WO2008041241A2 - Utilisation d'hydrogène atomique comme carburant pour les moteurs à combustion interne et autres moteurs thermiques - Google Patents

Utilisation d'hydrogène atomique comme carburant pour les moteurs à combustion interne et autres moteurs thermiques Download PDF

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Publication number
WO2008041241A2
WO2008041241A2 PCT/IN2007/000275 IN2007000275W WO2008041241A2 WO 2008041241 A2 WO2008041241 A2 WO 2008041241A2 IN 2007000275 W IN2007000275 W IN 2007000275W WO 2008041241 A2 WO2008041241 A2 WO 2008041241A2
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hydrogen
injector
fuel
atomic
injection
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PCT/IN2007/000275
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WO2008041241A3 (fr
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Mukund Kulkarni
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Mukund Kulkarni
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    • 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
    • F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02M21/0248—Injectors
    • F02M21/0275—Injectors for in-cylinder direct injection, e.g. injector combined with spark plug
    • 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
    • F02B43/10—Engines or plants characterised by use of other specific gases, e.g. acetylene, oxyhydrogen
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
    • F02D19/0642—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions
    • F02D19/0644—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions the gaseous fuel being hydrogen, ammonia or carbon monoxide
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0668—Treating or cleaning means; Fuel filters
    • F02D19/0671—Means to generate or modify a fuel, e.g. reformers, electrolytic cells or membranes
    • 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
    • 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
    • F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02M21/0248—Injectors
    • F02M21/0257—Details of the valve closing elements, e.g. valve seats, stems or arrangement of flow passages
    • F02M21/026—Lift valves, i.e. stem operated valves
    • F02M21/0263—Inwardly opening single or multi nozzle valves, e.g. needle valves
    • 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
    • F02M27/00—Apparatus for treating combustion-air, fuel, or fuel-air mixture, by catalysts, electric means, magnetism, rays, sound waves, or the like
    • F02M27/02—Apparatus for treating combustion-air, fuel, or fuel-air mixture, by catalysts, electric means, magnetism, rays, sound waves, or the like by catalysts
    • 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
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/14—Direct injection into combustion chamber
    • 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
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/04—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being subdivided into two or more chambers
    • 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
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/30—Use of alternative fuels, e.g. biofuels

Definitions

  • the present invention relates to atomic hydrogen as a fuel in an internal combustion engine, more particularly relates to use of atomic hydrogen in the same field.
  • Hydrogen has long been recognized as an engine fuel offering interesting possibilities.
  • hydrogen combustion produces very few hydrocarbons (CRC), carbon monoxide (CO), and carbon dioxide (CO2) because titers are no carbon in cites fuel. Rather, carbonaceous exhaust constituents arise from small amounts of lubricating oil participating in the combustion event. Hydrogen is thus a desirable fuel from an exhaust emissions standpoint.
  • CRC hydrocarbons
  • CO carbon monoxide
  • CO2 carbon dioxide
  • values of O equivalence ratio less than one correspond to lean air/fuel ratio
  • equivalence ratios greater than one correspond to rich air/fuel ratios.
  • Another problem associated with known hydrogen fuel engines arises from the need to maintain compression ratio at relatively lower values in order to avoid the previously described auto ignition. In one engine, which has been the subject of published research, the engine was operated with hydrogen at a compression ratio of about 10:1. The present inventors, have determined, however, that it is possible to operate an engine on hydrogen at 14:1 15:1 compression ratio, provided the engine is controlled according to the present specification and claims.
  • An object of the present invention is that it can be stated that the use of atomic hydrogen for combustion has a greater output in the same amount of hydrogen used as compared to the combustion of molecular hydrogen, which is conventionally used.
  • the emissions and the use of atomic hydrogen will have negligible the only bi-product formed is water vapor making it environment friendly.
  • the emission levels of NO x and other carbon compounds will be nil making this engine completely environment friendly.
  • atomic hydrogen as fuel would also make possible the use of lean mixtures, which will increase the fuel efficiency of the engine.
  • the use of atomic hydrogen as fuel could facilitate increased power or low consumptions of fuel for the same power required as compared to other fuels.
  • a combination of increased power and low fuel consumption is also possible according to requirement.
  • combustion engines such as wankel engines, rotary piston engines and quasiturbines (the three engines are similar to internal combustion engines) turbojets, ramjets etc.
