustion engine. And water can be electrolyzed to produce hydrogen. Any suitable electrolysis device may be used, including those capable of producing a mixture of hydrogen and oxygen. A brief introduction to electrolysis techniques can be found in the following articles: for reference, the "medium temperature steam electrolysis" is described by M.Schrir, G.Lucier, J.a.Ferrante, and R.a.Huggins in int.JHydrogen Energy, Vol.16, No6, pp 373-378, 1991. In "SPE Regenerative Fuel Cells for space and Marine Applications" written by j.f. mcelroy, pp282-285, FuelCell minor 1990.11, an electrolyzer is disclosed that utilizes as much of the energy emitted as possible in turbo charging (turbo charging) the electrolyzer for motor vehicles that require peak engine performance parameters. The arrangement shown in figure 10 is preferably employed to reduce the need for electrical energy by recovering waste heat.

The production of nitrogen oxides can be substantially reduced using the instrumentation and adaptive control system shown in fig. 9 and 10 for monitoring rapid combustion in the fuel rich zone within the excess air envelope under conditions that control the fuel input rate and the zone air-fuel ratio that peak combustion temperature is 4000 ° F below. Controlling the fueling rate and ignition timing may limit peak temperatures to 4000 ° F and prevent the generation of oxides of nitrogen, such as NO. The present invention enables the combustion pressure rise characteristic detected by the sensor 62A, 63 or 65 to be correlated to the peak temperature measurement by means of a suitable light conduit 55, which light conduit 55 transmits the light radiation of the combustion chamber to the light detector 53. As shown, a light-conducting material, such as quartz, glass or sapphire, in the form of a fiber or coaxial sleeve 55, transmits light emitted by combustion to a light sensor 53 for monitoring combustion as a function of fuel properties, delivery pressure, fuel delivery rate, injection time and ignition time. This information may be used as a separate control parameter or in combination with other sensors previously described including 62, 63, 65, 67 and 69.

Combustion temperatures in excess of 4000 ° F can be prevented by controller 370 as shown in fig. 10 using feedback from one or more sensors 62, 65, 53 and/or 55 in the arrangement of fig. 9. In high output engines, the operating parameters of each selected fuel in a particular engine are adequately measured, using a dynamometer to test the power and emissions characteristics and the development of a safety envelope including the operating parameters fed back by 62A, 63 or 65, which are compared to values retrieved from memory in the electronic controller according to a map previously referred to as map a, map B, etc. Combustion according to the principle of overall air excess stratification dosing at defined temperature conditions virtually eliminates the formation of nitrogen oxides. The engine using the present invention can be optimized to minimize nitrogen oxides while achieving the best economy. Adjusting the fuel injection start time, fuel flow rate, ignition timing relative to fuel combustion characteristics, compression ratio, combustion chamber geometry and size enables the production of optimal results, such as minimum oxides of nitrogen, maximum power, maximum fuel economy, and minimum operating noise. The resulting combustion temperature, piston speed, pressure rise, and the presence of nox feedback in the exhaust enable adaptive control, allowing precise control of the engine.

Suitable photosensors 53 for detecting combustion chamber temperature include light-driven semiconductor devices such as photodiodes, phototransistors and photoresistors. Preferably, these devices are connected to the combustion chamber via light pipes. It has been found to be convenient to position these devices 53 at the focal point of a frusto-conical light-transmissive insulating sleeve 55 located inside an insulating protector 64, as shown in figure 9. The light-conducting sleeve 55 extends into the combustion chamber, as shown, to collect light for the sensor 53. Preferably, the light guide sleeve 55 is made of a suitable high temperature material such as glass, quartz or sapphire. The signal generated by the combustion chamber 53 is preferably provided to the controller 370 by means of an internal connection 52A via a slot in the insulator 64 similar to that shown at 50, suitable connections 52A and 52 being similar to those shown in fig. 2 and 9. Meter connector slots such as 50A, 50B, 50C (similar to 50 and 50A but not shown) are used to transmit measurement signals from 53, 62A, 63, 65 and 67, and are preferably configured at appropriate heights and circumferential rotational positions between 50 and 66 as needed to facilitate connection of the connection leads to the controller 370.

