JP2012180571A - On-vehicle hydrogen addition system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an on-vehicle hydrogen addition system that improves the running performance of a fossil fuel vehicle and can reduce the emission of carbon dioxide therefrom.SOLUTION: On a vehicle driven by a fossil fuel engine, there are mounted a hydrogen generator 100 which includes a positive electrode electrolytic cell 120 provided with a positive electrode composed of platinum-plated titanium or stainless steel and an electrolyte and a negative electrode reactor 130 provided with a negative electrode composed of an alloy of magnesium and an amphoteric metal and an electrolyte which are arranged through a diaphragm 290 and in which the negative electrode reactor is in contact with the positive electrode electrolytic cell in an attachable and detachable manner; an introduction pipe 500 that feeds the hydrogen generated by the negative electrode reactor of the hydrogen generator into the carburetor or intake manifold 101 through a regulation valve 400; and an electrolysis controller 600 that controls and applies the electric power of the battery of the vehicle between the positive electrode 240 and the negative electrode 230 of the hydrogen generator. The hydrogen generated by the hydrogen generator is mixed with air and fed into an engine 900, and is burnt together with the fossil fuel.

Description

  The present invention relates to a vehicle hydrogenation system, and more particularly to a vehicle hydrogenation system in which hydrogen generated from a hydrogen generator mounted on a vehicle is mixed with air, supplied to an engine, and combusted with fuel.

Conventionally, a gasoline engine or a diesel engine is generally employed as a motor for an automobile or the like. However, since gasoline engines and diesel engines use fossil fuels as a power resource, they not only have the problem of emitting carbon monoxide (CO) and particulate compounds (PM), which cause air pollution, but also carbon dioxide ( There are problems of global warming due to CO ₂ ) and depletion of petroleum resources. Therefore, in recent years, hydrogen (H ₂ ) has attracted attention as clean energy that does not generate carbon dioxide or harmful substances even when burned, and development of automobiles using hydrogen as energy has been promoted.

Vehicles that use hydrogen as energy can be broadly divided into hydrogen engine vehicles that use hydrogen as fuel and burn directly in a dedicated engine, and fuel cell vehicles that generate electricity from hydrogen and operate as electric vehicles. .
Up to now, many technical proposals have been made on hydrogen fuel engines that perform direct combustion of hydrogen, and hydrogen engine automobiles have also been announced (see, for example, Patent Document 1), but there are a number of problems with their spread.

First, there is a problem of hydrogen embrittlement. This is a phenomenon in which hydrogen molecules diffuse and penetrate into the metal constituting the cylinder block and become brittle because the hydrogen molecules are extremely small.
Furthermore, since hydrogen has a high combustion rate, explosion is likely to occur during the intake-compression process, and knocking and backfire are likely to occur (see, for example, Patent Document 2). For this reason, it is necessary to make the hydrogen mixing rate extremely thin. As a result, the output of the hydrogen engine is low, which is said to be about 50% of that of a gasoline engine.

Next, there are problems with the handling of hydrogen. In other words, this is a problem related to a method of mounting hydrogen in a vehicle, and is also a problem common to fuel cell auto.
As a method for mounting hydrogen in a vehicle, a high-pressure tank that compresses and stores gaseous hydrogen, a liquid storage tank that stores hydrogen as a liquid at ultra-low temperature, and a hydrogen storage alloy that absorbs and stores hydrogen in a hydrogen storage alloy. Filled tanks etc. have been proposed and research is underway, but in either method, the share of hydrogen storage equipment in the vehicle space increases, and a large amount of hydrogen with the danger of explosion is loaded. There is a sex problem.

  Furthermore, in a fuel cell vehicle, a method of taking out hydrogen by reforming fossil fuel is mainly employed. However, the method of taking out hydrogen by reforming fossil fuel not only requires an expensive reformer, but also generates carbon dioxide in the hydrogen production process. Furthermore, there is a problem that the overall thermal efficiency of hydrogen is inevitably lowered as compared to the case where fossil fuel as a raw material is directly combusted.

The inventor of the present application disclosed a hydrogen extraction technology that can be mounted on a vehicle (see Patent Documents 3 and 4). However, electrolyzing water with battery power installed in a vehicle and using the obtained hydrogen as power for vehicle travel has a problem that the overall energy balance is negative.
As a method for producing hydrogen from water, a method using a chemical reaction is known in addition to a method using electrolysis.
The reaction of hydrogen generation by chemical decomposition of water generally includes a reaction between a metal and an acid liquid, which have a higher ionization tendency than hydrogen, an alkali (earth) metal and water, an amphoteric metal and an aqueous alkali solution, a metal hydride and water. Are known.
However, it is difficult to control the generation of hydrogen in a chemical reaction, and it is difficult to extract a necessary amount of hydrogen when necessary.

JP-A-6-241077 Japanese Patent Laid-Open No. 2-86923 International Intellectual Property Organization International Secretariat International Publication No. 2008/044499 Pamphlet JP 2009-041086 A

  Therefore, the present invention has been made to solve such a problem, and the object of the present invention is to improve the vehicle running performance by fossil fuel and to suppress the emission of carbon dioxide. It is to provide a vehicle hydrogenation system.

  In order to achieve the above object, a vehicle hydrogen supply system of the present invention comprises a vehicle driven by a fossil fuel engine, a positive electrode electrolytic cell comprising a positive electrode made of platinum-plated titanium or stainless steel and an electrolyte, magnesium, A negative electrode made of an amphoteric metal alloy and a negative electrode reaction tank equipped with an electrolyte are in contact with each other through a diaphragm, and the negative electrode reaction tank is attached to the positive electrode electrolytic tank in a detachable contact with hydrogen generation. Control of the hydrogen generator's negative electrode reaction tank to the carburetor or intake manifold through the regulating valve, and the vehicle's battery power to the positive and negative electrodes of the hydrogen generator It is equipped with an electrolysis controller to be supplied, and hydrogen generated by the hydrogen generator is mixed with air, supplied to the engine, and burned with fossil fuel To.

The hydrogen generator is controlled by electric power applied from the electrolysis controller, generates hydrogen by electrolysis of water according to the applied voltage, and magnesium and amphoteric metals and water corresponding to the amount of water electrolysis. It is preferable to stop both the electrolysis and the generation of hydrogen due to the chemical reaction when the power supply is stopped.
The electrolysis controller is preferably linked to the accelerator of the vehicle, and supplies a voltage corresponding to the accelerator opening to the positive electrode and the negative electrode of the hydrogen generator.

The negative electrode of the hydrogen generator is preferably made of an alloy containing at least magnesium and aluminum, and the electrolyte is preferably an alkaline electrolyte.
The diaphragm of the hydrogen generator is preferably a cation exchange membrane.

The vehicle hydrogen supply system of the present invention further includes a storage tank that communicates with a hydrogen generator and a supply pipe, stores hydrogen generated from a negative electrode reaction tank of the generator, and supplies the stored hydrogen to an introduction pipe. it can.
The storage tank includes an inlet connected to the air supply pipe, an outlet connected to the regulating valve, a pressure gauge, and a safety valve. The storage tank preferably stores hydrogen in a range of 0.5 to 2 atmospheres and supplies hydrogen to the engine. .