  • the combustion process should be direct injection or indirect injection; wherein the conventional injection systems are replaced by the process technologies described above.
  • the concept is to use atomic hydrogen as fuel in an internal combustion engine. Hydrogen obtained by the electrolysis of water or other hydrogen storage devices is dissociated to form atomic hydrogen which is further used as a fuel for the internal combustion engine.
  • the essentials features of the concept are:
  • the technology to produce atomic hydrogen is utilized to the hydrogen that is obtained either by electrolysis or hydrogen storage devices to convert it into atomic hydrogen.
  • This can be made possible by using a catalyst viz. hydrogen dissociation catalyst or use of platinum metals (platinum, palladium, rhodium, zirconium iridium, nickel etc.) whichever is suitable or catalysts of such metals or alloys of such metals or methods like thermal cracking of hydrogen etc; in short any process that would make possible the dissociation of molecular hydrogen to atomic hydrogen.
  • Another way to produce atomic hydrogen is by passing it through an electric arc. A jet of hydrogen is dissociated as it passes through an electric arc.
  • An ideal way to use atomic hydrogen in combustion engine is to feed it into a common rail direct injection system, which serves as the fuel line for the engine wherein the fuel line is suitable to inject atomic hydrogen for combustion.
  • a fuel line that would facilitate the dissociation of molecular hydrogen to atomic hydrogen and would inject atomic hydrogen for combustion.
  • the injectors also have to be altered according to the technology to produce atomic hydrogen.
  • Molecular hydrogen obtained from any source such as a hydrolysis unit or some other hydrogen storage device is further stored in a reservoir of a capacity calculated according to the size of the engine at a desired pressure, which is again calculated according to the quantity of fuel required.
  • the hydrogen stored under pressure is then directed towards the fuel supply system of the engine where in it is processed i.e. dissociated into atomic hydrogen and used as a fuel for combustion.
  • the hydrogen can be directed to the fuel supply system using a high pressure steel tube which will not allow the hydrogen to escape and would maintain the pressure of hydrogen.
  • Equation (1 shows the energy produced by the formation of molecular hydrogen from atomic hydrogen.
  • Equation (2) shows the energy produced by the formation of water vapor from molecular hydrogen and oxygen i.e. when molecular hydrogen is used for combustion. Equation
  • equation (3) is derived by the addition of equations (1) and (2). Therefore, equation (3) shows the formation of water vapor from atomic hydrogen and molecular oxygen i.e. when atomic hydrogen is used for combustion. It can be clearly seen when equations (2) and (3) are compared, that the energy produced by the combustion of atomic hydrogen i.e. equation (3) is much greater (approx. three times) than the energy produced by the combustion of molecular hydrogen i.e. equation (2). To be more precise the energy produced by combustion of atomic hydrogen is 2.8024 times greater than the energy produced by combustion of molecular hydrogen.
  • the energy produced by using atomic hydrogen for combustion in kilowatt-hours is- 0.1883 kW-hr / mole
  • the present invention relates to the use of atomic hydrogen in the internal combustion engine comprising the following are two different approaches in ⁇ which atomic hydrogen can be used as fuel in an internal combustion engine.
  • An electronic control unit is a unit which controls the injection timing, duration of the injectors in any type of electronic fuel injection system / engine.
  • the electronic control unit is assisted by six basic sensors such as, cam sensor, throttle position sensor, speed sensor etc. that are fitted on the engine. These sensors provide the ECU vital information about the engine such as the RPM, the position of the pistons etc. Using these sensors the electronic control unit calculates the timing and duration of the injection of fuel.
  • the electronic control unit has micro processors having a program that define the optimum injection of fuel by the injectors under whichever condition the engine is performing.
  • the electronic control unit can be used to perform tasks other than injection control too. Any function that has electrical circuits can be governed by using the electronic control unit; by providing necessary sensors and specific programs for the micro processor.) 1. THE INJECTOR ELECTRODE SETUP
  • This setup shall be used in petrol engines as well as diesel engines.
  • the injection shall be a direct injection system (D.I. System) or an indirect injection system (I.D.I. System).
  • D.I. System direct injection system
  • I.D.I. System indirect injection system
  • This setup works on the principle that "a jet of hydrogen is dissociated as it passes through an electric arc. When an arc is established in hydrogen between two electrodes, molecular hydrogen dissociates into atomic hydrogen.”