In many motor vehicles, the emission of smoke is undesirable at start-up or in the cold engine state, which is about 50%. Hydrogen can be generated by electrolysis or thermochemical regeneration and stored for use in cold start conditions to prevent contamination. The waste heat generated by an internal combustion engine typically exceeds the energy converted to shaft work. This wasteheat can be used in endothermic electrolysis or endothermic thermochemical reactions or endothermic electrochemical reactions to reduce the need for electrical energy during electrolysis. Thus, electrolysis of the various mixture materials shown in Table 3, such as water and ammonia, is shown to be an endothermic electrochemical reaction. FIG. 10 shows an apparatus for high temperature electrolysis. In remote locations, particularly where there is a shortage of water, or for convenience of driving anywhere or in the climate, it is desirable to utilize water produced by electrolysis, thermochemical, electrochemical reactions, which is recovered from the exhaust stream of a combustion engine using an apparatus such as that shown in figures 7 and 8.

In operation of the arrangement of fig. 10, a combustion engine 300, generally represented by a piston engine, is operated from a source of air input by a compressor 302. Following combustion, the exhaust gases travel to a cylindrical electrolyzer 304 for heating the electrolyzer. Water from a suitable source is added to the electrolysis cell 304 after heat exchange with the warmed hydrogen and oxygen from the electrolysis cell 304 in 306.

Electrolysis is performed in 304 by applying a current to concentric right cylindrical electrodes 308 and 312. A semipermeable membrane cup 310 separates concentric chambers containing cylindrical electrodes 308 and 312 within. Eutectic NaOH and KOH salts provide the electrolyte to the innermost cell where water is added from tube 360 to conduit 364 and where the concentric oxygen electrode 312 is located. However the same electrolyte may be used in the outer cell, with lithium hydride, potassium chloride, sodium chloride and lithium chloride forming a suitable eutectic salt electrolyte for the surrounding cell, with the concentric hydrogen electrode 308 located within the cell. To operate the electrolyzer, temperatures above 177 ℃ or 350 ° F (or maximum dischargetemperature) are suitable. Suitable electrode materials for water are type 302 stainless steel for 312, and a nickel shield for electrode 308. The membrane 310 may be made of any suitable proton or hydrogen ion permeable material, including materials designated for electrodialysis, for example based on inorganic materials such as ceramics or metals, which are resistant to oxidation and hydrogen embrittlement. A silver palladium membrane is preferably used which serves as a common negative electrode for both electrodes 312 and 308, in which case a long lifetime is necessary. For automotive applications, palladium-coated iron-nickel and iron-manganese alloys, such as austenitic steels, are sufficient.

A positive voltage is applied to each electrode 308 and 312 through tabs 320 and 316 as shown. A negative voltage is applied to tab 318. Preferably, several electrolyzers are used, either in series as a unit as shown or assembled in series with concentric electrodes to provide full load for higher voltage systems such as 12-240 volt systems. Each electrolysis cell needs to be about 1.1 to 1.5 volts, depending on the operating temperature.

The electrical power required for operation of the electrolysis device 304 may be generated by one or more on-board generators 380 connected to 318 via typical outputs 319, 319A, 319B etc. or may be from a rectified unified network power supply (not shown) for use when the vehicle is parked at a facility for charging. Preferably, the electrical power generated by the "brake" generator 380 is utilized during deceleration of the vehicle. For example, a convertible diesel electric traction locomotive may utilize the braking action of a wheel drive mechanism to deliver electric power to the electrolysis device 304 to recover braking energy. When deceleration is desired, regenerative braking is employed and the electricity generated by these generators is used in the electrolysis device 304. Thisallows kinetic energy of the vehicle to be recovered in the form of chemical potential of the engine fuel for use when propulsion power is required. In addition to the forms employed by rail-bound traction trains, generators suitable for this purpose include standard engine-driven alternators, driveline generators, and dedicated motor/generators mounted on the wheels of the motor vehicle. When the battery is properly charged, the output of a standard or auxiliary vehicle generator is preferably applied to electrolyzer 304 by controller 370 when the brake plate is activated. Thus, by recovering braking energy for the engine fuel, vehicle efficiency and performance are improved.