The vehicle hydrogenation system of the present invention exhibits the following effects.
According to the present invention, since the vehicle hydrogenation system uses hydrogen with high combustion efficiency mixed with vehicle fuel, the running performance (fuel consumption) of fossil fuel can be significantly improved.
According to the present invention, the hydrogen generated by the hydrogen generator is used as an auxiliary fuel to be added to the fossil fuel for vehicles, and since the concentration of hydrogen itself is lean, it is a hydrogen automobile that uses hydrogen as the main fuel. The problem of hydrogen embrittlement and combustion problems such as knocking and backfire can be avoided. Moreover, the problem of the output fall of a hydrogen vehicle can be solved by mixing with a vehicle fuel.

The vehicle hydrogenation system of the present invention can also solve the problem relating to the method of mounting hydrogen on the vehicle by mounting the hydrogen generator on the vehicle. That is, it is not necessary to install a storage facility with a large amount of hydrogen that has a risk of explosion, and safety is ensured.
In addition, since the equipment related to the vehicle hydrogenation system of the present invention is compact and can be stored in the open space of the engine room of an existing vehicle, the vehicle space that would have been occupied by the hydrogen storage facility can be comfortably provided. Can be used.
Furthermore, since the vehicle hydrogenation system of the present invention can manufacture a hydrogen generator at low cost, it has an economic advantage compared to a fuel cell system that extracts hydrogen from fossil fuel with an expensive reformer. Further, carbon dioxide is not generated in the hydrogen production process unlike the fuel cell system.

According to the present invention, since only water is generated in the combustion of hydrogen, carbon dioxide (CO ₂ ) and particulate matter (PM) as exhaust gas can be significantly reduced. Furthermore, nitrogen oxides (NOx) and carbon monoxide (CO) in the exhaust gas can be reduced.
According to the present invention, the vehicle hydrogenation system has an advantage that an existing engine device using fossil fuel as a power source can be used as it is.
The vehicle hydrogenation system of the present invention is configured to supply hydrogen generated from an on-vehicle hydrogen generator to an intake manifold (intake pipe) and mix it with air, so that it can be applied to all engines having an intake manifold. is there. For this reason, the present invention requires only a small investment to add a hydrogen generator, piping for introducing hydrogen from the hydrogen generator to the intake manifold, and wiring for supplying the power of the vehicle battery to the electrodes of the hydrogen generator via the electrolytic controller. The hydrogenation system can be applied, and great economic merit can be obtained.

In the vehicle hydrogenation system of the present invention, hydrogen can be generated as much as necessary by voltage control of the electrolysis controller, so that hydrogen and materials for generating hydrogen are not wasted.
Hydrogen generation is due to electrolysis and chemical reaction, and hydrogen exceeding the power consumption of the vehicle battery is obtained and used as driving energy, so that the battery does not run out of power.

It is a conceptual diagram of the vehicle hydrogenation system which concerns on Example 1 of this invention. It is a conceptual diagram of the vehicle hydrogenation system which concerns on Example 2 of this invention.

The present invention relates to a vehicle hydrogenation system mounted on a vehicle driven by a fossil fuel engine. In the vehicle hydrogenation system of the present invention, a hydrogen generator is mounted on a gasoline engine vehicle or a diesel engine vehicle, and the hydrogen generated from the hydrogen generator is supplied to the intake system of the engine, together with fossil fuel in the engine. Combustion improves the fuel efficiency of fossil fuels and reduces carbon dioxide emissions.
The vehicle hydrogenation system of the present invention includes a hydrogen generator, an introduction pipe that collects hydrogen generated from the negative electrode of the hydrogen generator and supplies it to a carburetor or intake manifold of a vehicle engine via a regulating valve, and power of a vehicle battery. Comprising an electrolysis controller that controls and supplies the positive electrode and the negative electrode of the hydrogen generator.

The vehicle hydrogen supply system of the present invention includes a vehicle driven by a fossil fuel engine, a positive electrode electrolytic cell having a positive electrode made of platinum-plated titanium or stainless steel and an electrolyte, and a negative electrode made of an alloy of magnesium and an amphoteric metal. And a negative electrode reaction tank comprising an electrolyte, and a negative electrode reaction tank, and a negative electrode reaction tank. An introduction pipe for supplying hydrogen generated from the electrode reaction tank to the carburetor or the intake manifold through a regulating valve, and an electrolysis controller for controlling and supplying the power of the vehicle battery to the positive electrode and the negative electrode of the hydrogen generator. It is mounted and hydrogen generated by the hydrogen generator is mixed with air, supplied to the engine, and burned with fuel.

The hydrogen generation in the present invention is due to the electrolytic reaction of water controlled to a DC voltage and the corresponding chemical reaction. That is, the hydrogen generator of the present invention is controlled by the electric power applied from the electrolysis controller, generates hydrogen by electrolysis of water according to the applied voltage, and magnesium and amphoteric metals corresponding to the amount of electrolysis of water. Hydrogen is generated by a chemical reaction between water and water. When power supply is stopped, generation of hydrogen by electrolysis and generation of hydrogen by chemical reaction can both be stopped.
The hydrogen generator of the present invention includes a negative electrode made of an alloy of magnesium (Mg) and an amphoteric metal (hereinafter simply referred to as “alloy” unless otherwise specified), a positive electrode made of a metal having a higher redox potential than magnesium, and an electrolyte. And at least a diaphragm.

The negative electrode of the hydrogen generator of the present invention is made of an alloy.
As an amphoteric metal for making an alloy, there are aluminum (Al), zinc (Zn), tin (Sn), lead (Pb), etc., but in the present invention, any amphoteric metal of aluminum, zinc, tin, or lead is used. can do. The negative electrode of the present invention can be used as an alloy obtained by mixing magnesium with one or more of the amphoteric metals described above.

  The composition ratio between magnesium and the amphoteric metal in the alloy is preferably 1 to 50:50 to 99 weight ratio, more preferably 5 to 30:70 to 95 weight ratio of magnesium: amphoteric metal. When the composition ratio of magnesium is 1 or less, excitation of magnesium at the time of application becomes insufficient, and there is a possibility that the response of the reaction for generating hydrogen becomes slow. If the magnesium composition ratio exceeds 50, the reaction between magnesium and water may occur without application of electric power, and the amount of hydrogen generated may not be controlled.

Among these, a magnesium-aluminum (Mg-Al) alloy and a magnesium-aluminum-zinc (Mg-Al-Zn) alloy can be more preferably used.
In a magnesium-aluminum-zinc (Mg-Al-Zn) based alloy, the composition ratio of aluminum (Al) and zinc (Zn) is preferably 10: 100: 0 to 90 wt. It is more preferable to set it to -100: 0 to 50 weight ratio. When the weight ratio of zinc is 90 or more, excitation of the negative electrode at the time of application becomes insufficient, and the response of the hydrogen generation reaction may be delayed.
In the amphoteric metal, tin and / or lead can be mixed in addition to aluminum and zinc. The mixable amount of tin and / or lead is generally 0.1 to 10% of the total amphoteric metal.