  • the Injector and Electrode Setup is an arrangement wherein, the injector is ideally any solenoid / piezo injector which can perform the function of injecting hydrogen directly into the combustion chamber of an internal combustion engine (hydrogen direct injection; commonly known as H2DI), at pressures ranging between 25 kg/cm 2 to 100 kg/cm 2 .
  • the electrodes are two tungsten electrodes in a shielding gas atmosphere of hydrogen viz. cathode and anode which are attached to the injector and are placed in such a way that an electric arc is formed near the nozzle of the injector when a current is supplied to the electrodes.
  • Figure 1.1 and 1.2 are schematic diagrams illustrating the arrangement of the injector and the electrodes for direct injection petrol and diesel engines. There is an insulator present between the electrodes and the injector to avoid contact between the electrode and the solenoid injector.
  • the injector used in this setup would be a gas direct injection injector (such injectors are readily available for the purpose of Compressed Natural Gas direct injection or Hydrogen direct injection), with a desired flow rate according to the size of the engine.
  • the injector could be a solenoid injector or a piezo injector. Any other injector / device that could serve the purpose of hydrogen direct injection (H2DI) can also be utilized for this setup.
  • the timing of injecting hydrogen in the combustion chamber varies at different engine speeds (RPM); and is controlled by an electronic control unit (ECU).
  • the injection in this setup can be said to be similar to the injection in common rail diesel injection (CRDI) systems or even gas / hydrogen direct injection systems.
  • FIGS 1.3 and 1.4 are schematic diagrams illustrating the arrangement of the injector and the electrodes for indirect injection diesel engine and engine having a pre combustion as well as main combustion chamber in the cylinder head.
  • an additional swirl chamber should be provided in the piston.
  • the injector used in this particular injector electrode setup would be ideally, the injector used for direct injection hydrogen engines. Such injectors are solenoid operated and can be controlled through the electronic control unit (ECU) of the engine. There could be some variations in this particular injector electrode setup. The variations could be the type of injector used for this setup. Cam operated injectors that do not require electrical circuits to operate can be used for this process. Such injectors as the name suggests are governed by the camshaft of the engine i.e. the injection timings are decided by the camshaft. Other injectors wherein the injection timings are decided by the fuel pump can be used for this particular setup too. But in such cases, the pump has to comply with the requirements of hydrogen or has to be modified / altered / redesigned accordingly.
  • the important factor is the injection of hydrogen directly into the combustion chamber of the internal combustion engine, while passing it through the electric arc formed by the electrodes, in the injector electrode setup.
  • the electrodes in the Injector and Electrode Setup can be placed in a similar way as shown in the figure 1.1 , 1.2, 1.3 and 1.4 or can be placed in any other way wherein, there is no contact between the injector and the electrodes, which is to avoid a short circuit or a possibility of current leakage in the system. If there is a way by which the above mentioned problem could be solved, the injector and electrodes coming in contact is not an issue.
  • the significance of the placement and the way in which the injector and electrodes is to be arranged is that, the electric arc to be formed between the electrodes should be as close as possible to the nozzle of the injector and the combustion chamber. Keeping this as the principle and the primary aim / objective; the arrangement, position and the placement of the injector and the electrodes can be varied. The principal idea of this setup is the significance of the placement as explained previously in this paragraph. .
  • This process technology is an improved / advanced process as compared to the conventional direct and indirect injection engines which use solenoid injectors for fuel injection.
  • the difference lies in the injector.
  • a specially designed solenoid injector or piezo injector makes the injection of atomic hydrogen possible.
  • a device that dissociates / converts / changes molecular hydrogen to atomic hydrogen alternatively, generates atomic hydrogen from molecular hydrogen using a Hydrogen Dissociation Catalyst or with the support of a Hydrogen Dissociation Catalyst at any given pressure and temperature for the purpose of injection in a system is known as Atomic Hydrogen Injector (Using Hydrogen Dissociation Catalyst).
  • a device which can inject hydrogen directly into the combustion chamber can be modified or can be converted to an atomic hydrogen injector. This can be done by coating the parts of the device that come in contact with molecular hydrogen, with a hydrogen dissociation catalyst. Alternatively, such parts could be made from a hydrogen dissociation catalyst, if possible / feasible.
  • the yellow part is the solenoid setup, which would activate when electricity is supplied to it.
  • the green and black shade shows the arrangement of the piston return spring which would enable the piston to return to its original position.