In automotive applications, it is often desirable to retrofit the engine in a motor vehicle, typically depending on the vacuum assist subsystem used, such as wheel or driveline brakes, windshield wipers, and numerous other devices. However, this can cause problems with the input of unthrottled air as the preferred way of working, since the input system no longer creates a vacuum. Preferably, the operator 348 controls the air valve 350 to create a vacuum on line 356 during brake application to assist in activating the vacuum reflecting auxiliary device 358, as shown. Monitoring the pressure build-up in the reservoir 354 with a suitable pressure sensor 355 enables the controller 370 to determine the frequency and extent of use of the valve 350 as required to maintain a desired pressure differential for the manner of actuation performed at any time. Check valve 357 maintains the accumulated vacuum as shown.

For example, if a vacuum assisted windshield wiper is used, controller 370 maintains the desired vacuum at 354 by restricting air to engine through-flow valve 350 more frequently or to a greater extent. It is the preferred time to use the valve 350 during a stop or deceleration of the vehicle. However, controller 370 will ensure the use of valve 350 when maintaining safe driving conditions in accordance with the optimal parameters set forth for control 40 as required by engine power, emissions, and fuel economy. The normally closed emergency discharge valve 359, when needed, unloads the compressor 302 until more efficient operation resumes. In order for fuel to be injected directly into the combustion chamber when fuel pressure is insufficient, such as when fuel storage is depleted or the fuel pressurization system fails, it is preferable to actuate the valve 350 to reduce air intake to the engine, reducing compression pressure; if this does not yet allow the engine to operate satisfactorily, fuel is delivered to the combustion chamber during the input state. In many engines, the fuel input during the input state may continuously operate the valve 350 in proportion to the amount of fuel delivered to produce a more or less single air-fuel mixture until the fuel pressure returns sufficiently to enter a better operating state according to the stratified charge.

The hot hydrogen and oxygen output by the electrolyzer 304 is cooled by preheating the incoming water in the heat exchanger assembly 306. Preferably, the electrolyzer 304 is insulated with high temperature asbestos or similar material to maintain the stored electrolyte in a molten state for several hours after engine shut down. This ensures that the waste heat is recovered as chemical potential by electrolysis at high temperatures. The hydrogen is stored under pressure in a pressure storage vessel 314.

The hydrogen storage pressure is determined by the pressure maintained by pump 346. The pressure on both sides of the diaphragm 310 is equalized at a typical storage pressure of about 140 atmospheres. Regulation of the hydrogen pressure relative to the spark injector 40 is preferably accomplished by a solenoid controlled valve 322 that opens when the pressure is below a set point and closes when the pressure reaches the set point. Other conventional pressure regulators may be used in series if desired, but preferably at least one failsafe regulator 322 is utilized. The pressure regulator 322 is preferably positioned within the storage vessel 314, as shown, so that it is not impacted and damaged, does not damage the storage vessel 314, and remains failsafe in the event of an impact. If the vehicle is impacted, the air bag or seat belt will act to return the failsafe valve 322 to a normally closed condition. The restoration of the pressure regulation needs to be operated by the operator on the basis of a signal representative of the continuous safe delivery of fuel to the spark injector. A suitable operation is to reset a switch.

The use of off-peak electricity to produce clean-going hydrogen fuel is a particularly suitable way for existing power generation capacity, helping to solve air pollution problems. For one device of the present invention, off-peak wind, wave, waterfall and other forms of reusable electricity are particularly desirable, as when the vehicle is parked, the vehicle is initially prepared for daily use of hydrogen. The parked car is connected to the power source either manually or automatically using appropriate contact wires or inductive coupling. The electrolyzer 304 may be heated by either alternating or direct current applied to the electrodes 316/318 and 320/318 to provide an appropriate temperature rise.

