EP4293196A1 - Internal combustion motor and method for operating an internal combustion motor with hydroxy gas, hydrogen gas, mixed hydrogen gas, hydrogen and mixed operation with said gases in admixture with liquid water - Google Patents

Abstract

Explosion engine (1) for operation with hydroxy gas and/or water gas and/or hydrogen and/or hydrogen mixed gas, as well as in mixed operation with the aforementioned gases, comprising: at least one cylinder (10) in which a piston (22) is movably guided, a output shaft (15) driven by the piston movement, one end of a piston rod (21) being connected to the piston and the other end being connected to the output shaft (15) via a coupling element (17), at least one inlet valve (25) for introduction of the fuel gas into the combustion chamber (30) of the cylinder (10), the inlet valve (25) being controllable via a cam drive (3, 4, 63, 64), the piston rod (21) being guided perpendicular to the output shaft (15) and the coupling element is formed by at least one roller (17, 17a, 17b), which is guided in at least one continuous control groove (18) of a link disk (16), which is connected in a rotationally fixed manner to the output shaft (15) and whose axis of rotation is coaxially aligned with it is.

Description

The subject of the invention is a method for operating an explosion engine for converting water into mechanical energy and an explosion engine as a reciprocating piston engine for optimal thermal-mechanical energy conversion according to the preamble of claims 1 and 9.

The background of the invention goes back to several converted reciprocating internal combustion engines (petrol and diesel engines) by the applicant and other inventors active in hydrogen R&D as well as the following thermodynamic energetic equations using hydrogen or oxyhydrogen as engine fuel.

In the “normal” gasoline combustion engine, the following reaction takes place:

2 C8H18 + 25 O2 =>16 CO2 + 18 H2O

1 I gasoline + 9,400 I air => 1,260 I (2,300 g) CO2 + 1,420 I (1070 g) H2O vapor

1 kg gasoline + 13,530 I air => 1,680 I (3090 g) CO2 + 1,900 I H2O vapor

or if the air (21% O2 and 79% N2) is broken down into its components:

1 liter of gasoline + 2,000 liters of oxygen + 7,500 liters of nitrogen => 1,300 liters of CO2 + 1,400 liters of water vapor + 7,500 liters of nitrogen (based on 20°).

If the engine is operated with propane (instead of gasoline), the following reaction occurs:

C3H8 + 5 O2 =>3 CO2 + 4 H2O

Based on the coefficients of propane and oxygen you can see that 1 part by volume of propane reacts with 5 parts by volume of oxygen.

• D.h. 1 Vol.-Teil Wasserstoff reagiert mit 0,5 Vol.-Teilen Sauerstoff.
• D. h.: Wird ein Motor (statt mit Flüssig-Gas) mit Wasserstoff betrieben, werden nur 1/10 so viel Sauerstoff (bzw. Luft) benötigt.

In an “oxyhydrogen reaction,” 2 parts by volume of hydrogen react with 1 part by volume of oxygen.

• Ie 1 part by volume of hydrogen reacts with 0.5 part by volume of oxygen.
• This means that if an engine is operated with hydrogen (instead of liquid gas), only 1/10 as much oxygen (or air) is required.

After the atomic weights of C, O, and H are inserted into the reaction equation (taking into account that 1 mole of gas at room temperature corresponds to 24 l of volume):

24 I (44 g) propane + 5 x 24 I (160 g) O2 => 3 x 24 I (132 g) CO2 +4 x 24 I (72 g) H2O vapor

24 I (44 g) propane + 120 I (160 g) O2 =>72 I (132 g) CO2 + 96 I (72 g) H2O vapor

or if you are not working with oxygen but with air (21% O2 and 79% N2) (air only contains approx. 1/5 oxygen):

Equation I.) 24 l (44 g) propane gas) + 570 l air [120 l (160 g) O2/450 l nitrogen]

=> 72 I (132 g) CO2 + 96 I (72 g) H2O vapor

Converted to 1 kg of propane: Equation I.) x 1000/44 = I.) x 22.7

1.0 kg propane (545 I propane gas) + 13.0m3 air (2.7m3 O2 /10.3 m3 N2) => 1.6 m3 CO2 + 2.2 m3 (1630 g) H2O vapor

Or converted to 1 m3 propane: Equation I.) x 1000/24 =41.7):

1,000 I (1,835 g) propane gas + 23,750 I air [5,000 I (6,673 g) O2 / 18,765 I N2] => 4,003 I (3,000 g) water steam + 3,000 I (5,500 g) CO2

rounded up:

1m3 (1.8 kg) propane gas + 23.8 m3 air [5 m3 (6.7 kg) O2/18.8 m3 N2] => 4 m3 water steam + 3m3 (5.5 kg) CO2

If the engine is operated with hydrogen (instead of gasoline or propane), the following reaction takes place:

2 H2 + O2 =>2 H2O

After substituting the atomic weights of C, O, and H (taking into account that 1 mole of gas at room temperature corresponds to 24 liters of volume), the following follows:

4 g (48 I) H2 + 32 g (24 I) O2 => 36 g water

Or if you are not working with oxygen but with air (21% O2 and 79% N2) (air only contains approx. 1/5 oxygen):

4 g (48 I) H2 + 114 I air (24 I O2 / 90 I N2) => 36 g water

Converted to 1 kg of hydrogen (x 1000/4 = 250):

1.0 kg (12.0 m3) H2 + 28.6 m3 air [6.0 m3 (8.0 kg) O2/22.6 m3 N2] => 9.0 kg water-steam + 22.6 m3 N2

Or converted to 1 m3 hydrogen and rounded up:

1. m3 (83 g) H2 + 2.4 m3 air [500 I (667 g) O2/1.9 m3 N2] =>750 g water + 1.9 m3 N2

This means that 1 part by volume of hydrogen must be mixed with either 0.5 parts of oxygen (or with 5 times as much = 2.5 parts by volume of air) to ensure optimal combustion.

The mixture with oxygen is called oxyhydrogen. It is too "explosive" for an internal combustion engine (due to the extremely high combustion rate => detonation!) and leads to the destruction of the engine. To get around this problem, air "diluted" with 4 times as much nitrogen is used.

The implementation of the use of water, hydrogen and oxyhydrogen in internal combustion engines with a crankshaft has been tested in both 2-stroke and 4-stroke engines as well as in rotary piston engines. It turned out that the symmetry or the geometric-kinematic design of the known engines does not do justice to the explosion or combustion behavior of the oxyhydrogen gas.

While with hydrocarbon fuels the combustion of the fuel spreads in a pre-compressed volume of air within the combustion chamber, The oxyhydrogen ignites homogeneously and suddenly. This happens in an exothermic explosion process lasting just 16 nanoseconds based on the water gas, which was previously generated from liquid water in a volume ratio of 1:1860. This explosion results in a further expansion of approximately 1:7 volume ratio. This explosion process is followed by an endothermic implosion process, in which the previously expanded and then ignited gas collapses to its original liquid state. This process takes 64 milliseconds.

This temporal asymmetry of the process is known and cannot be represented in existing 2 or 4-stroke engines with symmetrically divided cycles.

State of the art

A first attempt to divide the combustion behavior from the power output with non-positively connected, symmetrically constructed crankshafts is shown DE 31 18566 A1 and DE 3208249 A1 , whereby a rigid piston without a articulated connecting rod with power transmission to a circumferential cam mounted on the crankshaft, which is driven by a roller bearing mounted at the base of the piston rod. Although this invention solves the rigid coupling of the crankshaft and combustion chamber and enables ideal force absorption directly after TDC due to the explosive combustion behavior, it does not take into account the different times of explosion and implosion. The continued symmetrical design of the curve with 2 cams in the single-cylinder engine or the symmetrical arrangement of 3 cams with the same flank length in the 3-cylinder engine does not take into account the time ratio of the 16 nanoseconds to the 64 microseconds in the explosion and implosion process and is therefore for gas engines whose fuel gas is at least partly hydrogen is not suitable.

Furthermore, this engine provides for the exhaust of the gas at the end of the explosion process, so that the characteristic implosion is not used kinetically.

The DE 592 469 C shows an explosion engine for operation with hydroxy gas with a cylinder in which a piston is movably guided, as well as one of the Piston movement driven output shaft. One end of a push rod is connected to the piston and the other end is connected to the output shaft via a crankshaft as a coupling element. In addition, the engine has an inlet valve for introducing the fuel gas into the combustion chamber of the cylinder, whereby the inlet valve can be controlled via a cam drive.

Due to the connection between the crankshaft and the piston in reciprocating motion, the special explosions and implosions of the hydroxy gas in the engine cannot be optimally transmitted to the output shaft and the efficiency is therefore low because the potential is not exhausted can.

The invention is therefore based on the object of developing an engine and a method for operating such an engine of the type mentioned in such a way that a higher level of efficiency can be achieved through optimized power transmission and an optimized fuel gas supply.

The object is achieved according to the invention by a device according to claim 1 and a method according to claim 9, while advantageous refinements and developments of the invention can be found in the subclaims.

An advantageous feature is that the piston rod is guided perpendicular to the output shaft and the coupling element is formed by at least one roller, which is guided in at least one continuous control groove in the disk surface of a link disk, which is connected in a rotationally fixed manner to the output shaft and whose axis of rotation is aligned coaxially with it is.

The piston rod converts the linear movement of the piston into the circular movement of the output shaft (linear oscillating axial movement).

For all gases compatible with the engine according to the invention, such as water gas (hydroxy gas, oxyhydrogen gas), hydrogen gas, mixed gases consisting of these or other water-based pure and mixed gases, the uniform term fuel gas is used below. Ignition of the fuel gas without prior compression is preferred.

It is therefore a gas engine whose fuel gas is at least partly hydrogen.

The method according to the invention is characterized in that the return of the expanded water gas to liquid water, with a considerable reduction in volume, requires no outlet valve, no exhaust, no silencer and no exhaust gas treatment or pollutant reduction.