  • the red, tube like lining is the fuel supply line from where hydrogen will enter the injector and flow towards the nozzle which is the point of injection.
  • the blue lining wherever shown in the figure is the hydrogen dissociation catalyst which will be present wherever atomic hydrogen (fuel) would be flowing: Even the nozzle which is the exit point for the fuel has the hydrogen dissociation catalyst to ensure that hydrogen is in the atomic form at the time of injection and when it enters the combustion chamber.
  • the orange shade shows the piston and the needle, which will be of the same metal having magnetic properties.
  • the piston as well as the needle are also coated / plated with hydrogen dissociation catalyst.
  • the light grey shade indicates the injector body and the dark grey linings is the guide for the piston and the needle.
  • the inner side of the guide is also plated / coated with the hydrogen dissociation catalyst to ensure the atomic state of hydrogen.
  • the solenoid acts as the controller of fuel in the case of solenoid injectors.
  • the flow of fuel can also be controlled by using piezo electric crystal(s) as in the case of piezo injectors.
  • the flow of fuel or the fuel supply line would change in piezo injectors.
  • the entire fuel supply line i.e, the line which directs hydrogen towards the point of injection should be coated / plated with the hydrogen dissociation catalyst.
  • the hydrogen dissociation catalyst can be placed according to the requirement i.e. for the process of dissociation of molecular hydrogen to atomic hydrogen in the following ways:
  • a coating / plating of the hydrogen dissociation catalyst can be done to the parts where the process of dissociation of molecular hydrogen to atomic hydrogen takes place.
  • the fuel in the injector is present continuously at a pre determined pressure.
  • an electric current is supplied to the solenoid, it will become a temporary magnet and attract the piston towards itself. This would result in the piston moving in the upward direction, which would in turn allow the fuel to flow.
  • the solenoid will loose its magnetic effect and the return spring will force the piston back to its original position which will stop the flow of fuel.
  • This is how the fuel supply would be controlled to the engine. This can be done using conventional micro processors like the Electronic Control Unit (E. C. U.) of the vehicle which is generally used in case of solenoid injectors.
  • the injector will work at pressures ranging between 25 - 100 bars (kg / cm 2 ).
  • the yellow part is the piezo valve setup, which would activate when electricity is supplied to it.
  • the green and black shade is the linkage between the piston and the piezo valve setup. This would control the movement of the piston which would result in controlling the flow of atomic hydrogen (fuel).
  • the red, tube like lining is the fuel supply line from where hydrogen will enter the injector and flow towards the nozzle which is the point of injection.
  • the blue lining wherever shown in the figure is the hydrogen dissociation catalyst which will be present wherever atomic hydrogen (fuel) would be flowing. Even the nozzle which is the exit point for the fuel has the hydrogen dissociation catalyst to ensure that hydrogen is in the atomic form at the time of injection and when it enters the combustion chamber.
  • the orange shade shows the piston and the needle, which will be of the same metal having magnetic properties.
  • the piston as well as the needle are also coated / plated with hydrogen dissociation catalyst.
  • the light grey shade indicates the injector body and the dark grey linings is the guide for the piston and the needle.
  • the inner side of the guide is also plated / coated with the hydrogen dissociation catalyst to ensure the atomic state of hydrogen.
  • the nozzle which is the exit point for the fuel should have the hydrogen dissociation catalyst suitably placed as mentioned above to ensure that hydrogen is in the atomic form at the time of injection and when it enters the combustion chamber.
  • the needle and the piston (if coming in contact with hydrogen) should also have the hydrogen dissociation catalyst suitably place as mentioned above to ensure that hydrogen is in the atomic form at the time of injection and when it enters the combustion chamber.
  • the fuel in the injector is present continuously at a pre determined pressure.
  • the piezo crystal(s) When an electric current is supplied to the piezo valve setup, the piezo crystal(s) will expands i.e. it would push in the upward direction where the linkage between the piezo setup and the piston is present. Due to the linkage, the piston will move in the upward direction, which would in turn allow the fuel to flow.
  • the moment the supply of electric current is stopped the piezo valve setup will resume its original size / position and thus the piston will also be back to its original position which will stop the flow of fuel.
  • An additional return spring can also be facilitated for the return of the piston. This is how the fuel supply would be controlled to the engine. This can be done using conventional micro processors like the Electronic Control Unit (E. C. U.) of the vehicle which is generally used in case of solenoid injectors.
