EP4293196A1 - Moteur à explosion et procédé permettant de faire fonctionner un moteur à explosion sur hydroxygaz, eau gaz, gaz mixte à base d'hydrogène, hydrogène, ainsi qu'en mode mixte sur les gaz susmentionnés par adjonction d'eau liquide - Google Patents

Moteur à explosion et procédé permettant de faire fonctionner un moteur à explosion sur hydroxygaz, eau gaz, gaz mixte à base d'hydrogène, hydrogène, ainsi qu'en mode mixte sur les gaz susmentionnés par adjonction d'eau liquide Download PDF

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Publication number
EP4293196A1
EP4293196A1 EP22179092.6A EP22179092A EP4293196A1 EP 4293196 A1 EP4293196 A1 EP 4293196A1 EP 22179092 A EP22179092 A EP 22179092A EP 4293196 A1 EP4293196 A1 EP 4293196A1
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EP
European Patent Office
Prior art keywords
piston
gas
water
phase
explosion
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP22179092.6A
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German (de)
English (en)
Inventor
Harald G. F. SAUER
Josef sen. BRAUNSTEFFER
Bernhard Wiest
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Braunsteffer Sen Josef
Intergreentech GmbH
Original Assignee
Braunsteffer Sen Josef
Intergreentech GmbH
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Publication date
Application filed by Braunsteffer Sen Josef, Intergreentech GmbH filed Critical Braunsteffer Sen Josef
Priority to EP22179092.6A priority Critical patent/EP4293196A1/fr
Publication of EP4293196A1 publication Critical patent/EP4293196A1/fr
Pending legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B9/00—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups
    • F01B9/04—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with rotary main shaft other than crankshaft
    • F01B9/06—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with rotary main shaft other than crankshaft the piston motion being transmitted by curved surfaces
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B43/00—Engines characterised by operating on gaseous fuels; Plants including such engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F02M21/0203—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels characterised by the type of gaseous fuel
    • F02M21/0206—Non-hydrocarbon fuels, e.g. hydrogen, ammonia or carbon monoxide
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/022—Adding fuel and water emulsion, water or steam
    • F02M25/025—Adding water
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/022—Adding fuel and water emulsion, water or steam
    • F02M25/032—Producing and adding steam
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B9/00—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups
    • F01B9/04—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with rotary main shaft other than crankshaft
    • F01B9/06—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with rotary main shaft other than crankshaft the piston motion being transmitted by curved surfaces
    • F01B2009/061—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with rotary main shaft other than crankshaft the piston motion being transmitted by curved surfaces by cams

Definitions

  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 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).
  • the uniform term fuel gas is used below. Ignition of the fuel gas without prior compression is preferred.
  • 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.
  • 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.
  • the addition of ambient air is dispensed with, which is possible, for example, when using hydroxy gas.
  • 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.
  • 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.
  • 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.
  • 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.
  • the milling of the link disks is roughly shaped like a bell.
  • the concentricity and the extended cam adjoining it via the flanks form an almost symmetrical, geometric structure with respect to the longitudinal axis.
  • 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 rollers are each mounted on an axle which is rotatably accommodated in a through hole at the rod end of the piston rod.
  • 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.
  • 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.
  • a portioning valve described below.
  • an equivalent system with a bottom camshaft, tappets and rocker arms can be used provided it fully meets the gas introduction requirements.
  • 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").
  • TDC top dead center
  • 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.
  • the engine 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • Second 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 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.
  • 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 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.
  • Feeding the engine in phase 4 represents a particular challenge due to the characteristics of the gas.
  • the hydrogen 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.
  • the explosion-implosion process combines an exothermic and an endothermic reaction, which cancel each other out.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the filling process is filled with fuel gas during the lowered top dead center (TDC).
  • TDC top dead center
  • ignition takes place in the first phase using a spark plug of any type.
  • 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.
  • 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.
  • 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.
  • the exploded fuel gas collapses into water, creating a negative pressure and reversing the force from thrust to tractive force.
  • a fine mist of water can also be injected in the fourth phase via an injection nozzle.
  • 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 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.
  • 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.
  • the water outlet is located below the second piston ring and above a double piston ring.
  • 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.
  • 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.
  • 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.
  • the present invention provides an apparatus for generating energy without the use of hydrocarbon fuels and the resulting CO2 emissions.
  • 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.
  • 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.
  • 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.
  • 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 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 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.
  • the engine can be operated optimally in the first embodiment, i.e. with pure gas operation.
  • 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.
  • 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.
  • the system allows liquid water to be added, which promotes a significant increase in efficiency through thermolysis within the combustion chamber
  • 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.
  • boundary layer water 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 .
  • 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.
  • the spray mist In suction mode, the spray mist can be sucked directly from the gas space.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • control groove 18 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.
  • 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.
  • 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.
  • the cam disk 4 is mounted on the camshaft 3 in the front third on the left.
  • 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.
  • a cam of the cam disk 4 acts on the end face of the valve stem 6 via a rotatably mounted contact bearing 26.
  • 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.
  • 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.
  • 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 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.
  • the recess can also be conical or have another shape that serves to guide water in the direction of the bore 32.
  • this recess 31 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.
  • 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 .
  • 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.
  • 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.
  • 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 .
  • the lower end of the piston rod 21 has a through hole 52 to accommodate the axis 57 of the roller 17.
  • FIG 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the water 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.
  • control cam lowers the piston to a position slightly below TDC.
  • 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.
  • 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.
  • the inlet valve closes hermetically and the next ignition occurs after a short time delay ( Figure 11 ).
  • 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.
  • FIGS 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.
  • 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.
  • the inlet valve 25 opens in the inlet phase 71.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • a cam of the cam disk 4 acts on the end faces of the valve stems via the actuating nipple 79.
  • 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.
  • 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.
  • 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.
  • 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).
  • 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