This makes it possible to combine the explosion-implosion reaction inherent in the hydrogen gas mixture, decoupling the otherwise usual rigid transmission of the explosive force to the crankshaft in combination with a new type of explosion gas guide.

This makes it possible to operate the motor non-destructively without buffer or filling gases such as ambient air, nitrogen or other inert gases, thus ensuring 100% pollutant-free operation.

Another advantage is that the absence of air as a combustion gas or filling gas as well as the absence of carbon-based fuels excludes the formation of nitrogen oxides and carbon oxides.

In a particularly advantageous embodiment, the addition of ambient air is dispensed with, which is possible, for example, when using hydroxy gas. This means that no nitrogen, such as NOX, is produced as a reaction product of combustion.

This means that no exhaust gas aftertreatment is required.

Preferably, all working cycles of the piston can be carried out with one full revolution of the link disk, with the different phases according to the invention being passed through in one revolution.

The link disk has at least one circumferential control groove on one of its disk surfaces, in which at least one roller is guided at the foot of the push rod, which is rotatably mounted as a coupling element at the end of the push rod, and the push rod is guided perpendicular to the output shaft.

In the present invention, for the sake of simplicity, the individual functions are described using only one link disk, with the individual features being present in both link disks. For the sake of simplicity, the functions of the two control grooves and the at least two rollers are usually explained using one control groove and one roller.

The operation of the motor combines two operating states of force input to the output shaft. The first force phase is always a rapid explosion phase, the second phase is preferably an implosion phase. However, in a modified form, the engine can also be operated in the second phase as a vapor phase. The explosion-implosion operation is first described below.

The distance between the center line of the control groove and the axis of rotation of the link disk is preferably discontinuous and the stroke of the piston coupled via the roller determines the rotation of the output shaft.

The control groove is therefore a groove made in the disk surface, the edge surfaces of which enable lateral guidance of the at least one roller. The control groove has a bell-like shape, with a circular segment concentricity that merges into an expanding cam. This transition forms a flank, which is arranged on both sides due to the shape of the control groove and is therefore present twice.

In the first phase, ie during the short period of the explosion, one of the flanks is fully available for power transmission. This means that the piston shaft presses on the flank with at least one roller and thus drives the output shaft in rotation. The downward movement is thus converted into a rotational movement, with the geometry of the cam ensuring optimal power output, which corresponds to the rapid explosion time of the gas.

The two rollers are designed to transmit force via the flank pressure.

At the end of the flank of the cam, the control groove of the link disk merges into concentricity. Due to the subsequent round, powerless and longer phase of concentricity, no active kinetic forces are transmitted to the link disk and thus to the output shaft. When the rollers run in concentric motion, the piston remains in the bottom position.

In this phase the explosion turns into an implosion. The rounding allows a change of flanks and the piston, which is moved upwards by the resulting vacuum, now transfers its force to the counter flank of the control cam as a tensile force, which continues the rotational movement of the control groove.
During the reversal phase at bottom dead center UT, the horizontal bore of the drainage bore of the piston overlaps with the drainage bore of the cylinder and allows the water of reaction to be excreted from the cap of the piston and the drainage bore.

The milling of the link disks is roughly shaped like a bell. In a preferred embodiment, the concentricity and the extended cam adjoining it via the flanks form an almost symmetrical, geometric structure with respect to the longitudinal axis. When milling the link disk, this geometry allows a short but very efficient force input via the lever arm of the pressure flank of the control shaft with the almost forceless reversal point and the further force absorption of the implosion via the opposite tension flank of the control cam transfers all of the force components of the explosion-implosion process. The broadly designed cam begins with an asymmetrical raised circle segment which allows aspiration of the combustion chamber via the piston and enables pressure relief. It initiates a longer circle segment of the control cam, which is powerless in itself and enables the combustion chamber to be filled with fuel gas without it against you Compression pressure must act. This means that, in contrast to conventional intake and exhaust cycles, no energy is lost.

These are preferably two opposite and opposite control grooves of two parallel link disks, the control grooves forming a receiving space for a pair of rollers. These rollers are each mounted on an axle which is rotatably accommodated in a through hole at the rod end of the piston rod.

In contrast to hydrocarbon fuels, which fit into a 2- or 4-stroke cycle, the special thermodynamic functions of water gases cannot be used holistically through a rigid power transmission. Therefore, a rigid linear force transmission to the link was chosen, which subsequently allows a more dynamic design of the force flows. The advantage can be used that optimal leverage ratios are available at the moment of the violent and rapid ignition explosion, with the shape of the control groove in particular contributing to this.

Preferably, the inlet valve for the fuel gas is positively controlled via a cam disk, which is mounted on a shaft on which a pulley is also mounted, which is connected via a toothed belt to a drive wheel mounted in a rotationally fixed manner on the output shaft. This is made possible by a portioning valve described below. Apart from that, an equivalent system with a bottom camshaft, tappets and rocker arms can be used provided it fully meets the gas introduction requirements.

Via the inlet valve, the combustion chamber is introduced into the combustion chamber from a metering and pressure reduction vessel at low pressure and without further compression and, in contrast to gasoline engines, is only ignited shortly after top dead center ("TDC"). The explosion drives the piston, which is rigidly connected to the piston rod (piston and piston rod form a unit), downwards, whereby the force at the base of the piston rod, which is designed as a push rod, is transferred to a link disk, which is non-rotatably and coaxially connected to the output shaft.

Since the fuel gas collapses into liquid water after the explosion process, the engine is only equipped with one intake valve. On the The outlet valve can be omitted; instead, the liquefied water is drained out.

The piston crown can be flat, but is ideally designed with a concave recess in which the water can collect for drainage and has at least two compression rings on the upper piston circumference and a wiper ring on the lower piston circumference.

The piston preferably has a recess in the piston crown, the deepest point of which opens into at least one bore, which enables excess water to be drained out of a lateral outlet on the ring part of the piston.

In the present invention, the piston is designed as a rigid unit consisting of at least the ring section and the piston skirt. The piston crown is designed with a conical or convex recess at a flat angle, at the deepest point of which there is a vertical bore of a small diameter, for example 2.5 mm. This vertical bore in the solid piston body opens into one or more horizontal bores, the outlet opening(s) of which lie between two piston rings on the piston wall. Ideally, this lies between the two upper compression rings and the scraper ring underneath, which can also be designed as an additional piston ring or a combination of piston rings when operating with water.

Minimum requirements are one piston ring above the outlet opening and one piston ring below the outlet opening. Multiple piston rings increase compression but also friction. Depending on the engine size and volume-stroke ratio, the ideal number and combination of piston rings must be selected.

The purpose of this water drainage is to empty the combustion chamber of water residues, use this water to lubricate the cylinder surface, support the sealing of the combustion chamber and finally drain the used water by means of a vertical milling connected to an outlet hole in the liner.

The routing of the water between the piston rings allows the combustion chamber to be sealed when it is filled with fuel gas without any relevant gas losses and the reaction water is discharged from the engine in liquid form via a small opening, without any further exhaust or exhaust valve.

The liner of the cylinder preferably has an elongated and vertical groove which is open in the direction of the ring section and which allows water to flow away in the area of a scraper ring in the direction of a water outlet in the wall of the liner. It is also possible to drain the water directly through a hole in the liner and cylinder wall or a hole in the liner and a water guide groove between the liner and cylinder wall.

The operation of the engine according to the invention is characterized by the following phases:
First phase (explosion phase): The engine is at top dead center 2 with the cylinder already slightly lowered and the valve closed and the combustion chamber filled with fuel gas under slight excess pressure, ignition occurs and pushes the piston down onto the cam, which transfers the force to the output shaft transmits.
During the entire explosion process, the two rollers transmit the force to the cam along the flank of the cam and the force to the inner flank of the control groove, respectively.

Second phase (implosion phase): The explosion is complete, the implosion begins while the piston remains in the BDC position and the output shaft continues to rotate supported by the flywheel or other cylinders. In this phase, the combustion chamber is largely hermetically sealed so that the implosion can cause the upward movement of the piston, which now transfers the force to the opposite edge of the control cam as a tensile force. This refers to the large volume of the combustion chamber. At the same time, the horizontal bores of the water channel of the piston and of the cylinder and allows the collapsed water to be drained out between the piston rings 3 and 4 in the present embodiment.

Third phase (relief phase): At the end of the implosion segment, the control cam reaches the radially furthest point, which causes the highest point of the piston in the cylinder. (Top dead center 1 TDC1) This position results in the lower piston bore overlapping with the pressure compensation bore of the cylinder liner. Here, the remaining negative pressure or possibly built-up compression pressure is collapsed through the cylinder bore and allows pressure equalization with the air space below the cylinder. This depressurizes the injection chamber of the combustion chamber.

Fourth phase (filling phase): Due to the initially slight downward movement of the piston to TDC2, fresh fuel gas or fuel gas-air mixture is simultaneously sucked in through the inlet channel from an electrolytic cell or corresponding gas storage (pressure bottles) and mixing devices via an inlet valve combination.
For this purpose, the inlet valve is opened and the rotation of the gate disk continues, while maintaining the position of slightly lowered TDC of the piston and by opening the inlet valve, fuel gas flows into the combustion chamber to fill the combustion chamber.

5th phase (ignition) triggered by the ignition sensor on the rotating flywheel or another suitable location, e.g. on the output shaft or another suitable trigger point as well as the ignition electronics, when the inlet valve is completely closed and the combustion chamber is filled, the ignition is carried out by the spark plug and there is a transition to the first phase takes place.