  • the injector will work at pressures ranging between 25 - 100 bars (kg / cm 2 ).
  • the fuel line inside the injector which directs the flow of the fuel from the inlet of the injector to the nozzle of the injector should have the hydrogen dissociation catalyst suitably placed as mentioned above, which would facilitate the dissociation of the molecular hydrogen to atomic hydrogen prior to the injection of atomic hydrogen in the combustion chamber of the engine.
  • the nozzle which is the exit point for the fuel should have the hydrogen dissociation catalyst suitably placed as mentioned above to ensure that hydrogen is in the atomic form at the time of injection and when it enters the combustion chamber
  • the needle and the piston (if coming in contact with hydrogen) should also have the hydrogen dissociation catalyst suitably place as mentioned above to ensure that hydrogen is in the atomic form at the time of injection and when it enters the combustion chamber
  • the parts such as the fuel rail / common rail, the connecting tubes from the rail to the injector, if any etc should also have the hydrogen dissociation catalyst placed suitably as mentioned above This is to increase the rate of dissociation of hydrogen This would ensure the atomic state of hydrogen at the time of injection, which is desired
  • the supply line from the hydrogen storage device to the fuel rail / common rail could also have the hydrogen dissociation catalyst suitably placed as mentioned above When molecular hydrogen passes over the hydrogen dissociation catalyst, it will dissociate into atomic hydrogen The presence of the catalyst till the point of injection would ensure the injection of atomic hydrogen in the combustion chamber
  • This setup can be used in petrol engines as well as diesel engines
  • the injection can be a direct injection system (D I System) or an indirect injection system (I D I System) i e the provision of a pre-combustion chamber and the main combustion chamber
  • some catalysts function effectively at a certain temperature.
  • palladium when used as hydrogen dissociation catalysts works at a temperature ranging between one hundred and fifty degrees centigrade to two hundred and fifty degrees centigrade (15O 0 C - 25O 0 C).
  • an additional heating coil can be incorporated in the injector, wherever the catalyst is present, to facilitate the catalysis.
  • the entire injector could also be heated up using the heating coil.
  • care is to be taken so that no electrical leakages or short circuits take place.
  • Required insulation or cut offs should be provided so that the hazards of accidents due to electrical contact with humans and other parts is minimized.
  • the other parts of the injector should be made of material that can withstand and function in the prescribed temperatures.
  • an atomic hydrogen injector of ball valve type with solenoid actuator can be developed, wherein all the parts which come in contact with the atomic hydrogen (fuel), would be coated, plated or made from the hydrogen dissociation catalyst. Adding to this, a similar injector with a piezo electric crystal(s) or piezo valve setup as an actuator can also be developed. Similarly, there could be variations in the injection procedure, pattern or technique too. For e.g. the ball valve can be substituted with a disc valve etc. Thus, numerous variations in the design for an atomic hydrogen injector are possible. Since it is not feasible or possible to consider all the variations in the designs, only two types have been explained in this paper.
  • heating coil for the effective catalysis / working of the hydrogen dissociation catalyst
  • a heating coil can be incorporated in an injector. Demonstrating / illustrating all the variations in such a case is also not possible. Therefore, since the numerous variations in the design of the atomic hydrogen injector, based on their construction, working etc. are according to different requirements according to various engines, the designs can be altered according to the need.
  • the fueling system as described earlier is similar to the common rail diesel injection (CRDI) system.
  • CCDI common rail diesel injection
  • a provision for a hydrogen storage / feed tank should however, is made so that molecular hydrogen is available at any given time for starting the engine.
  • the capacity of this hydrogen feed tank would be defined according to the size of the engine.
  • the pressure at which hydrogen is to be stored in the feed tank would also be decided according to the requirement of the engines.
  • the fueling system when is in accordance with the additional concept of adding a hydrolysis unit as a source of hydrogen supply must have a twin chamber facility.
  • the first chamber will have variable pressures as the pump that is pumping the hydrogen to the feed tank will keep supplying hydrogen.
  • This chamber will direct the pressurized hydrogen to the second chamber wherein, hydrogen is stored at a constant pre determined pressure.
  • the second chamber would act as an actual feed to the common rail direct injection system, which is the main fueling system of the engine.
  • a further advancement in the technology could be the use of atomic oxygen during the phase of combustion.. This would further increase the output of the engine as the formation of molecular oxygen from atomic oxygen is also a highly exothermic process and is accompanied by approximately 59.16 kcal / mole i.e. approximately 247.52 kJ / mole.