After the desired temperature is reached, a direct current is applied between electrodes 308 and 312 (positive) and 310 (negative). The pump 346 is activated to provide fluid to the central chamber 304 via the tube 364. Pump 346 delivers fluid from 331 to thermal expanders 306 through 364 and maintains pressure equalization across diaphragm 310 at the instantaneous hydrogen storage pressure. The normally open solenoid valve 362 is actuated to a closed position and, in coordination with the pressure regulator valve 322, immediately opens to maintain instantaneous hydrogen storage pressure equilibrium by bleeding oxygen to the inlet of the engine. It is preferred that normally aspirated engines place this oxygen in the inlet as close to the combustion chamber as possible. It is preferable to park the vehicle at 304 to the upper temperature limit so that when the vehicle is brought into operation, the energy of the parking can be converted to store hydrogen. By programming the hydrogen charging system of the parked motor vehicle, the following effects can be achieved: the charging of the hydrogen storage vessel to within about 10% of the maximum storage pressure upon vehicle shutdown takes advantage of the heat generation benefits accumulated at 304. One suitable programmable timer is Grainger Stock No 685. Near the expected end of the programmed rest time, the electrolyzer is reheated and the vessel is charged to the specified pressure in order to at least prepare the engine for starting and warming with hydrogen before introducing the carbon-containing fuel. This reduces undesirable emissions by up to 50%. Many drivers should operate their vehicles with hydrogen rather than fossil fuels when the traffic signal is stop and start. This mode of operation reduces the undesirable emissions by almost 50%. The combustion engine is preferably operated using a dedicated water condensing turbocharger as shown, consisting of a compressor 302, a drive shaft 324, a turbo-prime mover (turbo-motor), a guide vane (starter) 328, and a turbo-prime mover (turbo-motor) 330. The condensed water collects in centrifuge 332 and is transferred to container 331 as shown. The vented gases follow a helical path, as shown (at sections 334, 336, 338, 340, and 342), around the electrolyzer 304. This provides heat to the electrolyzer 304 and helps to keep the electrolyzer 304 warm. A final insulation layer (not shown) is located on the outside of the module for insulation. Preferably, a vacuum jacket insulation system is utilized, such as an oldfashioned thermos bottle. The vented gases pass through 376 to atmosphere as shown. It is contemplated that in some applications, the devices shown in fig. 9 and 10 will be used in conjunction with the devices shown in fig. 7 or 8. The present invention contributes to virtually any fuel by increasing combustion efficiency. The arrangement of FIGS. 2-10 can be used alone or in conjunction with standard fuel metering equipment, such as diesel injectors, carburetors, throttle injectors, and a throttle port injector 390 from fuel line 392. In this example, it is generally desirable to operate in a "lean" condition, which is weak for spark ignition.

While it is generally preferred to combust all of the fuels on a hierarchical basis, it has been found that the use of hydrogen produced by the apparatus of fig. 4-10 and delivered by the apparatus of fig. 9 surprisingly improves the combustion efficiency and power ratings of the more inert conventional hydrocarbon fuels delivered by conventional systems. This method is characterized in that the combustion of the more inert conventional fuel using the ignition effect of hydrogen even requires only 2% or less of the heat transferred by the hydrogen. The use of hydrogen to promote combustion of hydrocarbon fuels makes the combustion of the fuel weaker than with conventional spark plug solutions and increases the rate of the molecular cracking process (where large hydrocarbon molecules are separated into smaller fractions). The accelerated generation of smaller molecular fractions facilitates an increase in the surface-to-volume ratio and thus exposure to oxygen to achieve a complete combustion process. Similar improvements to the methane-hydrogen mixture represented in table 1 are possible because hydrogen can be used to stimulate combustion of other hydrocarbons such as methanol, ethanol, gasoline, and diesel. This is particularly advantageous in lean conditions. It is desirable to utilize 100% hydrogen on cold start, idling and in polluted cities, and to use engine fuel or hydrogen-assisted pressurized fossil fuels to a greater extent if desired.

Combustion of hydrogen in excess air produces steam and very limited NO_XDepending on the optimization objective of the controller 370 to control the peak temperature of combustion. When hydrogen is used to replace almost any part of gasoline or diesel, it is advantageous to reduce the emission of NO_X，CO₂，CO，HC_XAnd SO₂And various particles. Tables 1 and 2 show a comparison of the emissions from a vehicle using the present invention with various percentage values of hydrogen or other fuels. It shows that relatively small amounts of hydrogen can surprisingly reduce the pollution of the soilGas emissions and achieve strict exhaust emission limits. As shown in table 1, the requirement for extremely clean emissions can be met by increasing the percentage of hydrogen or motor fuel.The use of hydrogen as a cold start and driving fuel for ubiquitous methane, natural gas and channel gas is encouraging. For use in the cogeneration and transportation industries, the process of pooling reusable hydrogen and methane by landfill and sewage treatment plants can replace conventional waste landfill disposal that releases large amounts of harmful greenhouse gases such as methane and carbon dioxide. The environmentally polluting and costly disposal of waste refuse can become a beneficiary center since the reusable hydrogen and methane are burned cleanly and are pooled and marketed for use as replacements for diesel and gasoline.