Intake valve combination:

Feeding the engine in phase 4 represents a particular challenge due to the characteristics of the gas. In contrast to injection engines, where there is ambient air with a high nitrogen content outside the valve, and in carburetor engines there is an air-fuel mixture that only has a volume of up to Carburettor is enough and also has a high nitrogen content, the hydrogen gas is 100% explosive and due to its small molecular size it is extremely volatile. In addition, this gas is present in the entire supply system in a concentration that is easily explosive. These supply lines are protected by arestors and bubblers, but it is for safety reasons to prevent explosions in advance. This is achieved by synchronously connecting two valves specially shaped as cones in series. In the valve itself, the gas is forced back by the sealing surface of the cone when it closes. This happens synchronously in the second valve, which is located just a few millimeters in front of the inlet valve. This means that there is no explosive gas in both valves above the sealing surface and a very small amount of gas in the connecting hole. This valve design is relevant to the invention because simple poppet valves are not sufficiently hermetic and cannot adequately control the extremely volatile and 100% explosive gas, especially during load changes.

Motor cooling must be provided for operation in explosion-implosion mode in pure water gas operation. The explosion-implosion process combines an exothermic and an endothermic reaction, which cancel each other out. However, the gas has the property of adjusting to the melting temperatures of the reactive surfaces; in addition, the friction of the piston rings in the cylinder liner increases the temperature continuously. For optimal operation with the best possible use of the implosion forces, operation below the vapor limit should be aimed for in order to ensure the complete collapse of the gas into liquid water. The cooling can be carried out as is known by air cooling, liquid cooling or any other known cooling method.

Operation in explosion-steam mode or combination mode.

As an alternative to explosion-implosion operation, the engine can be operated using a vapor phase, taking advantage of its dynamic power transmission and kinematic characteristics. The control cam is adjusted accordingly and the piston is only relaxed at bottom dead center (UT) with a single bore.

• Phase 1, Zündung Explosionstakt: Nach dem Oberen Totpunkt (OT) erfolgt die Zündung, das Gas expandiert und überträgt die Schubkraft des Kolbens auf die ablaufende Flanke der Steuerkurve.
• Phase 2. Entspannung: bei Erreichen des unteren Totpunktes (UT) erfolgt die Umkehr von Explosion zu Implosion, direkt gefolgt von der Verdampfung und erneute Expansion des Wassers. In dieser Phase ist die Bohrung des Kolbens und der Laufbuches fluchtend und erlaubt kurzzeitig (ca. 90° der Umlaufbewegung) den Austritt eines Teiles des frisch entstehenden Dampfes.
• Phase 3, Dampfphase / Füllphase: Die Steuerkurve geht in eine tangentiale Gerade und anschließend in eine sanfte Kurve über. Dadurch schließt sich sofort der Entspannungskanal durch Überdeckung von Kolbenbohrung und Zylinderwand und die weitere Dampfausbreitung überträgt ihre Kraft auf die Kurvenflanke. Dies wird schrittweise durch die Kompression des aufstrebenden Kolbens im Kraftfluss kompensiert. In dieser Phase kann durch eine Kaltwassernebel-Einspritzung der Druck abgesenkt werden, wodurch sich für die folgende Zündung ein günstiges Verhältnis aus positiven Ionen aus dem Wasserdampf und negativen Ionen aus dem Sprühnebel ergibt, welcher in der Zündphase eine zusätzliche Thermolyse zu Wassergas erlaubt. Ebenfalls im Verlauf dieser Phase wird das frische Brenngas über das Einlassventil eingeleitet und zusammen mit dem residenten Wasserdampf geringfügig komprimiert. Damit steht das Wassergas-Wasserdampf-Gemisch zur erneuten Zündung bereit.

The curve is characterized as an asymmetrical pear shape. The engine is operated uncooled or partially cooled at temperatures in the steam range (ideally 130 - 150°C). During the start and warm-up phase, the engine functions in the implosion-explosion mode described above. When the operating temperature is reached, the engine switches to an explosion-steam operation. As is well known, the explosion is followed by the implosion. Due to the increased ambient temperature, the resulting drop of water suddenly turns into steam. The gas volume that previously imploded at 1:1860 expands again at a ratio of 1:1670. This would cannibalize the filling volume for the fuel gas in a very short time. Described on the curve (Fig. XY), the phases are as follows:

• Phase 1, ignition explosion cycle: Ignition occurs after top dead center (TDC), the gas expands and transfers the thrust of the piston to the trailing edge of the control cam.
• Phase 2. Relaxation: when bottom dead center (UT) is reached, the reversal from explosion to implosion occurs, immediately followed by evaporation and renewed expansion of the water. In this phase, the bore of the piston and the cylinder liner are aligned and allow part of the freshly generated steam to escape for a short time (approx. 90° of rotation).
• Phase 3, vapor phase / filling phase: The control curve turns into a tangential straight line and then into a gentle curve. This immediately closes the expansion channel by covering the piston bore and cylinder wall and the further spread of steam transfers its force to the curve flank. This is gradually compensated for by the compression of the emerging piston in the power flow. In this phase, the pressure can be reduced by cold water mist injection, which results in a favorable ratio of positive ions from the water vapor and negative ions from the spray mist for the following ignition, which allows additional thermolysis to form water gas in the ignition phase. Also during this phase, the fresh fuel gas is introduced via the inlet valve and is slightly compressed together with the resident water vapor. The water-gas-steam mixture is now ready to be ignited again.

The invention therefore relates to a method for implementing this energy conversion in a thermodynamic process within the combustion chamber of a reciprocating piston engine, which is coordinated with the individual reaction phases, as well as the optimized derivation of the mechanical energy obtained for energetic use.

In the process, the water gas previously generated in a hydrolysis cell is introduced in portions into the cylindrical combustion chamber, in which the piston is guided in a linearly movable manner. The stroke of the piston in this engine is preferably designed to be short-stroke.

The process for generating mechanical energy from oxyhydrogen / water using internal combustion engines is a physical oxidation process in which a gas mixture, which essentially consists of H2, O2, H2O and HHO in a gaseous, vaporous and nebulized liquid state, is produced in a closed combustion chamber exists, is caused to explode.

This does not produce any exhaust gases, only water condensate, which is removed from the process through a drain.

The filling process is filled with fuel gas during the lowered top dead center (TDC). At the end of the filling process after the inlet valve has been completely closed, ignition takes place in the first phase using a spark plug of any type. In the first phase, the piston is already lowered by a few millimeters and the control cam is in the position that can absorb the piston's output force.

The gas, which was obtained from water and consists of hydrogen and oxygen molecules of different constellations, has an expansion coefficient of 1:1860. This gas ignites spontaneously and explosively and, during this explosion, suddenly takes up the entire combustion chamber within 16 nanoseconds, expanding by a factor of approximately 1:7 and driving the piston downwards.

In the explosion phase, the gas initially explodes in a volume ratio of approximately 1:7, which quickly drives the piston downwards. Furthermore, at the end of the exothermic explosion, a reverse reaction occurs, which leads to an endothermic implosion.

In the second phase, the flywheel mass of a flywheel continues to rotate the gate disk in the direction of rotation while the piston passes through the BDC position.

In the third phase, the exploded fuel gas collapses into water, creating a negative pressure and reversing the force from thrust to tractive force.

In a further embodiment, a fine mist of water can also be injected in the fourth phase via an injection nozzle.

During the relief phase, the water located in the recess of the piston crown is preferably at least partially pressed into the vertical bore arranged there and then into the adjoining horizontal bore, from where the water emerges from the ring section via the outlet between the piston rings.

The gas expanded in the explosion collapses not only to the volume of the previously supplied mixed gas, but also to the original volume of the liquid water expanded in the electrolysis.

The collapse of the gas into liquid water means a significant volume reduction, which means there is no need for an outlet valve. As a result, the construction costs of an engine are cheaper than is the case with multi-valve engines.

This also means there is no need for an exhaust silencer, which results in a significant reduction in noise emissions.

Due to gravity, this water collects primarily in the conical, alternatively concave, recess of the piston crown. The remaining water on the The warm piston wall partially changes into a vapor phase, which has a positive influence on the explosion process in the next explosion phase, as another thermolysis to water gas takes place here.

The output shaft protrudes from the motor housing and has a flywheel in this area, which is mounted on the output shaft using a key. The position of an ignition timer positioned on a flywheel and moving in a circular path is detected by an ignition time scanner, which controls the ignition timing of the spark plug.

This flywheel can be circular or have recesses on the circular surface, depending on the desired ignition control. A large part of the flywheel is provided by the link disk inside the engine.

In the relief phase, the water collected in the recess of the piston crown is also displaced through a vertical bore in the piston to one or more horizontal bores. This emerges from the solid piston between two piston rings towards the cylinder wall or the inner wall of the liner. In the present version, the water outlet is located below the second piston ring and above a double piston ring. In the relief position, which marks the highest position of the piston in the cylinder (TDC), the vertical bores are aligned with correlating bores in the cylinder liner and enable short-term negative pressure neutralization and thus easy aspiration of the antechamber with ambient air from the cylinder space below the piston. This can have a positive effect as a filling gas to slightly delay the explosion, but due to the small amount there is no need for an exhaust valve but can be displaced from the combustion chamber in the same way with the reaction water.

After lowering the cylinder into the filling phase, just a few millimeters below TDC, the overlap of the relief bores is eliminated and the combustion chamber is hermetically closed for filling. In this phase, the inlet valve opens, which releases the fuel gas either via a pressure reducer The ideal pressure is throttled or allowed to flow into the combustion chamber limited to the ideal volume using a metering mechanism.

After overtaking TDC, the next ignition occurs.

The engine enables optimization of the mechanical implementation of the thermodynamic reactions in the combustion chamber, the optional, additional generation of fuel in the combustion chamber itself and optimized energy output in the homogenized rhythm of combustion behavior.

Thus, the present invention provides an apparatus for generating energy without the use of hydrocarbon fuels and the resulting CO2 emissions.

The functional principle explained using a single-cylinder engine can also be transferred to multi-piston engines in an in-line, V, boxer or star arrangement by simple cascading without further modifications.