  • This can be made possible by injecting atomic oxygen in the combustion chamber along with atomic hydrogen i.e. both atomic hydrogen and atomic oxygen should be injected simultaneously in the combustion chamber for combustion.
  • atomic oxygen is to be injected at the same time as atomic hydrogen is injected for combustion.
  • equation (1) gives the energy produced during the formation of molecular hydrogen from atomic hydrogen.
  • Equation (2) shows the energy produced during the formation of molecular oxygen from atomic oxygen.
  • Equation (3) gives the energy produced by the combustion of molecular hydrogen and oxygen.
  • the fourth equation i.e. equation (4) is derived by the addition of the first three equations, thus showing the total energy produced by using atomic hydrogen and oxygen for the purpose of combustion, which is 221.14 kcal / mole or 925.25 kJ / mole.
  • atomic hydrogen in an internal combustion engine can be made possible by using an atomic oxygen injector.
  • e concep o e a omic y rogen mpc or JS inna e e ronowing can ⁇ considered as the definition for the atomic oxygen injector.
  • a device that dissociates / converts / changes molecular oxygen to atomic oxygen alternatively, generates atomic oxygen from molecular oxygen using an Oxygen Dissociation Catalyst or with the support of an Oxygen Dissociation Catalyst at any given pressure and temperature for the purpose of injection in a system is known as Atomic Oxygen Injector (Using Oxygen Dissociation Catalyst).
  • atomic hydrogen f ⁇ jector is preferably similar to the atomic hydrogen injector; the only difference being that, the catalyst used in the atomic oxygen injector would be an oxygen dissociation catalyst.
  • the injector design could have the same construction, working principles etc. as the atomic hydrogen injector, with all the possible variations.
  • Equation (1) shows the energy produced by the formation of molecular hydrogen from atomic hydrogen.
  • Equation (2) shows the energy produced by the formation of water vapor from molecular hydrogen and oxygen i.e. when molecular hydrogen is used for combustion.
  • Equation (3) is derived by the addition of equations (1 ) and (2). Therefore, equation (3) shows the formation of water vapor from atomic hydrogen and molecular oxygen i.e. when atomic hydrogen is used for combustion. It can be clearly seen when equations (2) and (3) are compared, that the energy produced by the combustion of atomic hydrogen i.e. equation (3) is much greater (approx. three times) than the energy produced by the combustion of molecular hydrogen equation (2). To be more precise the energy produced by combustion of atomic hydrogen is 2.8024 times greater than the energy produced by combustion of molecular hydrogen. The total energy produced by the combustion of atomic hydrogen is-
  • the hydrolysis unit could be preferably a specially developed water electrolysis unit.
  • the special features in this particular hydrolysis unit are as follows:
  • the electrodes viz. the cathode and anode in the hydrolysis unit used for the purpose of electrolysis of water are made of copper and are nickel plated. This is because copper provides maximum conductivity avoiding losses and nickel acts as a conductor as well as corrosion resistant coating, increasing the life of the electrodes.
  • the placement of the electrodes is as close as possible. During experiments the electrodes were placed at a distance of approximately five centimeters (5 cm) from each other. The current passed during that particular experiment was two hundred and fifty amperes (250 amps) with a potential difference / voltage of approximately nine to ten (9 - 10) volts. On the basis of the success of this experiment, my reckoning is that the electrodes can be placed at a distance of one centimeter (1 cm) from each other and the safety of probability of hazards is negligible.
  • the electrodes should have a partition between them which starts from the top of the hydrolysis unit and is of half the height of the electrodes. This would facilitate the separation of gases produced during the hydrolysis process viz. hydrogen and oxygen, as the gases would escape to the top without mixing with each other, from the sides of their respective electrodes.
  • the electrolyte level of the hydrolysis unit should always be full.
  • a suitable electrolyte feed is provided which tops up the electrolyte level from time to time whenever the level drops.
