WO2014135131A1

WO2014135131A1 - Internal combustion modifier for diesel and petrol engines

Info

Publication number: WO2014135131A1
Application number: PCT/CR2013/000001
Authority: WO
Inventors: Luis Alberto BERTOZZI NAVARRO
Original assignee: Bertozzi Navarro Luis Alberto
Priority date: 2013-03-08
Filing date: 2013-03-08
Publication date: 2014-09-12

Abstract

The invention concerns an internal combustion modifier for diesel and petrol engines which, on the basis of a series of components, enables hydrogen to be reliably supplied to the engine, as a substitute for the diesel or petrol, by means of an integrated system which starts at the source of electrical energy and continues to the final point at which the hydrogen is injected into the engine.

Description

'INTERNAL COMBUSTION MODIFIER FOR DIESEL AND GASOLINE ENGINES "

BACKGROUND OF THE INVENTION

The process by which hydrogen is obtained is not a modern invention, it already existed since the 1800s. Sir Anthony Carlisle, member of the Royal College of Surgeons, member of the Royal Society (Stillington, Durham, England February 15 - 1768 - London, November 2 - 1840) was an English anatomist and surgeon who in 1800 discovered electrolysis with William Nicholson by passing an electric current through water, breaking it down into its constituent elements, hydrogen and oxygen.

At present, a great variety of procedures have been patented by which hydrogen is obtained, either by the traditional method with the use of electrolytes or the most modern ones using PEM, SPE, Hibrion membranes, etc.

Regardless of how hydrogen is obtained; This invention introduces a new gas handling process until it is introduced into the engines.

Although there are a significant number of inventions that are presented as alternatives for the substitution of fuel through the use of hydrogen, certainly none contains the elements of the process described for the present invention and that precisely guarantee the viability and industrial application of the invention through a system which, unlike the state of the art, is a process that guarantees cost-efficiency of machine operation.

DETAILED DESCRIPTION OF THE INVENTION

The present invention relates to an internal combustion modifier for diesel and gasoline engines, which from a series of components allows to safely deliver hydrogen to the engine in place of diesel or gasoline, by means of an integrated system that starts from the source of electrical energy to the end point of hydrogen injection into the engine.

The source of electrical energy that it uses is the alternator which is a high amperage electric generator of 110 for small engines of 1000 to 1500 cm.

For all engines, the elements that generate electricity in direct current are essential for the start-up and continuity of hydrogen production. This first component is the minimum high amp alternator of 110 amp and up to 230 amp for engines of greater demand for hydrogen. In some cases it is necessary to install a second alternator, depending on the amount of hydrogen required.

The reason for using a second alternator is that it is necessary when there are engines that require high volumes of hydrogen or larger amounts in a shorter time. By having more cells or larger cells, it causes more amperage to be needed which leads to this need to have or more amperage by the alternator or a second unit.

In all cases it is necessary to use the gel battery or high minimum amperage of (1000 amps). The use of extra batteries to deliver larger amounts of electrical and amperage is required for engines with higher consumption (horsepower) and more ce. (cubic centimeters).

Cable number eight is used to transport electricity from the battery. Even with the high amperage battery (s), it is necessary to provide it with an electric shock absorber. In this case it is the capacitor, which lets the current flow continuously without hitting the battery in the automatic ignitions of the hydrogen producing cells. This must be a minimum of 30 F (Faradios) equivalent to 30 thousand watts and a maximum of 600 F, for engines of greater ce. or horsepower.

The current then flows to the high amperage magnetic relay (high amperage cióse relay), from which the automatic ignition control of the unit is released.

From this relay, it passes through the 30-amp circuit breaker (electric breaker), which is used to prevent any overheating or short circuit caused in other areas, thus stopping the electrical flow automatically, and preventing damage.

The Unit of conversion of voltage (converter 12 to 24), is used to double the voltage of 12 to 24 volts, in cases where the demand of hydrogen is usually higher in cars of greater ce or horsepower.

Amps begin to generate hydrogen through the hydrogen production unit. This unit is composed of several elements that activate the hydrogen-producing hydrolytic cell (s). The main element is the electrolytic cells that are automatically turned on by the pressure sensor, which also activates the hydrogen booster pump to the reserve tank. Before this, the hydrogen goes through two filtration systems to first remove the excess water generated in the process, and then the desiccator to remove moisture. Example: for 15 liters of hydrogen using KOH (electrolyte) 9072 square meters of 304 or 316 stainless steel at a thickness of 0.5 millimeters equivalent to 24 gage is required. The hydrogen production unit is that stainless steel. There are other ways to obtain hydrogen such as polymer membranes (SPE, PEM, Hybrid). That is, it is equally effective to use stainless steel or polymer membrane.

Before going to the tank, hydrogen passes through a moisture separation filtration system called a desiccator to remove excess water and excess moisture.

After the hydrogen is produced, it is taken to an accumulation tank that is the reserve tank or hydrogen accumulator. This is used to initially ignite the engine with the required hydrogen, since the production of hydrogen and its pressure at its maximum point (5 pounds of pressure) lasts 30 seconds to reach it.

For proper operation, sensors and measurement clocks are needed such as the ammeter (to know how much amperage you are consuming), the flow meter (to measure how many liters of hydrogen are flowing), pressure display clock (to know what pressure there is in hydrogen), and the automatic start sensor (or preset that has a prescribed range on what pressure it turns on and off).