In the intake phase, a water-based fuel gas previously generated in an electrolytic cell is supplied to the engine's combustion chamber. Since the fuel gas is explosive, it is fed to the combustion chamber via a safety system consisting of a bubbler, a metering unit/pressure reducer and a multi-stage inlet valve designed as a check valve and an Arestor.

To introduce it into the combustion chamber, the inlet valve is opened via a cam that is in contact with the top of the elongated inlet valve. The valve actuation controls the opening and closing times at intervals of different lengths. The fuel gas flows into the combustion chamber at the system pressure of the generating electrolytic cell in combination with a metering system that limits pressure and volume.
The explosive, water/hydrogen-based fuel gas is introduced into the combustion chamber of the reciprocating piston engine in such a way that there is a risk of back-ignition is kept to a minimum by the special geometry of the inlet valve.

The inlet valve is designed so that it closes hermetically to the combustion chamber via a cone segment. The valve is designed in such a way that the shaft is designed as a cone, which largely pushes back resident gas, which is usually above the valve plate. There is no form-fitting connection, which seals the combustion chamber in a form-fitting manner, even with the low-molecular and explosive gas. This is supported by the fact that the volume of gas potentially present in the valve in the event of a misfire is minimized by the conical shape of the valve stem.

This valve is preferably installed in a synchronously switched twin version in order to reduce resident gas volumes in the supply to the lowest possible volume and the remaining gas volume in the introduction is largely pushed back after the valves are closed. This is necessary because water gas is significantly more volatile than air and is also 100% explosive. For fast-running or large-volume engines, an expansion of the valve combination to include another asynchronously connected upstream valve with a metering volume corresponding to the engine's displacement should be considered.

The geometry of the inlet valve ensures that the filled combustion chamber contains a relatively large gas volume, but the feed space above the valve seal contains a maximum reduced gas volume. If any unexpected, incomplete closing of the valve leads to ignition, in this case the explosion pressure within the combustion chamber is so clearly superior to the possible explosion pressure of the misfire with the residual gas in the charging chamber that the valve is forced to close. The piston consists of a single, homogeneous component without links, axles, bearings or other components for redirecting force. The piston rod is guided and aligned through the liner and transferred from the passive area of the cylinder into the crankcase. A pair of rollers with ball bearings are mounted on the lower end of the rod.

The rollers arranged at the end of the rod run in the control groove of the link disk to transmit the force of the linear movement of the piston to the output shaft, where it is converted into a rotary movement.

The combustion process of generally only 2 components (hydrogen and oxygen) also reduces emissions to these two components, so that emissions can only arise in the form of liquid water or water in the vapor phase. This means that only liquid water and possibly small amounts of water vapor escape.

The invention is also characterized by a method which, in the first variant in pure gas operation, converts the thermal conversion reactions of the water-based fuel into mechanical energy in a reciprocating piston engine specially designed for this purpose.

The basic reaction of the water-based explosion-implosion process provides a strong and rapid exothermic reaction in the first phase (explosion), in which the residual utilization of resident water vapor (positive charge) in combination with sprayed fresh water mist (negative charge) carries out a spontaneous thermolysis reaction, which to an additional amount of fuel already in the process space. This volume of fuel is produced using significantly less energy than producing the same amount of gas via electrolysis.

The basic reaction of the water-based explosion-implosion process in the first phase (explosion) is already based on water. Since no hydrocarbons are used as a supporting flame, the two different amounts of gas produced in the mixture remain highly pure and no contaminants are produced.

The combination of the exothermic explosion reaction followed by the endothermic implosion reaction generally enables a lower operating temperature than with hydrocarbon-operated engines. This means significantly reduced material stress during continuous operation and a potential reduction in technical cooling requirements.

Due to the implosion of the water and the removal of the water via the piston rings, the exhaust stroke is also eliminated. The engine therefore no longer needs two passive cycles, which would also consume energy.

This means that the engine can be operated optimally in the first embodiment, i.e. with pure gas operation.

Furthermore, in a second embodiment, an increase in efficiency can be achieved with an additional addition of water, with all technical functions as well as components and parts of the engine described in the first embodiment remaining unaffected.

In the second embodiment, the engine has additional access in the head area of the combustion chamber, through which cold water can be introduced in the finest possible atomization. This uses the physical effect that finely atomized nano water drops are surrounded by a negative charge, while predominantly positive charges build up within vapor bubbles. If you now use the presence of the predominantly positively charged water particles from the residual water vapor from the previous work cycle and spray a water mist that tends to be negatively charged, additional thermolysis occurs in the supporting fire of the ongoing water gas explosion, which produces additional water gas from the water mist-steam mixture, without that additional energy must be supplied to the system.

The primary water gas volume can thus be reduced by the additional amount of gas, but the initial flame is required for the reaction, so the initial gas amount cannot be reduced to zero.

If such a water mist is introduced into the gas tract, it is preferred to mix it into the water gas before it enters through the inlet valve in order to ensure sufficient backlash protection. When entering through an injection nozzle, the direct entry can take place approximately 1° before ignition.

As a gas engine, the system allows liquid water to be added, which promotes a significant increase in efficiency through thermolysis within the combustion chamber

This forms the second embodiment of the invention. Preferably, boundary layer water that has been previously conditioned in a vortex chamber is used. This can be injected into the combustion chamber by introducing it into the gas stream shortly before ignition.

By using boundary layer water, several molecular compounds containing hydrogen are available. The present invention is therefore not limited to use with a gas from the hydroxyl group, that is, the functional group having the chemical formula -OH, wherein an oxygen atom is covalently bonded to a hydrogen atom .

To do this, the engine is first warmed up briefly with pure gas. The water injection is then switched on. The gas entry remains, but the quantity can be reduced. The ignition of the gas causes a thermolysis process that expands the injected water into further reaction gas, which then immediately enters the reaction. This means that this amount of gas can be produced using significantly less energy than the gas produced by electrolysis.

The water is ideally treated in a vortex chamber. A portion of water gas is fed into a vortex chamber and swirled in the air space of the vortex chamber using special cavitation nozzles, with the water being pumped in a circle in a circulation process. This causes the water itself to enrich itself with nano bubbles and a nano spray mist is created in the air space.

In suction mode, the spray mist can be sucked directly from the gas space. When operating with an injection pump, which is arranged in the access in the head area of the combustion chamber, the treated water can be removed from the liquid area of the swirl chamber and into the combustion chamber be fogged in. As a result, the negative H2O charges are introduced into the combustion chamber as a supplement to the positive water mist.

The energy required for the cavitation chamber or vortex chamber is many times lower than that of an electrolysis cell.

To put it simply, the explosion caused by ignition is followed by an implosion and then the fuel gas returns to almost its original volume and water can flow out of the relief holes. The residual water flow is taken into the refilling process, but no compression of the medium present in the combustion chamber takes place. Rather, it is a pressureless ignition. This also reduces the risk of an unplanned explosion.

This means that advantageously only one displacement with a small construction volume is required.

The present invention is not limited to the use of a hydroxy gas. It is also possible to inlet a fuel gas via two valves, with one valve releasing hydrogen and the other valve releasing oxygen into the combustion chamber. Alternatively, the use of a hydrogen-oxygen mixing valve is possible. For both variants, it is important to ensure that the hydrogen and oxygen are only mixed shortly before or in the combustion chamber for safety reasons in order to reduce the risk of an accidental explosion.

The oxygen and hydrogen used can be stored in two separate tanks. The cell-based production of these two gases is also possible shortly before they are introduced into the combustion chamber.

The subject matter of the present invention arises not only from the subject matter of the individual patent claims, but also from the combination of the individual patent claims with one another.

All information and features disclosed in the documents, including the summary, in particular the spatial configuration shown in the drawings, could be claimed as essential to the invention, insofar as they individually or in combination are new compared to the state of the art. The use of the terms “essential” or “according to the invention” or “essential to the invention” is subjective and does not imply that the features so named must necessarily be part of one or more patent claims.

The invention is explained in more detail below with reference to drawings showing several embodiments. The drawings and their description reveal further features and advantages of the invention that are essential to the invention.

• Figur 1: Frontansicht des Motors mit Schwungrad, Zündgeber und Zündkerze
• Figur 2: Schnitt durch die Kulissenscheiben
• Figur 3: Perspektivische Frontansicht mit Schwungrad, Zündgeber, Zündkerze, Nockenscheibe (Ventilsteuerung)
• Figur 4: Rückansicht des Motors mit Darstellung des Riementriebs zur Nockensteuerung und Schnitt durch Kulissenscheibe mit Kraftabtrieb
• Figur 5: Schnitt durch den Motor mit wesentlichen Funktionsteilen
• Figur 6: Perspektivische Ansicht der Motorrückseite mit Riemensteuerung der Nockenscheibe
• Figur 7: Schnitt durch Brennraum mit Kolben in OT-Stellung sowie Detailansicht VII der Wasserführung in Laufbuchse
• Figur 8: Schnitt durch Brennraum mit Kolben in UT-Stellung sowie Detailansicht VIII der Wasserführung in Kolben
• Figur 9: Darstellung der zweiten Ausführungsform eines Motors mit optionaler Wassereinspritzung
• Figur 10: perspektivische Ansicht Wirbelkammer mit Teil-Schnitt
• Figur 11: Funktionsansicht Phase 1 Motorbetrieb
• Figur 12: Funktionsansicht Phase 2 Motorbetrieb
• Figur 13: Funktionsansicht Phase 3 Motorbetrieb
• Figur 14: Funktionsansicht Phase 4 Motorbetrieb
• Figur 15: Detailzeichnungen Kolben mit Bohrungen
• Figur 16: Funktionsansicht Zündung (Motorbetrieb 2. Ausführungsform)
• Figur 17: Funktionsansicht Explosion (Motorbetrieb 2. Ausführungsform)
• Figur 18: Funktionsansicht Entlastung (Motorbetrieb 2. Ausführungsform)
• Figur 19: Funktionsansicht Dampf (Motorbetrieb 2. Ausführungsform)
• Figur 20: Funktionsansicht Einlass/ Kompression (Motorbetrieb 2. Ausführungsform)
• Figur 21: eine weitere Ausführungsform der Erfindung mit zwei Ventilen In Figur 1 werden in einer Frontansicht Funktionselemente des Motors 1 dargestellt. Die Oberseite des Motors 1 wird von der Nockenscheibenlagerung 2 gebildet, die deckelartig auf dem Motorgehäuse aufsitzt und mit diesem verschraubt ist. In der Nockenscheibenlagerung 2 ist die Nockenwelle 3 drehbar gelagert, wobei im gezeigten Beispiel diese Lagerung mittels Wälzlager realisiert wird. Oberhalb der Nockenscheibenlagerung 2 ragt die Nockenscheibe 4 aus der Lagerung heraus und ist drehfest mit der Nockenwelle 3 verbunden.