  • hydrolysis unit This is the preferred embodiment of the hydrolysis unit. Any other hydrolysis unit can also be used for this purpose keeping in mind the efficiency of the same. Lower efficiency will result in energy losses and possibility of system failure.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Chemical & Material Sciences (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

Procédé d'utilisation d'hydrogène atomique dans les moteurs à combustion interne et autres moteurs thermiques, qui englobe les opérations suivantes: (a) injection d'hydrogène atomique dans la chambre de combustion via un ensemble injecteur-électrode; (b) transformation de l'hydrogène moléculaire en hydrogène atomique suivie par l'injection dans la chambre de combustion, l'ensemble étant composé d'un injecteur et de deux électrodes disposées de manière à former un arc électrique à proximité du nez d'injecteur pendant la course de combustion, l'hydrogène moléculaire étant injecté par le nez d'injecteur et un courant électrique allant alimenter les électrodes qui forment un arc électrique, ce qui dissocie l'hydrogène moléculaire injecté par le nez de l'injecteur en hydrogène moléculaire qui pénètre la chambre de combustion du moteur.
PCT/IN2007/000275 2006-07-06 2007-07-05 Utilisation d'hydrogène atomique comme carburant pour les moteurs à combustion interne et autres moteurs thermiques WO2008041241A2 (fr)

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Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2011031758A1 (fr) * 2009-09-11 2011-03-17 Geo Firewall Sàrl Système d'augmentation du niveau d'exécution de la combustion d'hydrocarbure d'un moteur diesel
US20130239920A1 (en) * 2011-05-06 2013-09-19 Lawrence McMillan Rotary energy transducer
US20160032873A1 (en) * 2013-03-15 2016-02-04 Richard Eckhardt Reducing fuel consumption of spark ignition engines
EP3011163A4 (fr) * 2013-06-18 2017-03-22 Nichols, Larry Daniel Consommation de carburant diesel réduite à l'aide d'oxygène monoatomique
WO2019020647A1 (fr) * 2017-07-24 2019-01-31 Keyou GmbH Moteur à combustion interne, en particulier pour véhicule automobile, et procédé de fonctionnement d'un tel moteur à combustion interne
US20230034824A1 (en) * 2021-07-28 2023-02-02 Ford Global Technologies, Llc Methods and systems for engine cold-start

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DE2405220A1 (de) * 1974-02-04 1975-08-07 Gerhard Vester Wasserstoffmotor
CH595554A5 (en) * 1976-09-10 1978-02-15 Pier F Talenti Hydrogen dissociating system for IC engines
WO2001098643A2 (fr) * 2000-06-08 2001-12-27 Knite, Inc. Systeme et procede destines a ameliorer la combustion
EP1541852A1 (fr) * 2003-12-10 2005-06-15 C.R.F. Società Consortile per Azioni Injecteur de carburant pour un moteur à combustion interne

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2405220A1 (de) * 1974-02-04 1975-08-07 Gerhard Vester Wasserstoffmotor
CH595554A5 (en) * 1976-09-10 1978-02-15 Pier F Talenti Hydrogen dissociating system for IC engines
WO2001098643A2 (fr) * 2000-06-08 2001-12-27 Knite, Inc. Systeme et procede destines a ameliorer la combustion
EP1541852A1 (fr) * 2003-12-10 2005-06-15 C.R.F. Società Consortile per Azioni Injecteur de carburant pour un moteur à combustion interne

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2011031758A1 (fr) * 2009-09-11 2011-03-17 Geo Firewall Sàrl Système d'augmentation du niveau d'exécution de la combustion d'hydrocarbure d'un moteur diesel
US20130239920A1 (en) * 2011-05-06 2013-09-19 Lawrence McMillan Rotary energy transducer
US20160032873A1 (en) * 2013-03-15 2016-02-04 Richard Eckhardt Reducing fuel consumption of spark ignition engines
US20180128216A1 (en) * 2013-03-15 2018-05-10 Combustion 8 Technologies Llc Reducing fuel consumption of spark ignition engines
US20190226431A1 (en) * 2013-03-15 2019-07-25 Combustion 8 Technologies Llc Reducing fuel consumption of spark ignition engines
EP3011163A4 (fr) * 2013-06-18 2017-03-22 Nichols, Larry Daniel Consommation de carburant diesel réduite à l'aide d'oxygène monoatomique
WO2019020647A1 (fr) * 2017-07-24 2019-01-31 Keyou GmbH Moteur à combustion interne, en particulier pour véhicule automobile, et procédé de fonctionnement d'un tel moteur à combustion interne
US20230034824A1 (en) * 2021-07-28 2023-02-02 Ford Global Technologies, Llc Methods and systems for engine cold-start
US11674464B2 (en) * 2021-07-28 2023-06-13 Ford Global Technologies, Llc Methods and systems for engine cold-start

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