The positive electrode of the hydrogen generator of the present invention is made of a metal having a higher redox potential than magnesium.
As a positive electrode made of a metal having a higher redox potential than magnesium, chromium (Cr), iron (Fe), cadmium (Cd), cobalt (Co), nickel (Ni), tin (Sn), lead (Pb), Antimony (Sb), bismuth (Bi), copper (Cu), silver (Ag), palladium (Pd), iridium (Ir), platinum (Pt), gold (Au), but chromium (Cr), iron ( Fe), nickel (Ni), tin (Sn), lead (Pb), copper (Cu), silver (Ag), platinum (Pt) metals or alloys thereof, and those plated with these metals are preferably used. it can. Among them, a copper plate and a stainless steel plate can be preferably used for economic reasons, and titanium plated with platinum can be preferably used because of its good performance.

The hydrogen generator of the present invention includes an electrolyte. The electrolyte of the hydrogen generator is preferably an alkaline electrolyte, and the solvent is preferably water.
Examples of the alkali constituting the alkaline electrolyte include hydroxides such as sodium hydroxide, potassium hydroxide, lithium hydroxide, calcium hydroxide, and magnesium hydroxide, and carbonates such as sodium carbonate, sodium bicarbonate, and potassium carbonate. be able to. Among these, sodium hydroxide and potassium hydroxide that can adjust a strong alkaline electrolyte can be preferably used. An alkaline solution in which sodium hydroxide and potassium hydroxide are dissolved can be appropriately diluted to adjust an electrolyte having an arbitrary pH.
The alkaline electrolyte of the hydrogen generator is adjusted to an optimum pH at which the reaction that generates hydrogen starts when a positive or negative DC voltage is applied to the positive and negative electrodes, and the reaction that generates hydrogen stops when the application is stopped. Need to be done.

The inventor of the present application disclosed an alkaline electrolytic solution produced by electrolyzing seawater in a patent document (Japanese Patent Laid-Open No. 2006-309987). Since this alkaline electrolyte can adjust pH to any of 9-14, it can be preferably used as the alkaline electrolyte of the present invention.
This alkaline electrolytic solution is an electrolyte having an optimum pH that starts a reaction that generates hydrogen when a DC voltage is applied to the positive and negative electrodes of the hydrogen generator, and stops the reaction that generates hydrogen when the application is stopped. It can be adjusted freely.
Further, when these electrolytes are used, hydrogen is generated from the negative electrode and only oxygen is generated from the positive electrode, so that the generated gas does not adversely affect the surroundings.

The alkaline electrolyte of the hydrogen generator can include weakly acidic, neutral and weakly alkaline electrolytes.
Examples of weakly acidic electrolytes include sulfates such as calcium sulfate, magnesium sulfate, aluminum sulfate, zinc sulfate, and ammonium sulfate, and phosphates such as calcium phosphate, magnesium phosphate, aluminum phosphate, zinc phosphate, and ammonium phosphate can do.
Neutral electrolytes include sodium chloride, potassium chloride, sodium sulfate, potassium sulfate, sodium phosphate, potassium phosphate, disodium hydrogen phosphate, dipotassium hydrogen phosphate, sodium dihydrogen phosphate, dihydrogen phosphate Potassium etc. can be illustrated.
Weak alkaline electrolytes include carbonates such as sodium carbonate, potassium carbonate, sodium bicarbonate, potassium bicarbonate, and organic acid salts such as sodium acetate, potassium acetate, sodium citrate, potassium citrate, sodium tartrate, potassium tartrate, etc. Can be illustrated.

Among them, sodium sulfate, potassium sulfate, sodium phosphate, potassium phosphate, disodium hydrogen phosphate, dipotassium hydrogen phosphate, sodium dihydrogen phosphate, potassium dihydrogen phosphate, sodium carbonate, potassium carbonate, sodium bicarbonate, Potassium bicarbonate, sodium acetate, potassium acetate, sodium citrate, potassium citrate, sodium tartrate and potassium tartrate can be preferably used.
These weakly acidic, neutral, and weakly alkaline electrolytes can be added alone or in combination of two or more. The addition amount of these weakly acidic, neutral and weakly alkaline electrolytes is usually about 0.01 to 5% by weight with respect to the alkaline electrolyte.
The addition of these weakly acidic, neutral, and weakly alkaline electrolytes can contribute to the pH stability of the electrolyte of the hydrogen generator.

The hydrogen generator of the present invention includes a diaphragm. Any membrane can be used as long as the membrane of the hydrogen generator can permeate ions and prevents the electrolyte around the positive electrode and the electrolyte around the negative electrode from being mixed freely. Usually, an ion exchange membrane is used. Is done.
The ion exchange membrane is a membrane-like ion exchange resin, and includes an anion exchange membrane and a cation exchange membrane, and a cation exchange membrane can be more preferably used.
The cation exchange membrane has a property of allowing cations in the electrolyte of the hydrogen generator to pass through but not passing anions or water.
The cation exchange membrane is, for example, a porous support coated with an ion exchange resin (for example, “Nafion” (trade name) manufactured by DuPont) dissolved in an appropriate organic solvent (for example, butyl acetate). Later, it can be easily made by drying.

The diaphragm preferably includes a porous support that physically supports the ion exchange membrane and does not impede the passage of cations. As the porous support, any porous support or support having a stitch structure or the like can be used without limitation.
Porous supports include, for example, non-woven fabric, ceramic paper, glass wool, unglazed ceramics, porous synthetic resin sheets such as ultra-high molecular weight polyethylene porous sheets, synthetic resin plates kneaded with porous materials such as activated carbon and zeolite, and combustible The ceramic board etc. which fired after carrying out the mixture molding of the thing with the inorganic material can be mentioned.

  Since the hydrogen generator of the present invention is a hydrogen generation by an electrolytic reaction of water controlled to a DC voltage and a chemical reaction corresponding thereto, the negative electrode for generating hydrogen is consumed by the chemical reaction. For this reason, after generating a certain amount of hydrogen, it is necessary to replace the negative electrode and the electrolyte in which the reaction product is dissolved. On the other hand, the consumption of the positive electrode portion is theoretically only water. For this reason, the cathode side portion (negative electrode reaction vessel) including the negative electrode is structured to be separable from the anode side portion (positive electrode electrolytic vessel), and the cartridge structure is such that only the cathode side portion (negative electrode reaction vessel) can be removed and replaced. Preferably there is.

The inventor of the present application disclosed a hydrogen generator corresponding to the cartridge structure in Patent Document 4. This hydrogen generator is composed of “a positive electrode package comprising a platinum-plated titanium, a diaphragm and an electrolyte, and a negative electrode cartridge comprising an amphoteric metal (including magnesium) and an electrolyte alternately. The negative electrode cartridge is detachably mounted from the positive electrode package, being arranged and in contact with each other at the side membranes. "
The hydrogen generator disclosed in Patent Document 4 can be preferably used as the hydrogen generator of the vehicle hydrogenation system of the present invention.

  In addition to the above structure, the hydrogen generator of the vehicle hydrogenation system of the present invention is equipped with a negative electrode reaction tank having a diaphragm around the electrolyte in the electrolyte of a positive electrode electrolytic tank having a positive electrode and an electrolyte. It may be a structure. That is, the negative electrode reaction tank may exist in the electrolyte of the positive electrode electrolytic tank, for example, in a sinked or floating state.