Show it:

• Figure 1 : Front view of the engine with flywheel, ignition sensor and spark plug
• Figure 2 : Cut through the backdrop panes
• Figure 3 : Perspective front view with flywheel, ignition sensor, spark plug, cam disc (valve control)
• Figure 4 : Rear view of the engine showing the belt drive for cam control and a section through the link disk with power output
• Figure 5 : Section through the engine with essential functional parts
• Figure 6 : Perspective view of the back of the engine with belt control of the cam
• Figure 7 : Section through combustion chamber with piston in TDC position and detailed view VII of the water flow in the liner
• Figure 8 : Section through combustion chamber with piston in BDC position and detailed view VIII of the water flow in piston
• Figure 9 : Representation of the second embodiment of an engine with optional water injection
• Figure 10 : perspective view of vortex chamber with partial section
• Figure 11 : Functional view of phase 1 motor operation
• Figure 12 : Functional view of phase 2 motor operation
• Figure 13 : Functional view of phase 3 motor operation
• Figure 14 : Functional view of phase 4 motor operation
• Figure 15 : Detailed drawings of pistons with bores
• Figure 16 : Functional view of ignition (engine operation 2nd embodiment)
• Figure 17 : Functional view explosion (motor operation 2nd embodiment)
• Figure 18 : Functional view of relief (motor operation, 2nd embodiment)
• Figure 19 : Functional view of steam (engine operation, 2nd embodiment)
• Figure 20 : Functional view of intake/compression (engine operation 2nd embodiment)
• Figure 21 : another embodiment of the invention with two valves In Figure 1 Functional elements of the engine 1 are shown in a front view. The top of the engine 1 is formed by the cam disk bearing 2, which sits like a cover on the engine housing and is screwed to it. The camshaft 3 is rotatably mounted in the cam disk bearing 2, with this bearing being realized by means of roller bearings in the example shown. Above the cam disk bearing 2, the cam disk 4 protrudes from the bearing and is connected to the camshaft 3 in a rotationally fixed manner.

On the underside of the cam disk bearing 2, a downwardly open, U-shaped extension 42 is formed, in which the guide pin 46 of the valve stem 6 is accommodated in a linearly movable manner.

Furthermore, the valve stem 6 has a valve plate 47, which rests on a valve spring 7, the spring force of which acts upwards against the valve plate 47. The opposite side of the valve spring 7 is accommodated in a storage area 48, as shown in Figure 5 can be seen and is formed by a circular depression in the cylindrical antechamber 8.

The antechamber 8 is screwed to the cylinder 10 via a flange 49 on the top side. The cylinder 10 has a spark plug 9, which is arranged in a beveled area of the peripheral surface and screwed into the cylinder.

The cylinder 10 also has a foot-side flange 50 with which it is screwed to the top of the link housing 11. Outside the link housing 11, the flywheel 12 is arranged on its front side 41, which is connected centrally to the output shaft 15 via a feather key 45.

An ignition timing scanner 13 is attached to the front 41, the free end of which is aligned radially in the direction of the center of the flywheel 12. Correspondingly, there is an ignition timer 14 on the flywheel 12, which rotates along a circular path around the center of the flywheel 12, also the center of the concentric output shaft 15.

The cylinder 10 can, for example, be designed to be air-cooled or water-cooled. All known engine technologies and variants are also largely applicable to this engine described in the invention. The claimed engine 1 preferably has no exhaust, unlike known engine technology. Instead, a water outlet 35 is provided for discharging the excess water in the cylinder 10. This is also in Figure 7 visible.

Figure 2 shows a section through the link disk 16, which takes on the function of a crankshaft. In the example shown Figure 2 Two link disks 16a and 16b are used, which are formed by two parallel circular disks that are connected to one another via a screw connection 66.

In the present invention, for the sake of simplicity, the individual functions are described using only one link disk 16, with the individual features being present in both link disks 16a, 16b. For the sake of simplicity, the functions of the two control grooves 18a and 18b and the rollers 17a and 17b are usually explained using a control groove 18 and a roller 17.

The link disk 16 is connected to the output shaft 15 in a rotationally fixed manner by means of a key 44.

The linear movement of the piston rod 21 is transmitted to the control grooves 18a and 18b of the link disk 16 by means of the two rollers 17a and 17b. Each of the rollers 17a, b is mounted in a through hole 52 of the piston rod 21 via a central axis 57a, 57b. The alignment of the axes is opposite, so that the two rollers 17a, b are arranged opposite each other.

Each link disk 16a, b has a control groove 18a, b, which is milled into the respective circular disk opposite. If the link disks 16a, b are assembled, an overall uniform control groove is formed.

By moving the roller 17 in the control groove 18, the movement of the piston rod 21 can be transmitted to the link disk 16, which in turn transmits the force input to the output shaft 15 through a frictional connection. The shape of the control groove 18 is relevant here.

Figure 3 shows a perspective view of the engine 1 with the ones already in Figure 1 components described, with the cam disk control 3, 4, 5 being easier to see. For reasons of simplification, the ignition of the engine 1, which is arranged between the ignition timer 14 and the spark plug 9, is not shown.

Figure 4 shows a rear view of the motor 1 and the back 51 of the link housing 11. On the back 51, the drive wheel 19 is non-positively mounted on the output shaft 15 by means of a feather key 43. The toothed belt 20 runs around the drive wheel 19 and also runs around the pulley 5 in the area of the cam disk bearing 2. The pulley 5 is non-positively mounted on the camshaft 3 by means of a feather key 55.

The geometric design of the control groove 18 milled into the link disk 16 is essential for the function of the motor 1. Deviating from known technologies such as in the DE 31 18566 A1 described, which in the geometrically symmetrical design with two or more blades serve to ensure the best possible concentricity of the output axis, the geometry of the control groove of the present invention is based on the individual reaction phases of the water gas. Functionality and time relationships are explained in the Figures 11 - 14 explained in more detail.

In Figure 4 the link disk 16, with its control groove 18, as well as the roller 17 and other components are only indicated and shown in dashed lines. This is intended to illustrate the interaction of the individual components.

According to Figure 5 It can be seen that the cam disk 4 is mounted on the camshaft 3 in the front third on the left. Here too, a feather key 54 ensures a non-positive connection between the cam disk 4 and the camshaft 3. The cam disk 4 is used to actuate the inlet valve 25, whereupon in the Figures 11 - 14 will be discussed in more detail. Due to the non-round shape of the cam disk 4, different actuation of the inlet valve 25 is possible. For this purpose, a cam of the cam disk 4 acts on the end face of the valve stem 6 via a rotatably mounted contact bearing 26. Depending on the shape of the cam, the inlet valve 25 can be moved in the direction of the arrow 53, whereby the spring 7 can counteract this movement with a correspondingly strong restoring force.

In the vertical section Figure 5 almost the entire engine 1 is shown. This essentially consists of the components already described above. The piston 22 is made in one piece and is rigid. In contrast to known pistons commonly used in internal combustion engines, this piston 22 does not have an eye in which the connecting rod or piston rod is rotatably mounted. In the present invention, the explosion force is driven rigidly vertically downwards to the link disk 16. Only here is the force redirected from the piston rod 21 to the link disk 16 by means of the mounted double rollers 17 into a rotary movement of the output shaft 15.

In contrast to known engines, the inlet valve 25 does not have the usual design consisting of a shaft and plate. Instead, it is designed with a sealing surface consisting of a spherical segment followed by a displacement body, which can be designed as a cone, spherical segment, bevel gearing or other almost positive geometries (shown here as flank 65) which is guided in a channel 67 that corresponds to this in terms of shape. This design serves to push the residual gas back into the channel 67 designed as a supply channel when the valve is closed and thus to leave the smallest possible gas volume above the inlet valve 25.

Since water gas is significantly more volatile than air, this is intended to prevent the explosion volume within the combustion chamber 30 from being significantly superior in volume to the residual gas volume outside the combustion chamber 30 in the event of ignition through the sealing surface (formed between the flank 65 and channel 67) and thus the Explosion the inlet valve 25 closes more tightly and the risk of further opening is averted.

Since the combustion process of water, unlike hydrocarbons, does not produce soot, this risk is extremely low, but is further reduced with this function of the inlet valve 25. It is important to ensure that: no competing sealing surfaces are created and the main sealing surface between the valve and the valve seat is gas-tight when closed.

Through the opening of the inlet valve 25, fuel gas can flow into the combustion chamber 30 via the gas inlet 24.

Figure 6 shows a perspective view of the back of the engine 1 with the drive of the cam disk 4. This is formed by the toothed belt 20, which is guided over both the drive wheel 19 and the belt pulley 5. The pulley 5 transmits the rotational movement to the cam disk 4 by means of a shaft 3 and the movement of the link disk 16 is transmitted to the drive wheel 5 by means of an output shaft 15. Figure 6 However, only shows an exemplary version; functionally, the engine can also be operated with an overhead or bottom cam control.