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Chemical & Material Sciences (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
EP22179092.6A 2022-06-15 2022-06-15 Moteur à explosion et procédé permettant de faire fonctionner un moteur à explosion sur hydroxygaz, eau gaz, gaz mixte à base d'hydrogène, hydrogène, ainsi qu'en mode mixte sur les gaz susmentionnés par adjonction d'eau liquide Pending EP4293196A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP22179092.6A EP4293196A1 (fr) 2022-06-15 2022-06-15 Moteur à explosion et procédé permettant de faire fonctionner un moteur à explosion sur hydroxygaz, eau gaz, gaz mixte à base d'hydrogène, hydrogène, ainsi qu'en mode mixte sur les gaz susmentionnés par adjonction d'eau liquide

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP22179092.6A EP4293196A1 (fr) 2022-06-15 2022-06-15 Moteur à explosion et procédé permettant de faire fonctionner un moteur à explosion sur hydroxygaz, eau gaz, gaz mixte à base d'hydrogène, hydrogène, ainsi qu'en mode mixte sur les gaz susmentionnés par adjonction d'eau liquide

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Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE592469C (de) 1932-05-13 1934-02-07 Rudolf Erren Zweitaktknallgasmaschine
DE3118566A1 (de) 1981-05-11 1982-11-18 Werner 7470 Albstadt Arendt Brennkraftmotor
DE3208249A1 (de) 1982-03-08 1983-09-15 Werner 7470 Albstadt Arendt Brennkraftmotor
US4653438A (en) * 1984-02-27 1987-03-31 Russell Robert L Rotary engine
US6167850B1 (en) * 1999-01-25 2001-01-02 David H. Blount Rotary combustion engine with pistons
WO2009141422A2 (fr) * 2008-05-23 2009-11-26 Manfred Vonderlind Moteur comprenant un disque excentrique
US20140360446A1 (en) * 2013-06-05 2014-12-11 Thien Ton Consulting Services Company Limited Hybrid Vehicles with Radial Engines
US20210317780A1 (en) * 2014-02-14 2021-10-14 Jing Yuan ZHOU Zhou engine and power-cam mechanism

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE592469C (de) 1932-05-13 1934-02-07 Rudolf Erren Zweitaktknallgasmaschine
DE3118566A1 (de) 1981-05-11 1982-11-18 Werner 7470 Albstadt Arendt Brennkraftmotor
DE3208249A1 (de) 1982-03-08 1983-09-15 Werner 7470 Albstadt Arendt Brennkraftmotor
US4653438A (en) * 1984-02-27 1987-03-31 Russell Robert L Rotary engine
US6167850B1 (en) * 1999-01-25 2001-01-02 David H. Blount Rotary combustion engine with pistons
WO2009141422A2 (fr) * 2008-05-23 2009-11-26 Manfred Vonderlind Moteur comprenant un disque excentrique
US20140360446A1 (en) * 2013-06-05 2014-12-11 Thien Ton Consulting Services Company Limited Hybrid Vehicles with Radial Engines
US20210317780A1 (en) * 2014-02-14 2021-10-14 Jing Yuan ZHOU Zhou engine and power-cam mechanism

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