The main body of the negative electrode reaction vessel is a hermetically sealed container, and can be formed into various shapes such as a box shape, a spherical shape, and a cylindrical shape.
In order to facilitate exchange of the negative electrode and the electrolyte, the main body of the negative electrode reaction tank can be configured so that the ceiling member as the upper structural member and the side surface / bottom surface member as the electrolyte container can be attached and detached.
The main body of the negative electrode reaction tank preferably has a structure in which one or more negative electrodes made of an alloy are housed.
It is preferable that one end of an electric wire for energizing is connected to each negative electrode, and the other end of the electric wire is connected to an electrolysis controller. An electric wire may be connected via the cathode terminal provided in the ceiling member of the main body of a negative electrode reaction tank.
The ceiling member is provided with a hydrogen outlet for collecting and sending out the generated hydrogen, and an air supply pipe for sending hydrogen to the vehicle engine is coupled to the hydrogen outlet. In the case of using a plurality of negative electrode reaction tanks, an air supply pipe may be connected so that the generated hydrogen is united and sent to the vehicle engine.

The positive electrode electrolytic cell is composed of an electrolytic cell main body that houses one or more positive electrodes and an electrolyte, and is in contact with the negative electrode reaction cell via a diaphragm.
Preferably, one end of an electric wire for energization is coupled to each positive electrode, and the other end of the electric wire is connected to an electrolysis controller. An electric wire may be connected via the anode terminal provided in an electrolytic cell or the upper structure attached to this.
There is no restriction | limiting in the shape and material of an electrolytic cell main body, What is necessary is just a structure which contacts a negative electrode reaction tank through a diaphragm.
Oxygen is generated from the positive electrode. The positive electrode electrolytic cell main body may be an open type, and the generated oxygen may be released into the atmosphere. Alternatively, the upper structure of the electrolytic cell may be configured to collect oxygen, and the collected oxygen may be supplied to the intake system of the engine through an oxygen distribution pipe.

  Hydrogen generated in the negative electrode reaction tank is sent to a regulating valve through an air supply pipe. The hydrogen whose flow rate is adjusted by the regulating valve is supplied to the intake line of the engine through the introduction pipe. The regulating valve is preferably a check valve, and hydrogen in the storage tank is freely supplied to the vehicle engine, but preferably prevents air from flowing from the intake system of the engine into the storage tank. If the regulating valve is a check valve or a check valve, a commercially available check valve operating in the atmospheric pressure range can be used regardless of the type.

A storage tank may be provided before the hydrogen generated in the negative electrode reaction tank is sent to the regulating valve. When a storage tank is provided, an air supply pipe, which is a flow path of hydrogen generated by the hydrogen generator, is coupled to the inlet of the storage tank. On the other hand, a connecting pipe for connecting the storage tank and the regulating valve or a regulating valve is directly coupled to the outlet of the storage tank.
The storage tank is provided not only for storing hydrogen generated by the hydrogen generator, but also for averaging the hydrogen generation timing shift in the hydrogen generator and the pulsation of the suction of hydrogen in the intake manifold. The pressure applied to the storage tank is basically atmospheric pressure, and it is in the range of 0.5 to 2 atmospheres even when the deviation of hydrogen generation timing and the suction pulsation in the intake manifold are taken into consideration. Usually, it is in the range of 0.5 to 1.5 atmospheres.
The shape, capacity, and material of the storage tank are not particularly limited, and may be appropriately selected according to the space of the installed vehicle.
Considering the danger of hydrogen storage, a pressure gauge and a safety valve can be installed just in case. The shape, performance, and material of the pressure gauge and safety valve are not particularly limited, and commercially available products can be widely used as long as they can move near atmospheric pressure.
Usually, the safety valve can be set to operate at 1.5 atmospheres or more.

  One end of the introduction pipe is preferably connected to the regulating valve, and the other end is preferably connected to the intake system piping of the engine. The connection position of the intake pipe with the intake system pipe is not particularly limited as long as it is in the intake manifold. For example, in the case of a gasoline engine, if the introduction pipe is connected to the upstream position of the carburetor venturi, the intake tank is stored. The generated hydrogen is sucked into the carburetor by the negative pressure generated by the flow of air in the carburetor. The inflow amount of hydrogen depends on the flow rate of air flowing into the carburetor, and the flow rate of air depends on the flow rate. That is, it depends on the opening of the slot valve of the carburetor adjusted by the operation of the accelerator. When the driver steps on the accelerator, the opening of the slot valve of the carburetor increases, the air flow rate increases, and the hydrogen inflow amount increases accordingly.

  In the case of a diesel engine, the connection position of the inlet pipe with the intake system pipe is not particularly limited as long as it is in the intake manifold, but for example, it can be coupled upstream of the intake slot valve of the intake manifold. Hydrogen generated in the hydrogen generator is mixed with air in the intake manifold and burned in a diesel engine directly injected with light oil.

The hydrogen mixed in the air burns with the fossil fuel in the combustion chamber of the gasoline engine or the diesel engine, and becomes a driving force. Part of this driving force activates the alternator of the vehicle and converts it into electric power. The generated power is stored in the vehicle battery.
When the engine starts, the electrolysis controller applies the power stored in the vehicle battery to the positive and negative electrodes of the hydrogen generator. The electrolysis controller is interlocked with an accelerator opening detector, and supplies a voltage corresponding to the accelerator opening to the hydrogen generator based on information from the accelerator opening detector.

発生した水素イオン（Ｈ^＋）は、陽イオン交換樹脂膜を通過して負電極に移動し、負電極において、（２）の式に示す反応によって、負電極から供給される電子（ｅ⁻）を得て水素（Ｈ_２）となる。

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The following is an electrolysis reaction of water in the positive electrode electrolytic cell (formula (1)), an electrolytic reaction of water in the negative electrode reaction bath (formulas (2) and (3)), and a chemical reaction in the negative electrode reactor ( (Equations (4) to (7)) will be described in detail.
When power is supplied to the hydrogen generator, the reaction shown in the formula (1) proceeds at the positive electrode, and oxygen is generated.

The generated hydrogen ions (H ⁺ ) pass through the cation exchange resin membrane and move to the negative electrode, and electrons (e ⁻ ) supplied from the negative electrode by the reaction shown in the expression (2) at the negative electrode. To hydrogen (H ₂ ).

式（２）、（３）で生成する水素は水の電気分解により得られる水素である。
水酸化イオン（ＯＨ⁻）は陽イオン交換樹脂膜を通過することができないため、負電極反応槽内に留まることになる。 Further, in the negative electrode, the electron (e ⁻ ) supplied from the negative electrode electrolyzes water by the reaction shown in (3) to generate hydrogen (H ₂ ) and hydroxide ions (OH ⁻ ).

The hydrogen produced by the formulas (2) and (3) is hydrogen obtained by electrolysis of water.
Since hydroxide ions (OH ⁻ ) cannot pass through the cation exchange resin membrane, they remain in the negative electrode reaction vessel.