Figure 7 shows the piston 22, which is mounted vertically movably in the cylinder 10 and can only move in the longitudinal direction, for example in the direction of arrow 53. The piston 22 comprises a ring section 37 and the adjoining, elongated piston rod 21. The piston rod 21 and ring section 37 form a rigid, non-positively connected unit. The piston rod 21 is reduced in diameter compared to the ring section 37 and extends out of the bushing 23 into the link housing 11, where the rod end 61 guides the roller 17 within the control groove 18 by means of an axis 57.

The ring section 37 has at least two, preferably several, circumferential grooves for receiving piston rings, which are composed of at least one compression ring 27 and a scraper ring 28 arranged underneath.

The piston crown 62 has a recess 31, which is convex in the example shown. In other embodiments, the recess can also be conical or have another shape that serves to guide water in the direction of the bore 32.

In the center of this recess 31 is the vertical bore 32 of small diameter, which depends on the combustion chamber volume of the engine 1. This bore 32 opens into at least one, or in the case of large-volume engines several, horizontal bores 33, which in turn open into a water outlet 34 which the water collected on the piston crown 62, which flows through the bores 32, 33, can escape from the piston or the ring section 37.

In Figure 7 The water outlet 34 is located in the piston wall in the web between two piston rings 27, 28.

Supported by the explosion pressure, the water column stands in the vertical bore 32 and in the horizontal bore(s) 33 between two piston rings (compression ring 27 and wiper ring 28), the ring section 37 and the inner wall of the liner 23 and provides lubrication there in the downward movement . Thus, the water absorbed on the piston crown 62 can be used for lubrication between the piston 22 and the liner 23 by releasing it via the water outlet 34 towards the inner surface of the liner 69.

In contrast to known combustion chambers, the cylinder 10 and the liner 23, in which the cylinder 10 is guided, do not have an outlet valve, but rather a water outlet 35 located as far down as possible, which is formed by a bore in the liner 23. This hole runs from the inner wall of the liner to the outside of the cylinder 10.

In the liner 23, a vertical groove 40 runs in the liner inner surface 69, which begins below the water outlet 35 and runs upwards in the opposite direction to the arrow 53, up to the height that the water outlet 34 of the piston 22 occupies when the lower low point is reached. This is in detail view XII of the Figure 7 more clearly visible as well as in the Figures 11 to 14 and in the detailed view VIII of the Figure 8 . This means that excess water, which cannot be used for lubrication, for example, can run from the outlet 34 into the groove 40. From there, the water runs along the inner surface of the liner 69 in the direction of arrow 53 and can flow out of the cylinder 10 via the water outlet 35.

The lower end of the piston rod 21 has a through hole 52 to accommodate the axis 57 of the roller 17.

Figure 8 shows again a detailed view of the piston 22. The piston rod 21 merges into the ring part 27 in one piece, in the peripheral surface of which annular grooves 73 are made. Two compression rings 27 and a scraper ring 28 are mounted in these grooves, indicated by the reference numerals and not shown pictorially.

At the end of the piston 22, the ring section 37 merges into the piston crown 62, which has a concave recess 31. At the bottom of this recess 31 is the bore 32, which is aligned in the longitudinal direction of the piston 22.

In detailed view VIII, as in detailed view VII, the groove 40 in the liner inner surface 69 of the liner outer wall 68 is shown again. The groove 40 enables the water to flow around a piston ring, here the wiper ring 28, in the direction of the arrow 53 until it can flow out of the cylinder 10 via the water outlet 35.

Figure 9 shows the cylinder 10 with an additional access 36, which can be used for optional water injection. This can be used in the case of operation of the engine 1 with additional water injection via injection nozzle 38, since the injection pumps are self-closing.

In the case of water misting, the supply must take place via the inlet valve 25 in order to decouple the gas-water mist mixture from the combustion chamber 30 during the ignition process and to enable compression and force to be applied to the piston crown 62. In order to achieve an optimal, rapid and complete reaction in the thermolysis reaction in the cylinder 10 from the mixture of resident water vapor (+ charge), the cold sprayed water should introduce as much negative charge as possible. It is therefore recommended to place the water in a vortex chamber 39 ( Figure 10 ) by cavitation by creating as many boundary layers as possible into a state that is as negatively charged as possible.

In Figure 11 the engine 1 is in the ignition position, the combustion chamber 30 and the antechamber 8 are filled with fuel gas. The fuel gas is in the liquid state of the water by a factor of 1860. The cam 56 of the control groove 18 is located a few degrees (ideally 3°-7°) ahead in the direction of rotation 59 of the engine 1. In this position, ignition takes place using the spark plug 9. At Operation with additional water injection via injection nozzle 38, additional fine water mist is injected at this moment.

Figure 12 : Through the in Figure 11 Triggered explosion, the piston 22 is driven downwards and transfers the force by means of a roller 17 to the flank 58 of the control groove 18, which transfers the movement into a rotational movement, in the direction of rotation 59, to the output shaft 15. Thus, the lifting movement acting in the direction of arrow 53 is converted into a rotary movement in the direction of rotation 59.

The explosion lasts about 16 nanoseconds for water gas and expands the gas by a factor of about 1:7, correspondingly higher for water injection, a maximum of twice as long for a cascaded explosion due to additional water injection and is exhausted when the concentricity 60 of the control groove 18 is reached .

The explosion process is exothermic. The flywheel and possibly other cylinders in a different timing drive the link disk 16 further in the direction of rotation 59, while the piston 22 remains in the UT position.

Figure 13 : The rotation of the link disk 16 continues in the direction of rotation 59, while maintaining the position UT of the piston 22. This is achieved by the fact that the cam 56 is now no longer in contact with the roller 17 (represented by the axis 57). The role is located in the area of the control groove 18, which has a round shape and is referred to as concentricity 60. This means that no constraining forces act on the piston rod 21 starting from the link disk 16 and the piston rod remains with its role in this UT position. In this phase, the pressure conditions in the cylinder change from explosion / overpressure to implosion / negative pressure, with the roller 17 changing from the inner flank of the control groove with pressure contact to the outer flank of the control groove with tensile contact.

In the in Figure 13 In the phase shown, the exploded fuel gas collapses into water, ie it collapses from the gas state plus the explosion expansion to the original liquid volume. This process takes approximately 64 milliseconds and creates a strong vacuum. The implosion process is endothermic and promotes the condensation of the reaction water.

The collapsed water collects, following gravity, in the recess 31 of the piston crown 62. Residual water that evaporated during the explosion and did not condense during the implosion remains as water vapor and mixes with the fresh gas.

Figure 14 : At the end of the implosion phase, when the collapsing gas volume moves towards zero and the piston 22 in the cylinder reaches top dead center (TDC), the transverse bores (horizontal bore 33) of the piston 22 overlap with the relief bore/holes (water groove 40 and water outlet 35) in the liner 23 of the cylinder 22, whereby the resulting reaction water can be discharged from the combustion chamber 30 and outside air can enter from the cylinder chamber below the piston and the vacuum in the combustion chamber collapses. The combustion chamber / antechamber is therefore depressurized and contains a small amount of filling gas, which is not actively involved in the combustion / explosion process but promotes a slight dampening of the very spontaneous gas reaction.

After leaving the exit, the water then spreads between the piston rings 27, 28 and forms a water lubricating film on the inner wall of the liner.

At the end of the exhaust phase, the control cam lowers the piston to a position slightly below TDC.

In the Figure 13 The inlet valve is actuated by the cam 64, which has a shape that deviates from the circular surface 63, ie protrudes radially from it. The cam 64 can be used to press the valve stem 6 via the contact bearing 26 so that the inlet valve 25 moves in the direction of arrow 25 and the channel 67 is opened. Thus, via the gas inlet 24, as shown in Figure 5 can be seen, fuel gas flows into the combustion chamber 30. This The process takes place while the piston is held in position by the control cam at low gas pressure and without compression on the part of the piston. Once the filling process has been completed, the inlet valve closes hermetically and the next ignition occurs after a short time delay ( Figure 11 ).

• in einer ersten Phase die Zündkerze 9 das Brenngas zündet und durch die Explosion der Kolben 22 nach unten getrieben wird und die Kraft auf die innere Flanke 58 der Steuernut 18, 18a, 18b der Kulissenscheibe 16, 16a, 16b übertragen wird, welche die Bewegung in eine Rotationsbewegung auf die Abtriebswelle 15 überträgt;
• in einer zweiten Phase nach der Explosion eine Implosion beginnt, während der Kolben 22 kurzzeitig zur Kraftumkehr in einer UT-Position verharrt und die Kulissenscheibe 16, 16a, 16b sich weiterdreht, anschließend bewirkt die Implosion einen Zugkrafteintrag auf die Steuerkurve, was die kraftgetrieben Rotation der Steuerscheibe weiter antreibt.
• in einer dritten Phase der obere Totpunkt des Kolbens erreicht wird und nach Zwangsentleerung des Reaktionswassers und Druckausgleich der Kolben geringfügig abgesenkt wird, um den erforderlichen Raum für die Befüllung des Brennraumes zu schaffen.
• in einer vierten Phase sich die Drehung der Kulissenscheibe 16 unter Beibehaltung der OT -Position des Kolbens 22 fortsetzt und das Einlassventils 25 geöffnet wird, wodurch Brenngas in den Brennraum 30 einströmt;
• am Ende der vierten Phase das Einlassventil 25 geschlossen wird und sich der Kolben (22) aufgrund der Führung der Rollen 17, 17a, 17b entlang der Steuernut 18, 18a, 18b der Kulissenscheibe 16, 16a, 16b auf den nächsten Wendepunkt der Steuerkurve zubewegt.
• in der 5. Phase das Brenngas mittels einer Zündkerze gezündet wird und erneut die Phase 1 eingeleitet wird.