It will thus be appreciated that the objects of the invention have been fully and effectively accomplished. It should be understood, however, that the foregoing specific preferred embodiments have been shown and described in order to illustrate the functional and structural principles of the present invention and that changes may be made therein without departing from such principles. Accordingly, this invention includes all modifications encompassed within the spirit and scope of the following claims.Table 1 emissions test profile

Testing or calibrating	Emissions, grams/mile (mile)*
					RHC1	CO	NOX
5% hydrogen, 95% methane2	0.06	1.6	0.38
				50% hydrogen, 50% methane2	0.03	0.4	0.23
100% hydrogen2	0.0	0.0	0.18
				California TLEV3	0.125	3.4	0.4
California LEV4	0.075	3.4	0.2
				California ULEV5	0.040	1.7	0.2

And (4) supplementary notes: 1 RHC ═ reacted hydrocarbons

2% Hydrogen injected by spark injector 40

3 translational low emission motor vehicle (CARB)

4 Low emission motor vehicle (CARB)

5 ultra-low emission motor vehicle (CARB)

^*CARB California atmospheric resources office

^*Table 2 below at atmospheric pressure: fuel combustion characteristics

Fuel	Under the combustion Limit value	On burning Limit value	Low heat release (BTU/Ib)	High heat release (BUT/Ib)	Air-fuel Material ratio	Rate of combustion (Ft/Sec.)
							Hydrogen	4％VOL	75％VO L	51,593	61,031	34.5LBS/ LB	30,200
Oxidation of carbon monoxide Carbon (C)	12	74.2	4,347	4,347	2.85
							Methane	5.3	15	21,518	23,890	17.21	4,025
Ethane (III)	3	12.5	20,432	22,100	16.14	4,040
							Propane	2.1	9.4	19,944	21,670	15.65	4,050
Butane	1.8	8.4	19,679	21,316	15.44	4,060
							Benzene and its derivatives	1.4	7.1	17,466	18,188	13.26	4,150
Methanol	6.7	36.5	7,658	9,758	6.46	3,900

Ethanol	3.2	19	9,620	12,770	8.99	4,030
							Octane			19,029	20,529	15.11	4,280
Hexane (C)	1.18	7.4				4,200
							Gasoline (gasoline)	1.0	7.6	18,900	20,380	14.9	4,010

Table 3: engine fuel generation

Reactants	Raw materials	Engine fuel
				Methanol-ethanol	CH3OH+C2H5O H+H2O→	3CO+6H2	Equation 1[1]
Methanol-allyl alcohol	CH3OH+C3H5O H+2H2O→	4CO+7H2	Equation 2
				Methanol-propanol	CH3OH+C3H7O H+2H2O→	4CO+8H2	Equation 3
Methanol-butanol	CH3OH+C4H9O H+3H2O→	5CO+10H2	Equation 4
				Ethanol-pentanol	C2H5OH+C5H11 OH+5H2O→	7CO+14H2	Equation 5
Methanol-phenol[2]	CH3OH+C6H6O +5H2O→	7CO+10H2	Equation 6
				144 standard unit B Alcohol(s)	C2H5OH+H2O →	2CO+4H2	Equation 7
"Black" methanol (130) Standard unit)	C+H2O+CH3OH →	2CO+3H2	Equation 8
				Methane-water vapour	CH4+H2O→	CO+3H2	Equation 9
Gasoline wet methanol[3]	C8H18+CH3OH +8H2O→	9CO+19H2	Equation 10
				Dissel wet methanol	C9H20+CH3OH +9H2O	10CO+21H2	Equation 11
Cyanoacetic acid[4]	C3H3NO2+H2O →	3CO+2.5H2+.5N 2	Equation 12

Ammonia	2NH3→	N2+3H2	Equation 13
				Ammonium hydroxide[5]	2NH4OH→	N2+3H2+2H2O	Equation 14

And (4) supplementary notes: 1. equation 1 shows that depending on the dry distillation of lignocellulosic material and the fermentation of starch, a greater yield of biomass alcohol, such as methanol, can be utilized. Considerable water remains in the crude alcohol to reduce refining costs

2 are typical for a variety of compounds in the partial refining of biofuels and coal tar fuels.