水酸化マグネシウムは水に難溶性であり、電力印加が停止され、水の電気分解が停止すると、水酸化マグネシウムが負電極を覆い、マグネシウムと水との化学反応は停止する。 On the other hand, in the state where no electric power is applied from the electrolysis controller, there is no supply of electrons (e ⁻ ), so the water electrolysis reaction shown in (1) to (3) does not occur.
In the negative electrode, the surfaces of magnesium and amphoteric metal are covered with respective oxidation or hydroxide films, and the negative electrode is isolated from the alkaline electrolyte, so that no chemical reaction accompanied by generation of hydrogen occurs.
When electric power is applied to the negative electrode from the electrolysis controller, the above-described electrolysis of water occurs, hydrogen bubbles are generated from the surface of the negative electrode, and the film covering the surface of the negative electrode is physically peeled off.
At this time, the surface of magnesium is in an excited state, and magnesium is reduced by reducing the water of the electrolytic solution by the chemical reaction shown in the equation (4), and magnesium itself becomes magnesium hydroxide.

Magnesium hydroxide is sparingly soluble in water. When power application is stopped and the electrolysis of water stops, magnesium hydroxide covers the negative electrode, and the chemical reaction between magnesium and water stops.

水酸化アルミニウムは水に不溶性であり、水酸化イオンが十分供給されない状態では、水酸化アルミニウムが負電極を覆い、アルミニウムとアルカリ性電解質との化学反応は停止する。 On the other hand, when the oxidation or hydroxide film is physically peeled off from the surface of aluminum, aluminum decomposes water in an alkaline electrolyte to generate hydrogen by a chemical reaction represented by the formula (5). Become aluminum.

Aluminum hydroxide is insoluble in water, and in the state where hydroxide ions are not sufficiently supplied, aluminum hydroxide covers the negative electrode, and the chemical reaction between aluminum and the alkaline electrolyte stops.

このため、水素発生装置の正負電極に電力が印加され水の電気分解反応が進行している間は、水酸化イオンが生成し、水酸化アルミニウムを水溶性のアルミン酸に変換するため、（５）の式に示すアルミニウムと水の化学反応による水素発生が進行する。
正負電極への電力供給が停止され水の電気分解反応が停止すると、（３）の式に示す反応が停止し、水酸化イオンが生成されなくなるため、（６）の式に示す水酸化アルミニウムからアルミン酸への変換ができなくなり、負電極は水酸化アルミニウムにより被覆され、化学反応による水素の発生も停止する。 However, when the water electrolysis reaction of the formula (3) proceeds, the hydroxide ions (OH ⁻ ) remain in the negative electrode reaction tank and react with the aluminum hydroxide by the chemical reaction shown in the formula (6). Water-soluble aluminate.

For this reason, while electric power is applied to the positive and negative electrodes of the hydrogen generator and the water electrolysis reaction proceeds, hydroxide ions are generated and the aluminum hydroxide is converted into water-soluble aluminate. The hydrogen generation by the chemical reaction of aluminum and water shown in the formula of
When the power supply to the positive and negative electrodes is stopped and the electrolysis reaction of water stops, the reaction shown in the formula (3) stops and no hydroxide ions are generated. Therefore, from the aluminum hydroxide shown in the formula (6) The conversion to aluminate becomes impossible, the negative electrode is covered with aluminum hydroxide, and the generation of hydrogen by chemical reaction is also stopped.

スズ、鉛においても亜鉛と同様に、マグネシウム及びアルミニウムの反応を抑制する方向に作用する。 Zinc also generates hydrogen due to the reaction shown in the equation (7) with the alkaline electrolyte, but the reaction is slower than that of aluminum, and rather acts to suppress the reaction of magnesium and aluminum.

Similarly to zinc, tin and lead also act to suppress the reaction of magnesium and aluminum.

Embodiments of the present invention will be described in detail based on examples.
FIG. 1 is a schematic view of a vehicle hydrogenation system mounted on a gasoline engine vehicle that is Embodiment 1 of the present invention.
The vehicle hydrogenation system of Example 1 includes a hydrogen generator 1, an air supply pipe 2, a storage tank 3, a regulating valve 4, an introduction pipe 5, and an electrolysis controller 6. A gasoline vehicle (Mazda Co., Ltd .: MPV (product name) ) It was accommodated in the engine room (bonnet) of TA-LW3W (model number).
The hydrogen generator 1 has a configuration in which two rectangular negative electrode reaction vessels 13 and 13 are fitted between three rectangular positive electrode electrolytic cells 12, 14 and 12. , 13 can be attached to and detached from the positive electrode electrolyzers 12, 14, 12, and the side membrane 15 of the negative electrode reactor 13 is mounted so as to contact the side membrane 16 of the positive electrode electrolyzers 12, 14, 12. .

The negative electrode reaction tank 13 is fitted to a main body 17 of a negative electrode reaction tank having a rectangular parallelepiped with a width of 30 mm, a height of 80 mm, and a depth of 150 mm, and an open upper portion, and the negative electrode reaction tank main body 17. The ceiling member 19 includes a hydrogen outlet 21 coupled to the supply pipe 2 for sending the generated hydrogen, and one end of an electric wire connected to the negative electrode 23. A cathode terminal 25 to be coupled was formed.
The main body 17 of the negative electrode reaction tank is a molded product of synthetic resin, and the upper part and a part of the pair of side walls 27 facing each other and the side surfaces of the positive electrode electrolytic tanks 12 and 14 are open. A pair of side walls 27 that are partially opened are ultrahigh molecular weight polyethylene porous sheets 31 (Tech Jam Co., Ltd.) having cation exchange membranes 29 (manufactured by DuPont: “Nafion” (trade name)) formed on both sides thereof. ): SAN3858 (model number)) was bonded to form the side film 33. The negative electrode reaction tank 13 is filled with 0.33% by weight of sodium hydroxide electrolyte containing 0.05% by weight of sodium sulfate, and a negative electrode (made of a 1: 3 (weight ratio) alloy of magnesium and aluminum ( 23) (width 120 mm × height 65 mm × thickness 2 mm). One end of the electric wire was connected to the negative electrode 23, and the other end was coupled to the cathode terminal 25 of the ceiling member 19. The hydrogen outlet 21 of the ceiling member 19 was connected to the air supply pipe 2.

The positive electrode electrolyzers 12 and 14 are fitted into a main body 18 and 18 'of a positive electrode electrolyzer having a rectangular parallelepiped with a width of 30 mm, a height of 80 mm and a depth of 150 mm, and an open body of the salt electrode electrolyzer 18 and 18'. The ceiling member 20 comprises a positive electrode electrolytic cell ceiling member 20 that forms a ceiling portion of the positive electrode electrolytic cells 12 and 14. The ceiling member 20 is connected to an oxygen outlet 22 for releasing generated oxygen and a positive electrode 24. An anode terminal 26 to which one end of the electric wire was coupled was formed.
The main bodies 18 of the two positive electrode electrolyzers located at both ends of the hydrogen generator were molded articles of synthetic resin, and a part of the one side wall 28 contacting the upper part and the side surface of the negative electrode reaction tank was opened. One positive electrode electrolytic cell main body 18 ′ located in the center of the hydrogen generator is a synthetic resin molded product, and a part of a pair of side walls 27 facing the upper part and the side surface of the negative electrode reaction tank is in contact with each other. It was open. An ultra-high molecular weight polyethylene porous body in which cation exchange membranes 29 (manufactured by DuPont: “Nafion” (trade name)) are formed on both sides of the open side walls of the main bodies 18 and 18 ′ of the positive electrode electrolytic cell. A quality sheet 31 (manufactured by Tech Jam Co., Ltd .: SAN3858 (model number)) was adhered to form a side film 34. Each positive electrode electrolytic cell body 18, 18 ′ is filled with 0.33% by weight sodium hydroxide electrolyte containing 0.05% by weight sodium sulfate, and is a positive electrode made of platinum-plated titanium (width 120 mm × height). 65 mm × thickness 2 mm) 24 was installed. One end of the electric wire was connected to the positive electrode, and the other end was coupled to the anode terminal 26.