In summary, it is a method for operating a gas engine 1 where:

• In a first phase, the spark plug 9 ignites the fuel gas and the piston 22 is driven downward by the explosion and the force is transmitted to the inner flank 58 of the control groove 18, 18a, 18b of the link disk 16, 16a, 16b, which causes the movement in transmits a rotational movement to the output shaft 15;
• In a second phase after the explosion, an implosion begins, while the piston 22 briefly remains in a UT position to reverse the force and the link disk 16, 16a, 16b continues to rotate, then the implosion causes a tensile force to be applied to the control cam, which causes the power-driven rotation of the Control disc continues to drive.
• In a third phase, the top dead center of the piston is reached and, after forced emptying of the reaction water and pressure equalization, the piston is lowered slightly in order to create the space required to fill the combustion chamber.
• in a fourth phase, the rotation of the link disk 16 continues while maintaining the TDC position of the piston 22 and the inlet valve 25 is opened, whereby fuel gas flows into the combustion chamber 30;
• At the end of the fourth phase, the inlet valve 25 is closed and the piston (22) moves towards the next turning point of the control cam due to the guidance of the rollers 17, 17a, 17b along the control groove 18, 18a, 18b of the link disk 16, 16a, 16b.
• In the 5th phase the fuel gas is ignited using a spark plug and phase 1 is initiated again.

Figure 15a-d: Figure 15a shows a sectional view of the piston 22 with the piston rod 21 and the ring section 37. The ring section 37 has two compression rings 27 and a wiper ring 28, which in Figure 15 are only indicated by the grooves. The deepest point of depression 31 opens into the Hole 32. Figure 15b shows one opposite Figure 15a View rotated about the longitudinal axis, which shows that the bore 32 inside the piston merges into the bore 33 running perpendicular to it. Figure 15a shows the section from the viewing direction DD Figure 15b . This results in a bore 33 that tapers in the direction of the central axis of the piston. Figure 15c shows the section from the viewing direction CC Figure 15b , with a representation of the bore 32, starting from the recess 31.

Alternatively to this example Figure 15 Instead of a simple hole 33, up to four holes can extend vertically from hole 32, starting from hole 32.

The Figures 16-20 show a second embodiment of the invention, compared to the simplified structure according to Figures 11-14 a link disk 16 with a more complex control groove 18 is used. For better illustration, the control groove 18 is divided into different segments, which are passed through one after the other by the roller 17, shown in simplified form by the axis 57.

The segments are designated one after the other and counterclockwise with ignition 70, expansion work cycle 74, relief cycle 73, steam work cycle 72 and intake phase 71 and represent the respective functional state or phases of the engine in correlation with the engagement of the roller 17 in the control groove 18.

The steam working cycle 72 flows smoothly into the inlet phase 71, which is represented by the lack of subdivision of these two segments.

According to Figure 20 The inlet valve 25 opens in the inlet phase 71. To do this, the cam 64 exerts pressure on the top of the valve and pushes it down so that the fuel gas can flow into the combustion chamber 30.

The combustion chamber 30 occupies its smallest volume, due to the piston position in the area of TDC. Only shortly after ignition does the volume of the combustion chamber increase again.

Figure 16 represented the first phase of this embodiment, with the spark plug 9, not shown, igniting the fuel gas.

As in Figure 17 shown is driven downward by the explosion of the piston 22 and the force is transferred to the inner flank 58 of a control groove 18 of the link disk 16, which transfers the movement into a rotational movement to the output shaft 15. The roller 17, shown in simplified form by the axis 57, moves in the work cycle expansion segment 74.

In a second phase, an implosion begins after the explosion, while the piston 22 according to Figure 18 remains in a UT position and the link disk 16 continues to rotate. The roller 17, shown in simplified form by the axis 57, is located in the relief cycle segment 73.

Shortly afterwards there is a load change from explosion to implosion and thus a reversal of the thrust force to a tensile force, which drives the rotational movement of the control cam in the direction of arrow 75. This is in Figure 19 shown. The roller 17, shown in simplified form by the axis 57, moves in the segment work cycle steam 72 and the piston 22 is moved in the direction of its TDC.

Figure 20 shows the transition to the third phase, in which the top dead center (TDC) of the piston is reached and the water of reaction is removed in combination with a neutralization of the pressure conditions in the combustion chamber. The roller 17, shown in simplified form by the axis 57, moves in the inlet phase segment 71.

With this TDC position of the piston, in the fourth phase, the link disk 16 continues to rotate while maintaining the TDC position of the piston 22 and the inlet valve 25 is opened, whereby fuel gas flows into the combustion chamber 30.

In a fifth phase, the inlet valve 25 is closed and ignition takes place, which in Figure 16 is shown. As a result, the piston 22 moves along the control groove 18 of the link disk due to the guidance of the roller 17 16 downwards, the fuel gas explodes and a transition to the first phase takes place.

This special shape of the tax groove, as in the Figures 16 and 20 is shown, counteracts misfires particularly advantageously and prevents the engine from rotating backwards.

Figure 21 shows another embodiment of the engine as shown in Figure 5 is shown. The main distinguishing feature of this embodiment Figure 21 opposite Figure 5 lies in the use of two valves, with another valve 76 being connected upstream in addition to the inlet valve 25 already described in terms of function. For safety reasons, this second valve 76 is arranged offset from the inlet valve 25, with the gas channel 77 running between the two valves, which, depending on the synchronous valve position of the valves 25, 76, allows the fuel gas to pass through, starting from the gas inlet 24. Both valves 25, 76 open and close synchronously and are intended to prevent the flame and/or combustion gas from passing through in the direction of the gas inlet. The valve 76 has the same design as the inlet valve 25 and enables the gas supply to be closed.

Both valves are actuated via the twin lever 78, which has a central actuating nipple 79 on which the cam disk 4 acts in the same way as in the embodiment Figure 5 described.

According to Figure 21 It can be seen that the cam disk 4 is mounted on the camshaft 3 in the front third on the left. The cam disk 4 is used to actuate the inlet valve 25 and the valve 76 via the twin lever 78. Due to the non-round shape of the cam disk 4, a time-determined actuation of the valves 25, 77 is possible. For this purpose, a cam of the cam disk 4 acts on the end faces of the valve stems via the actuating nipple 79. Depending on the shape of the cam, the valves 25, 77 can be moved in the direction of arrow 53, with the springs 7, 80 being able to counteract this movement with a correspondingly strong restoring force.

In the vertical section Figure 21 almost the entire engine 1 is shown. This essentially consists of those already described above

components together. The piston 22 is made in one piece and is rigid. In contrast to known pistons commonly used in internal combustion engines, this piston 22 does not have an eye in which the connecting rod or piston rod is rotatably mounted. In the present invention, the explosion force is driven rigidly vertically downwards to the link disk 16. Only here is the force redirected from the piston rod 21 to the link disk 16 by means of the mounted double rollers 17 into a rotary movement of the output shaft 15.

In contrast to known engines, the inlet valve 25 does not have the usual design consisting of a shaft and plate. Instead, it is designed with a sealing surface consisting of a spherical segment followed by a displacement body, which can be designed as a cone, spherical segment, bevel gearing or other almost positive geometries (shown here as flank 65) which is guided in a channel 67 that corresponds to this in terms of shape. The valve 76 is constructed in the same way.

This design serves to push back the residual gas when the valve is closed and thus to leave the smallest possible gas volume above the inlet valve 25.

Since water gas is significantly more volatile than air, this is intended to prevent the explosion volume within the combustion chamber 30 from being significantly superior in volume to the residual gas volume outside the combustion chamber 30 in the event of ignition through the sealing surface (formed between the flank 65 and channel 67) and thus the Explosion the inlet valve 25 closes more tightly and the risk of a further opening is averted in particular by the additional valve 76.

The present invention is therefore a method for operating an explosion engine (1) with hydroxy gas and/or water gas and/or hydrogen and/or hydrogen mixed gas, as well as in mixed operation with the aforementioned gases, wherein the explosion engine (1) has at least one Cylinder (10) comprises a piston (22) in which a piston (22) provided with functional bores is movably guided and a piston driven by the piston movement Output shaft (15), one end of a piston rod (21) being connected to the piston and the other end being connected to the output shaft (15) via a coupling element (17), as well as at least one inlet valve (25) for introducing the fuel gas into the Combustion chamber (30) of the cylinder (10).

• dass in einer ersten Phase die Zündkerze (9) das Brenngas zündet und durch die Explosion der Kolben (22) nach unten getrieben wird und die Kraft auf die innere Flanke (58) einer Steuernut (18, 18a, 18b) einer Kulissenscheibe (16, 16a, 16b) übertragen wird, welche die Bewegung in eine Rotationsbewegung auf die Abtriebswelle (15) überträgt, wobei residentes Wasser aus der Implosion der vorangegangenen Explosion in die Zwischenräume der Kolbenringe gepresst wird und die Schmierung gewährleistet;
• in einer zweiten Phase nach der Explosion eine Implosion beginnt, während der Kolben (22) in einer UT-Position verharrt und die Kulissenscheibe (16, 16a, 16b) sich weiterdreht, wobei ein Lastwechsel von Explosion zu Implosion und somit eine Umkehr der Schubkraft zu einer Zugkraft erfolgt und die Drehbewegung der Steuerkurve vorantreibt und das Gas zu einem Gemisch aus flüssigem Wasser und Wasserdampf zusammenfällt, was im Zylinder einen Unterdruck erzeugt, welchem der Kolben unter Einwirkung der Druckverhältnisse zwischen Zylindervolumen und Umgebungsdruck unterhalb des Kolbens folgt;
• in einer dritten Phase der obere Totpunkt (OT) des Kolbens erreicht wird und eine Ausleitung des Reaktionswassers in Kombination mit einer Neutralisierung der Druckverhältnisse im Brennraum erfolgt, wozu aufgrund des reduzierten Volumens des Explosionsgases zu flüssigem Wasser und einer Komponente von Wasserdampf die Ausgleichsbohrungen des Kolbens unter Verzicht eines Auslassventils ausreichend sind;
• in einer vierten Phase sich die Drehung der Kulissenscheibe (16) unter Beibehaltung einer nur um die Größe des Bohrungsduchtmessers der Entlastungsbohrung geringfügig abgesenkten OT- Position des Kolbens (22) (OT2) fortsetzt und das Einlassventil (25) geöffnet wird, wodurch pures Brenngas ohne Beimischung von Umgebungsluft in den Brennraum (30) einströmt;
• in einer fünften Phase das Einlassventil (25) geschlossen wird und die Zündung erfolgt, wodurch sich der Kolben (22) aufgrund der Führung der Rollen (17, 17a, 17b) entlang der Steuernut (18, 18a, 18b) der Kulissenscheibe (16, 16a, 16b) abwärtsbewegt, das Brenngas explodiert und somit ein Übergang in die erste Phase stattfindet.