3 "gasoline" is typical for a mixture of various components such as undecane, decane, nonane, octane, heptane, hexane, pentane, benzene, toluene, and (sometimes) fuel alcohol.

4 pairs of a wide variety of cyanocarbon compounds and cyano-organic compounds are typical.

5 is typical for various ammonia compounds.TABLE 4 catalytic Material System

Metal base Bulk material	Catalytic material	Ag*	Cu*	Zn*	Sn*	Si*	Mg*	Cd*	Al*	T.S. PSI	Y.S. PSI	ELG.％	Melt °F
														-	Alloy sheet	-	95％	5％	-		-	-	-	30000	10000	40
-	Alloy sheet	-	80％	20％	-	-	-	-	-	38000	12000	52
														-	Alloy sheet	-	70％	30％	-	-	-	-	-	40000	11000	85
-	Alloy sheet	-	70％	28％	2％	-	-	-	-	53000	22000	63
														-	Alloy sheet	-	60％	35％	1％	1％	-	-	3％	58000	25000	45
Fe*2	Hot dip coating	-	57％	42％	1％	-	-	-	-	-	-	-	1640
														Cu*3	Hot dip coating	45％	15％	16％	-	-	-	24％	-	-	-	-	1135
Al*4	Hot dip coating		3％	6％	-	5％	60％	-	25％	-	-	-	940
														Fe	Hot dip coating	7％	48％	38％	1％	1％	1％	2％	2％				1485
Fe*1	Hot dip coating	10％	60％	25％									1205
														Fe	Hot dip coating		22％	48％		1％		2％	2％				1120

And (4) supplementary notes:^*component of catalyst¹Adding 5% of phosphorus²Low alloy and stainless steel³Including brass, bronze and monel⁴Hot dip coating of Al alloys may require an inert, vacuum, or hydrogen furnace atmosphere.

Claims (23)

1. An apparatus for supplying engine fuel to a combustion chamber of a combustion engine, comprising: a swirl inducing tubular conduit adapted to be positioned for heating in counterflow heat exchange with waste heat generated by said engine; a means for providing a hydrogen-containing raw fuel stream to said conduit to produce a free hydrogen-containing motor fuel; an apparatus for injecting said engine fuel stream into said combustion chamber, said apparatus comprising: an ignition device that selects an ignition mode from a group consisting of hot surface ignition and catalytic ignition; and an electrode in said combustion chamber, disposed on a directional path of said engine fuel into said combustion chamber, which when energized, ignites the fuel.

2. The combustion engine of claim 1, wherein the electrode forms a plurality of tips, whereby a plurality of sparks are generated when the electrode is energized.

3. A combined fuel feed conduit and ignition device adapted to be mounted at an opening to a fuel chamber of an internal combustion engine, said device comprising a tubular member adapted to form a pressure retaining seal with said opening and to provide a passage for fuel into said combustion chamber; a generally centrally disposed electrode extending proximally from said passageway into said combustion chamber when said device is positioned over said opening; a valve means for opening and closing said passage for controlling the flow of fuel therethrough to said electrode; the electrode has a plurality of tips, thereby generating a plurality of ignition sparks that expand substantially radially when energized.

4. The device of claim 3, wherein said ignition spark generated by a suitable device is timed to occur substantially at the time that an air plasma is generated in the air, the plasma being excited sufficient to ignite said fuel in contact with the air plasma.

5. The apparatus of claim 3, wherein the time for generating said ignition spark by a suitable means occurs substantially at the time said fuel generates a plasma, which is excited sufficiently to ignite said fuel in contact with air.

6. A method of operating a combustion engine having a combustion chamber operating according to portions of each cycle of input, compression, power generation and exhaust, the method comprising: injecting a substantial amount of fuel feed into said combustion chamber during a compression cycle portion of said combustion chamber until the fuel pressure is insufficient to maintain satisfactory delivery of fuel, and then delivering fuel into said combustion chamber during an intake cycle portion such that said internal combustion engine operates satisfactorily.