The hydrogen outlet 21 of each negative electrode reaction tank 13 was connected to the air supply pipe 2 and connected to the inlet of the storage tank 3 in conjunction with each other.
The storage tank 3 is a cylindrical hollow drum shape made of stainless steel having a capacity of 2 L, and the top surface and the bottom surface are welded to form a sealed structure. An inlet and an outlet are provided in the center of the bottom and top surfaces, respectively, and an air supply pipe 2 is connected to the inlet, and a regulating valve that controls the flow of hydrogen gas at the outlet (manufactured by TL buoy: non-return) Valve (product name): CK3M (model number) 4 was connected. The regulating valve 4 was connected with an introduction pipe 5 for sending hydrogen to the engine carburetor. A pressure gauge (manufactured by Toyo Keiki Kogyo Co., Ltd .: AT type 50φ (model number)) 39 and a safety valve (manufactured by Motoyama Seisakusho: MCE-C5111 (model number)) 41 were installed on the cylindrical body of the storage tank. The safety valve 41 was set to operate at 1.5 atmospheres.

  One end of the introduction pipe 5 was connected to the regulating valve 4 installed at the outlet of the storage tank 3, and the other end was connected to the carburetor 10 of the engine. The connection position of the introduction pipe 5 was the inlet of the carburetor 10, that is, the upstream nearest part of the venturi.

  The electrolysis controller 6 communicated with a terminal of the battery 7 of the vehicle, and the power of the battery 7 was controlled and supplied to the positive electrode 24 and the negative electrode 23 of the hydrogen generator 1. The electrolysis controller 6 sensed the opening of the accelerator of the vehicle, and controlled the voltage supplied to the positive and negative electrodes 23 and 24 of the hydrogen generator according to the opening of the accelerator. That is, when the accelerator pedal is in a steady position (not depressed), the power supply to both electrodes of the hydrogen generator is stopped, and when the accelerator pedal is depressed, the accelerator opening sensor 11 detects the accelerator opening. The electrolysis controller 6 applied a voltage corresponding to the accelerator opening to both electrodes of the hydrogen generator.

When electric power is applied from the electrolysis controller 6 to the positive and negative electrodes 24 and 23, electrolysis of water is caused by electric energy, and at the same time, the negative electrode is excited and chemical decomposition of the alkaline electrolyte, magnesium and aluminum occurs and is applied. Hydrogen gas was generated according to the voltage. Hydrogen gas was collected in the storage tank 3 from the hydrogen outlet 21 through the air supply pipe 2 and supplied to the engine 9 from the introduction pipe 5.
When the accelerator was returned to the steady position, the power supply from the battery 7 was cut off, and the electrolysis of water and chemical decomposition of magnesium, water, amphoteric metal and alkaline electrolyte were stopped, and the generation of hydrogen was stopped.

<Fuel consumption measurement test in gasoline vehicles>-Test Examples 1 and 2, Comparative Examples 1 and 2
Using a chassis dynamometer, a gasoline engine vehicle (manufactured by Mazda: MPV (product name): TA-LW3W (model number): displacement 2260 cc) equipped with the vehicle hydrogenation system according to the first embodiment of the present invention is used. When the vehicle hydrogenation system of the present invention is operated in the same vehicle after performing a 10.15 mode fuel consumption measurement test defined by the Ministry of Land, Infrastructure, Transport and Tourism and a fuel consumption measurement test (60 mode) running at a constant speed of 60 km / h for 15 minutes, A comparison was made when the system was not operated. The fuel consumption test based on gasoline was repeated 10 times in each mode, and the average was obtained.

ガソリンエンジン車に本願発明の車輌添加システムを適用したところ、１０・１５モード走行でも、毎時６０ｋｍ走行の６０モード走行でもガソリンを基準とした燃費の大幅改善が見られ、ガソリン１リッター当りの走行距離は水素添加のない場合に比べ１５５％に増大した。
車輌添加システムを適用した各モードの走行において、試験を通じて水素タンク３の圧力計３９は１．５気圧以下であり、安全弁４１が作動することはなかった。 The fuel consumption test results based on gasoline when the vehicle hydrogenation system of the present invention is installed in a gasoline engine vehicle and hydrogen is added (Test Examples 1 and 2) and when hydrogen is not added (Comparative Examples 1 and 2) are shown. It was shown in 1.

When the vehicle addition system of the present invention is applied to a gasoline engine vehicle, the fuel consumption can be greatly improved on the basis of gasoline in 10.15 mode driving and 60 km driving at 60 km / h, and the mileage per liter of gasoline. Increased to 155% compared to the case without hydrogenation.
During the running in each mode to which the vehicle addition system was applied, the pressure gauge 39 of the hydrogen tank 3 was 1.5 atm or less throughout the test, and the safety valve 41 did not operate.

<Exhaust gas measurement test in gasoline vehicles>-Test example 3, Comparative example 3
A gasoline engine vehicle (manufactured by Mazda Co., Ltd .: MPV (trade name): TA-LW3W (model number): 2260 cc (displacement))) equipped with a vehicle hydrogenation system according to Embodiment 1 of the present invention is used with a chassis dynamometer. Then, a running test was conducted in the JOC8 mode defined by the Ministry of Land, Infrastructure, Transport and Tourism, and the waste gas components were compared when the vehicle hydrogenation system of the present invention was operated with the same vehicle and when it was not operated. The exhaust gas was measured based on JIS D1030.

その結果、本発明の車輌水素添加システムを稼働させた場合には、水素添加システムを稼働させなかった場合に比較して、二酸化炭素（ＣＯ_２）が５２％の減少することが認められた。同時に、粒子状物質（ＰＭ）は３６％、窒素酸化物（ＮＯｘ）は２３％、一酸化炭素（ＣＯ）は４３％減少することが認められた。 Table 2 shows the measurement results of the exhaust gas components when hydrogen is added to the gasoline engine and when it is not added while running in the JOC8 mode using the same vehicle. The decrease rate was obtained by dividing the difference between the measured values of Comparative Example 3 and Test Example 3 by the measured value of Comparative Example 3.

As a result, it was found that when the vehicle hydrogenation system of the present invention was operated, carbon dioxide (CO ₂ ) was reduced by 52% compared to when the hydrogenation system was not operated. At the same time, it was observed that particulate matter (PM) decreased by 36%, nitrogen oxide (NOx) by 23%, and carbon monoxide (CO) by 43%.