In particular, the process is characterized by the following phases:

• that in a first phase the spark plug (9) ignites the fuel gas and the piston (22) is driven downward by the explosion and the force is applied to the inner flank (58) of a control groove (18, 18a, 18b) of a link disk (16, 16a, 16b), which transfers the movement into a rotational movement on the output shaft (15), whereby resident water from the implosion of the previous explosion is pressed into the spaces between the piston rings and ensures lubrication;
• In a second phase after the explosion, an implosion begins while the piston (22) remains in a UT position and the link disk (16, 16a, 16b) continues to rotate, with a load change from explosion to implosion and thus a reversal of the thrust force a pulling force occurs and drives the rotational movement of the control cam and the gas collapses into a mixture of liquid water and water vapor, which creates a negative pressure in the cylinder, which the piston follows under the influence of the pressure ratios between the cylinder volume and the ambient pressure below the piston;
• In a third phase, the top dead center (TDC) of the piston is reached and the water of reaction is removed in combination with a neutralization of the pressure conditions in the combustion chamber, for which purpose the compensating holes in the piston are located due to the reduced volume of the explosion gas to liquid water and a component of water vapor Dispensing with an exhaust valve is sufficient;
• In a fourth phase, the rotation of the link disk (16) continues while maintaining a TDC position of the piston (22) (OT2) that is only slightly lowered by the size of the bore diameter of the relief bore and the inlet valve (25) is opened, whereby pure fuel gas without Admixture of ambient air flows into the combustion chamber (30);
• In a fifth phase, the inlet valve (25) is closed and ignition occurs, whereby the piston (22) moves due to the guidance of the rollers (17, 17a, 17b) moves downwards along the control groove (18, 18a, 18b) of the link disk (16, 16a, 16b), the fuel gas explodes and a transition to the first phase takes place.

Drawing legend

1

engine

2

Cam disk bearing

3

camshaft

4

cam disc

5

pulley

6

valve stem

7

Valve spring

8th

antechamber

9

spark plug

10

cylinder

11

Baffle housing

12

flywheel

13

Ignition timing scanner

14

Ignition timer

15

output shaft

16, 16a, 16b

Backdrop disc

17, 17a, 17b

roll

18

tax groove

19

Drive wheel cam disc

20

timing belt

21

Piston rod

22

Pistons

23

liner

24

Gas inlet

25

Inlet valve

26

Contact bearing

27

Compression ring

28

Wiper ring

29 30

combustion chamber

31

deepening

32

Vertical drilling

33

Horizontal drilling

34

Output (of 33)

35

Water leakage

36

Access

37

Ring part

38

injector

39

Vortex chamber

40

water groove

41

Front (of 11)

42

appendage

43

Adjusting spring

44

Adjusting spring

45

Adjusting spring

46

Guide pin

47

valve plate

48

storage area

49

flange

50

flange

51

Back (of 11)

52

Through hole

53

Arrow direction

54

Adjusting spring

55

Adjusting spring

56

cam

57, 57a, 57b

axis

58

Cross (from 18)

59

Direction of rotation

60

Concentricity

61

Rod end

62

Piston crown

63

Circle area (of 4)

64

Cams (of 4)

65

Cross (out of 25)

66

Screw connection

67

channel

68

Liner outer wall

69

Running beech inner surface

70

ignition

71

Entry phase

72

Steam working cycle

73

relief cycle

74

Arrow direction

76

Valve

77

Gas channel

78

Twin levers

79

Actuating nipple

80

Feather

Claims (15)

Explosion engine (1) for operation with hydroxy gas and/or water gas and/or hydrogen and/or hydrogen mixed gas, as well as in mixed operation with the aforementioned gases, comprising:
at least one cylinder (10) in which a piston (22) is movably guided, an output shaft (15) driven by the piston movement, one end of a piston rod (21) being connected to the piston and the other end via a coupling element (17 ) is connected to the output shaft (15), at least one inlet valve (25) for introducing the fuel gas into the combustion chamber (30) of the cylinder (10), the inlet valve (25) being operated via a cam drive (3, 4, 63, 64). is controllable, characterized in that the piston (22) is alternately acted upon by an explosion and an implosion, and that the piston rod (21) is guided perpendicular to the output shaft (15) and the coupling element is formed by at least one roller (17, 17a , 17b), which is guided in at least one continuous control groove (18) of a link disk (16), which is connected in a rotationally fixed manner to the output shaft (15) and whose axis of rotation is coaxially aligned with it. Gas engine (1) according to claim 1, characterized in that the distance of the center line of the control groove (18, a, 18b) to the axis of rotation of the link disk is discontinuous and the stroke of the piston (22) coupled via the roller (17, 17a, 17b) the rotation of the output shaft (15) is determined. Gas engine (1) according to claim 1 or 2, characterized in that all work cycles of the piston (22) can be carried out with one full revolution of the link disk (16). Gas engine (1) according to one of claims 1 to 3, characterized in that two opposing control grooves (18a, 18b) of two opposing link disks (16a, 16b) form a receiving space for a pair of rollers (17a, 17b). Gas engine (1) according to one of claims 1 to 4, characterized in that the rollers (17a, 17b) are each mounted on an axle (57, 57a, 57b), which is rotatably received in a through hole at the rod end (61) of the piston rod (21). Gas engine (1) according to one of claims 1 to 5, characterized in that the inlet valve (25) is positively controlled via a cam disk (4) which is mounted on a shaft (3) on which a pulley (5) is also mounted , which is connected via a toothed belt (20) to a drive wheel (19) mounted in a rotationally fixed manner on the output shaft (15). Gas engine (1) according to one of claims 1 to 6, characterized in that the piston (22) has a recess (31) in the piston crown (62), the lowest point of which opens into at least one bore (31, 33) which allows discharge of excess water from at least one side outlet (34) on the ring section (37) of the piston (22). Gas engine (1) according to one of claims 1 to 7, characterized in that the liner (23) of the cylinder (10) has an elongated groove (40) which is open in the direction of the cylinder wall and which allows water to flow out in the area of a scraper ring (28 ) in the direction of a water outlet (35) in the liner (23). Method for operating an explosion engine (1) with hydroxy gas and/or water gas and/or hydrogen and/or hydrogen mixed gas, as well as in mixed operation with the aforementioned gases, wherein the explosion engine (1) comprises at least one cylinder (10) in which a piston ( 22) is movably guided and an output shaft (15) driven by the piston movement, one end of a piston rod (21) being connected to the piston and the other end being connected to the output shaft (15) via a coupling element (17) and at least an inlet valve (25) for introducing the fuel gas into the combustion chamber (30) of the cylinder (10), characterized in that - In a first phase, the spark plug (9) ignites the fuel gas and the piston (22) is driven downward by the explosion and the force is applied to the inner flank (58) of a control groove (18, 18a, 18b) of a link disk (16, 16a, 16b), which transfers the movement into a rotational movement to the output shaft (15); - In a second phase after the explosion, an implosion begins, with the fuel gas collapsing into a mixture of liquid water and / or water vapor, while the piston (22) remains in a UT position and the link disk (16, 16a, 16b) moves continues to rotate, and a load change from explosion to implosion and thus a reversal of the thrust force to a tensile force occurs and drives the rotational movement of the link disk (16, 16a, 16b). - in a third phase, the top dead center (TDC) of the piston is reached and the water of reaction is removed in combination with a neutralization of the pressure conditions in the combustion chamber; - in a fourth phase, the rotation of the link disk (16) continues with the piston (22) slightly lowered compared to the TDC position and the inlet valve (25) is opened, whereby fuel gas flows into the combustion chamber (30); - In a fifth phase, the inlet valve (25) is closed and ignition occurs, whereby the piston (22) moves along the control groove (18, 18a, 18b) of the link disk (16) due to the guidance of the rollers (17, 17a, 17b). , 16a, 16b) moves downwards, the fuel gas explodes and a transition to the first phase takes place. Method according to claim 9, characterized in that in all phases the flywheel of a flywheel (12) continues to rotate the link disk (16) in the direction of rotation (59), while the piston (22) remains briefly in the TDC or UT position. Method according to claim 10, characterized in that in the third phase the exploded fuel gas collapses into water and/or water vapor and the resulting negative pressure, under the influence of the pressure ratios between the cylinder volume and the ambient pressure below the piston (22), moves the piston (22). . Method according to one of claims 9 to 11, characterized in that resident water from the implosion of the previous explosion of the fuel gas is used to lubricate the piston (22) within the cylinder (10). Method according to one of claims 9 to 12Claim 10, characterized in that in the first phase additional fine water mist is injected via an injection nozzle (38). Method according to one of claims 9 to 13, characterized in that during the compression stroke the water located in the recess (31) of the piston crown (62) at least partially flows into at least one vertical bore (32) connected thereto and then into at least one adjoining horizontal one Bore (33) is pressed, from where the water emerges from the ring section (37) via an outlet (33) between piston rings (27, 28) of the piston (22). Method according to one of claims 9 to 14, characterized in that the position of an ignition timer (14) positioned on a flywheel (12) and moved in a circular path is detected by an ignition time scanner (13), which determines the ignition point of the spark plug (9). controls.

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