7. A method for operating a combustion engine having a combustion chamber, comprising:

reacting a hydrogen-containing raw fuel feedstock with water using heat generated by said engine and oxygen-containing compounds recovered from an exhaust stream of said engine to produce a free hydrogen-containing motor fuel, introducing a fluid feedstock selected from the group consisting of air, raw fuel and motor fuel to said combustion chamber; injecting a base quantity of said engine fuel into said combustion chamber; igniting said engine fuel in a manner selected from the group consisting of thermal surface ignition, catalytic ignition, spark ignition, and alternating current spark ignition, said air and said injected engine fuel being ignited substantially at a location of injection of said engine fuel into said combustion chamber; cooling said exhaust stream by heat exchange with said primary fuel, withdrawing a substantial amount of said compounds using a suitable output conductor; and adding a base amount of a compound to the raw fuel.

8. The method as set forth in claim 7 wherein a substantial amount of said exhaust stream is passed through a suitable gas prime mover which drives a pilot to extract said compounds from said exhaust stream to cool said exhaust stream by applying work externally.

9. The method of claim 7, wherein a substantial amount of said exhaust stream is passed through a suitable gas prime mover which drives an output director to extract said compounds from said exhaust stream to cool said exhaust stream by applying work thereto; and wherein the prime mover drives a compressor to increase the amount of air entering the engine.

10. The method of claim 7 wherein said combustion engine is a turbine.

11. The method of claim 7, wherein said combustion engine is a stirling-type engine.

12. The method of claim 7, wherein said combustion engine is a rotary heat engine.

13. A method for starting a combustion engine having one or more combustion chambers operating in part of each cycle of input, compression, power generation and exhaust, the method comprising: introducing air into said combustion chambers, injecting a substantial amount of fuel into each of said combustion chambers during a portion of a power cycle of said engine; igniting in said combustion chamber substantially at the location of said fuel injection into said combustion chamber in a manner selected from the group consisting of hot surface ignition, catalytic ignition, alternating current spark ignition, and spark ignition; igniting the injected fuel and raising the pressure sufficiently to accelerate the engine and repeating the injecting and igniting steps within each sequential combustion chamber; the engine reaches a portion of the power generation cycle to achieve the proper operating speed in the engine.

14. The method of claim 13, wherein said combustion engine is a rotary heat engine.

15. A method as claimed in claim 13 wherein said combustion engine is a moving piston engine.

16. A method as claimed in claim 13 wherein said combustion engine is a two-stroke piston engine.

17. A method as claimed in claim 13 wherein said combustion engine is a 4-stroke piston engine.

18. A method of operating a combustion engine having a combustion chamber, the method comprising:

subjecting a raw fuel feedstock component selected from the group consisting of carbon, fuel alcohol, phenol, ammonia compounds, gasoline, diesel, cyanoacetic acid, cyanocarbon compounds and water to a process selected from the group consisting of electrolysis, endothermic thermochemical reaction and electrochemical reaction at elevated temperature to produce an engine fuel containing free hydrogen, introducing a fluid selected from the group consisting of air, raw fuel and engine fuel into the combustion chamber in the heat engine, injecting a substantial amount of the engine fuel into the combustion chamber, subjecting a major portion of the engine fuel introduced into the combustion chamber to a process selected from the group consisting of spark ignition, spark ignition with alternating spark current, catalytic ignition and hot surface ignition, wherein the final said process occurs substantially at the location of injection of the engine fuel into the combustion chamber, for igniting the injected engine charge.

19. The method of claim 18 wherein said injected and ignited engine fuel subsequently ignites a fuel air mixture that is weakly ignited using conventional spark discharge.

20. The method of claim 18, wherein said electrolysis is substantially accomplished by reducing the generated electricity using the kinetic energy of a vehicle to which the method is applied.

21. The method of claim 18, wherein said electrolysis is substantially accomplished using electricity generated by a generator not located on a vehicle to which the method is applied.

22. The method of claim 18, wherein said electrolysis is accomplished substantially at the elevated temperature caused by heating the electrolysis device with waste heat from said engine.

23. The method of claim 18 wherein said injected and ignited engine fuel subsequently ignites a fuel air mixture that is weakly ignited using conventional spark discharge.

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