FIG. 2 is a schematic view of a vehicle hydrogenation system mounted on a diesel engine vehicle that is Embodiment 2 of the present invention.
The vehicle hydrogenation system of Example 2 includes a hydrogen generator 100, an air supply pipe 200, a storage tank 300, a regulating valve 400, an introduction pipe 500, and an electrolysis controller 600, and is a diesel vehicle (Isuzu Motors Co., Ltd .: diesel engine 2t The truck (vehicle type) elf (product name): HH-NKR66 (model number)) was housed in the lower frame of the loading platform around the engine.
The hydrogen generator 100 was composed of a positive electrode electrolytic layer main body 180 containing a positive electrode 240 and a negative electrode reaction tank 130 containing a negative electrode 230 housed in the negative electrode electrolytic layer main body 180. .

The main body 180 of the positive electrode electrolytic cell was a cylindrical container having an 8 L volume (diameter 220 × height 220 mm) having a stainless steel bottom, and the upper part was open. A lid member 201 having a circular hole with a diameter of 160 mm for inserting and removing the negative electrode reaction vessel 130 at the center and an edge for engaging with the outer periphery of the upper portion of the main body 180 of the positive electrode electrolytic cell is installed at the opened upper part. . The lid member 201 was provided with six anode terminals 260 to which one end of an electric wire connected to the positive electrode 240 was coupled. Six positive electrodes 240 were arranged on the inner wall surface of the electrolytic cell main body 180 at substantially equal intervals, and fixed to the inner wall with an epoxy resin adhesive. The epoxy resin adhesive had a role of fixing the positive electrode 240 and insulating the inner wall. Each positive electrode 240 is a stainless steel plate having a width of 65 mm, a length of 180 mm, and a thickness of 2 mm, and one end of an electric wire for energization is connected thereto. The other end of the electric wire was coupled to an anode terminal 260 installed on the lid member 201.
The electrolytic cell main body 180 was filled with an alkaline electrolyte having a pH of 14 produced by electrolyzing seawater disclosed in a patent document (Japanese Patent Laid-Open No. 2006-309987).

The negative electrode reaction tank 130 is bonded to a cylindrical negative electrode reaction tank main body 170 having a 4.5 L volume (inner diameter 152 mm × height 242 mm) bottom surface and an upper open surface of the negative electrode reaction tank main body 170. It comprised the ceiling member 190 of the negative electrode reaction tank which seals the negative electrode reaction tank 130.
The main body 170 of the negative electrode reaction tank was an unglazed pottery, and a cation exchange membrane (manufactured by DuPont: “Nafion” (trade name)) 290 was formed on the outer peripheral surface and the inner peripheral surface thereof.
The ceiling member 190 is a molded product made of a synthetic resin, and has a hydrogen outlet 210 for sending out hydrogen generated in the center, and the supply pipe 200 is connected to the hydrogen outlet 210. Around the hydrogen outlet 210, a cathode terminal 250 for connecting one end of an electric wire coupled to the negative electrode 230 was installed. Moreover, the ceiling member 190 had an edge part fitted to the outer side surface of the main body 170 of the negative electrode reaction tank on the outer periphery thereof.
Three negative electrodes 230 made of a magnesium-aluminum-zinc (20: 75: 5 weight ratio) alloy having a width of 65 mm, a length of 180 mm, and a thickness of 2 mm are arranged in the center of the negative electrode reaction vessel so that they do not contact each other. Arranged, each connected to the cathode terminal 250 by an electric wire.
The main body 170 of the negative electrode reaction tank was filled with an alkaline electrolyte (pH 14) produced by electrolyzing the same seawater as the positive electrode electrolytic tank.

The negative electrode reaction tank 130 can be taken in and out through a hole provided in the center of the lid member 201 of the positive electrode electrolytic tank, and can be replaced with a new negative electrode reaction tank 130 according to the consumption state of the negative electrode 230. It was.
The hydrogen outlet 210 provided in the ceiling member 190 of the negative electrode reaction tank 130 was joined to the air supply pipe 200. Hydrogen generated in the hydrogen generator 100 was collected in the storage tank 300 through the air supply pipe 200.
The storage tank 300 was the same as in Example 1 except that the volume was 10L.
Moreover, the pressure gauge 390, the safety valve 410, and the adjustment valve 400 which were attached to the storage tank used the same commercial item as Example 1.

  The other end of the introduction pipe 500 whose one end was connected to the regulating valve 400 was connected to the upstream nearest portion of the intake slot valve of the intake manifold of the diesel engine. Hydrogen generated in the hydrogen generator 100 was mixed with air in the intake manifold and burned in the diesel engine.

One end of each electric wire was connected to the anode terminal 260 and the cathode terminal 250 of the hydrogen generator 100, and the other end was connected to the electrolysis controller 600.
Since the connection mode and operation of the electrolysis controller 600 are the same as those in the first embodiment, the description thereof is omitted.

<Fuel consumption measurement test in diesel vehicles>-Test examples 4, 5 and Comparative examples 4, 5
Diesel vehicle equipped with a vehicle hydrogenation system according to Embodiment 2 of the present invention (made by Isuzu Motors Co., Ltd .: diesel engine truck (model): Elf (trade name): HH-NKR66 (model number): displacement 4330 cc: loaded For the amount 2t), using a chassis dynamometer, a 10.15 mode fuel consumption measurement test determined by the Ministry of Land, Infrastructure, Transport and Tourism and a fuel consumption measurement test that runs at a constant speed for 15 minutes at 60 km / h (60 mode) were performed. A comparison was made between when the vehicle hydrogenation system was activated and when it was not activated. The fuel consumption test based on light oil was repeated 10 times in each mode, and the average was obtained.

ディーゼルエンジン車に本願発明の車輌添加システムを適用したところ、１０・１５モード走行でも、毎時６０ｋｍ走行の６０モード走行でも軽油を基準にした燃費の大幅改善が見られ、軽油１リッター当りの走行距離は水素添加のない場合に比べ１０・１５モードで１６９％、６０モードで１６７％に増大した。
車輌添加システムを適用した各モードの走行において、試験を通じて水素タン３クの圧力計３９０は１．５気圧以下であり、安全弁４１０が作動することはなかった。 The fuel consumption test results based on diesel oil when the vehicle hydrogenation system of the present invention is installed in a diesel engine vehicle and hydrogen is added (Test Examples 4 and 5) and when hydrogen is not added (Comparative Examples 4 and 5) It was shown in 3.

When the vehicle addition system according to the present invention is applied to a diesel engine vehicle, fuel efficiency based on light oil is greatly improved both in 10.15 mode driving and in 60 mode driving at 60 km / h, and the mileage per liter of diesel oil Increased to 169% in the 10.15 mode and 167% in the 60 mode compared to the case without hydrogenation.
In each mode of traveling using the vehicle addition system, the pressure gauge 390 of hydrogen tank 3 was 1.5 atm or less throughout the test, and the safety valve 410 did not operate.

<Exhaust gas measurement test in diesel vehicles>-Test example 6, Comparative example 6
Diesel engine vehicle (made by Isuzu Motors Ltd .: Diesel engine truck (vehicle type): Elf (trade name): HH-NKR66 (model number): Displacement 4330 cc: With respect to the load capacity 2t), using a chassis dynamometer, a running test was conducted in the JOC8 mode defined by the Ministry of Land, Infrastructure, Transport and Tourism, and when the vehicle hydrogenation system of the present invention was operated on the same vehicle and when it was not operated The carbon dioxide emissions were compared. The exhaust gas was measured based on JIS D1030.

その結果、本発明の車輌水素添加システムを稼働させた場合には、水素添加システムを稼働させなかった場合に比較して、走行距離当り二酸化炭素（ＣＯ_２）の排出量は６９％減少した。 Table 4 shows the measurement results of carbon dioxide emissions when the same vehicle was used and hydrogenation was performed during running and when hydrogenation was not performed.

As a result, when the vehicle hydrogenation system of the present invention was operated, carbon dioxide (CO ₂ ) emissions per mileage decreased by 69% compared to when the hydrogenation system was not operated.

<Demonstration test of fuel consumption reduction in diesel vehicles>-Test example 7
The vehicle hydrogenation system shown in Example 2 of the present invention was replaced with 10 diesel vehicles (manufactured by Isuzu Motors Ltd .: diesel engine truck (model): elf (trade name): HH-NKR66 (model number): displacement) 4330cc: Load capacity 2t) and carrying out normal transportation work for one month. As a result, the fuel (light oil) cost paid 600,000 yen in the month before installation decreased to 300,000 yen in the month after installation, and the fuel efficiency improvement effect was recognized.
No one experienced backfire or knocking during a month of work with a vehicle hydrogenation system. In addition, no one felt that there was a lack of horsepower in the hydrogenated engine compared to previous work.

  The vehicle hydrogenation system of the present invention is equipped with a hydrogen generator on a gasoline engine vehicle or a diesel engine vehicle, and supplies the generated hydrogen as an auxiliary fuel for fossil fuel, thereby improving fuel efficiency based on fossil fuel and It can reduce carbon dioxide and is suitable as a new hybrid car mounting system that is environmentally friendly. Moreover, the conventional vehicle can be used as it is by adding a few facilities to the conventional vehicle, so it is economical and can immediately reduce the burden on the environment. .

The vehicle hydrogenation system of the present invention can be applied not only to a vehicle but also to a combustion apparatus using any fossil fuel as a fuel resource, and can reduce carbon dioxide emission. For example, a blast furnace or a thermal power plant It can be applied to a large-scale combustion apparatus such as a simple boiler for general households, and the industrial applicability is great as a measure for reducing carbon dioxide.
Furthermore, since the hydrogen generator used in the vehicle hydrogenation system of the present invention can safely supply a large amount of hydrogen at a low cost at a required place, the function of hydrogen water to which hydrogen has been added has been attracting attention. The field of semiconductor cleaning, the ability of hydrogen water to remove active oxygen in the body, the medical field that is effective in the treatment of cerebral infarction, renal failure, dementia, etc. It can be suitably used as an apparatus for supplying hydrogen in the field of fisheries used for transporting live fish, etc., and in the field of agriculture such as hydroponics used for growing crops and life-extending cut flowers.

DESCRIPTION OF SYMBOLS 1,100 Hydrogen generator 2,200 Supply pipe 3,300 Storage tank 4,400 Regulator valve 5,500 Introductory pipe 6,600 Electrolysis controller 7,700 Vehicle battery 8,800 Vehicle alternator 9,900 Engine 10 Carburettor 11,110 Accelerator opening sensor 12, 14, 120 Positive electrode electrolytic tank 13, 130 Negative electrode reaction tank 15 Side film (of negative electrode reaction tank) 16 Side film (of positive electrode electrolytic tank) 17, 170 (of negative electrode reaction tank) Main body 18, 18 ′, 180 Main body 19, 190 (for negative electrode reactor) Ceiling member 20 (for positive electrode reactor) Ceiling member 21, 210 Hydrogen outlet 22 Oxygen outlet 23, 230 Negative electrode 24, 240 Positive electrode 25, 250 Cathode terminal 26, 260 Anode terminal 27 Side wall (of negative electrode reaction tank) 28 (Positive electrode electrolysis) Side wall 29, 290 Cation exchange membrane 31 Porous sheet 33 Side membrane (of negative electrode reactor) 34 Side membrane (of positive electrode electrolytic cell) 39, 390 Pressure gauge 41, 410 Safety valve 101 Intake manifold 201 (Positive electrode) Lid member of electrolytic cell

Claims (9)

For vehicles driven by fossil fuel engines,
A positive electrode electrolytic cell comprising a positive electrode made of platinum-plated titanium or stainless steel and an electrolyte, and a negative electrode reaction vessel comprising a negative electrode made of an alloy of magnesium and amphoteric metal and an electrolyte are in contact with each other through a diaphragm. A hydrogen generator configured so that the negative electrode reaction tank is detachably contacted with the positive electrode electrolytic cell;
An introduction pipe for supplying hydrogen generated from the negative electrode reaction tank of the hydrogen generator to the carburetor or intake manifold of the engine via a regulating valve;
The battery controller of the vehicle is equipped with an electrolysis controller that controls and supplies power to the positive electrode and the negative electrode of the hydrogen generator,
A vehicle hydrogenation system, wherein hydrogen generated by the hydrogen generator is mixed with air, supplied to the engine, and burned together with fossil fuel.   The hydrogen generator is controlled by electric power applied from the electrolysis controller, generates hydrogen by electrolysis of water according to the applied voltage, magnesium and amphoteric metal and water corresponding to the amount of water electrolysis 2. The vehicle hydrogenation system according to claim 1, wherein generation of hydrogen is caused by a chemical reaction of the fuel, and both generation of hydrogen by electrolysis and chemical reaction stops when power supply is stopped.   3. The vehicle hydrogen according to claim 1, wherein the electrolysis controller is linked to an accelerator of a vehicle and supplies a voltage corresponding to an opening of the accelerator to the positive electrode and the negative electrode of the hydrogen generator. Additive system.   The vehicle hydrogenation system according to claim 1, wherein the negative electrode of the hydrogen generator is made of an alloy containing at least magnesium and aluminum.   The vehicle hydrogenation system according to claim 1, wherein the electrolyte of the hydrogen generator is an alkaline electrolyte.   The vehicle hydrogenation system according to claim 1, wherein the diaphragm of the hydrogen generator is a cation exchange membrane.   The apparatus further comprises a storage tank that communicates with the hydrogen generator through an air supply pipe, stores hydrogen generated from the negative electrode reaction tank reaction tank of the generator, and supplies the stored hydrogen to the introduction pipe. The vehicle hydrogenation system according to claim 1.   The vehicle hydrogenation system according to claim 7, wherein the storage tank includes an inlet connected to the air supply pipe, an outlet connected to the regulating valve, a pressure gauge, and a safety valve.   The vehicle hydrogenation system according to claim 7 or 8, wherein the storage tank stores hydrogen in a range of 0.5 to 2 atm and supplies hydrogen to the engine.

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