Once the hydrogen is produced and processed, it is sent by pipe to the first sensor that is the pressure regulator. Then it goes through other temperature sensors, oxygen, and MAP or similar technology. These 4 sensors and the flame retainer, are managed by the ECU (Electronic Central Unit) which is the computer that indicates how much hydrogen to inject into the engine (only for automotive gasoline use). This ECU exceeds the original motor signal when it already contains one (ECU). The ECU has the ability to be programmed to deliver the desired amount of hydrogen. The maintenance of the system is also programmed, and it keeps the internal control of the maintenance granted. This system can be used continuously or alternated with another fuel using a central switch for that purpose.

The Internal Combustion Modifier can be used in cars, trucks, buses, heads, electric generators, and ships with internal engines (inboard engine).

About the process detail:

After multiple tests, it has been possible to improve a system that internally modifies combustion for diesel and gasoline engines, allowing the engines to run exclusively with hydrogen production.

To do this, the process begins when electricity is generated by a source of electrical energy called a high amperage alternator. The electricity generated is conducted to one or a battery by means of a number 8 automotive cable. More than one battery is required if the engine is larger. The battery is connected to a high Faradios electric shock absorber (or capacitor), which lets the current flow to the high amperage closed relay, from which the automatic ignition control of the unit is output; in this way this electrical energy continues to the cell (s) producing hydrogen. These cells can be several when more hydrogen production is needed at a higher engine displacement.

The current passes from the relay through the circuit breaker (electric breaker of 30 to 50 amps maximum) until the ignition. Then a voltage conversion unit (converter 12 to 24) is used to double the voltage from 12 to 24 volts to further increase hydrogen production. This electricity begins to generate hydrogen in the hydrogen production unit, where the water is coming that at some point after the ignition, and having heated the engine, vaporizes this water helping the hydrolysis to occur more quickly and leads to More hydrogen produced.

The water in the tank passes through a copper pipe with two check valves to the external walls of the engine where it is heated by means of adhesion, transmitting the heat produced to the water flowing in the direction of the hydrogen production cells or production unit .

The hydrogen generated in the production unit (cells) passes through a moisture separation filtration system called a desiccator to remove excess water and excess moisture.

Hydrogen passes to the pressure pump to raise it before reaching the reserve tank. The hydrogen then passes to a reserve tank or accumulator.

Hydrogen is produced by pressure at its maximum point (5 pounds of pressure) for which it takes 30 seconds to reach that level with ignition. Once the hydrogen has been produced and processed, it is sent by pipe to the first sensor that is the pressure regulator, then passes through other temperature, oxygen, and MAP sensors; When they are gasoline engines.

The sensors and the flame retainer are managed by the ECU (Electronic Central Unit) which is the computer that indicates how much hydrogen to inject into the engine in case of automotive use of gasoline. If the ECU exceeds the signal indicating the appropriate amount of hydrogen, programming is activated to deliver the desired amount of hydrogen. The maintenance of the system is programmed in the ECU, and it maintains the internal control of the maintenance granted.

The ECU can be used continuously or alternated with another fuel using a central switch for that purpose. PEM, SPE, Hybrid or KOH membrane cells generate hydrogen through electrolysis. The amount of cells is proportional to the required amount of hydrogen and the size of the engine, from 2 to 8 cells.

In this system, the electric power source is the 120 amp alternator for 1000 to 1500 centimeters engines and 230 amp alternators for engines whose displacement exceeds 2500 centimeters and in cases of engines up to 8000 ce, a second alternator is required . The capacitor is used for 100 farads per 1000 ce and up to 600 farades for the 8000 ce engine, depending on the engine displacement.

The hydrogen production unit activates the hydrogen-producing hydrolytic cells as follows: An automatic pressure sensor activates the hydrogen-producing hydrolytic cells. Hydrogen passes through two filtration systems to first remove excess water generated in the process. Hydrogen passes through the desiccator to remove moisture and then the pressure sensor activates the hydrogen booster pump to the reserve tank. The hydrogen production unit is made of stainless steel or polymer membrane (SPE, PEM, KOH and Hybrid) or mixed.

In the process the liters of hydrogen should be at the rate of 10 liters per 1000 ce. The auto start sensor turns the engine on or off with a pressure that has a range of 5 psi (turns on) and 35 psi (turns off), or on diesel engines from 20 psi to 50 psi.

For example, for 15 liters of hydrogen using KOH (electrolyte) 9072 square centimeters of 304 or 316 stainless steel at a thickness of 0.5 millimeters equivalent to 27 gauge is required. This interspersed with membranes either PEM or SPE or Hybrion. Woven steel mesh is also used.

Claims

1. An internal combustion modification system for diesel and gasoline engines, which contains:

A high amperage (alternator) power source,

An electric shock absorber (capacitor),

A high amperage magnetic relay,

An automatic switch,

An automatic ignition control,

A high voltage conversion unit (amperage),

PEM, SPE, Hybrid or KOH membrane cells,

A hydrogen production unit,

An ammeter,

A flowmeter,

An ECU (Electronic Central Unit),

A desiccator,

A flame retainer,

A hydrogen reserve tank,

A pressure pump of | hydrogen,

A water tank,

Two temperature sensors,

Two valves (check) of automatic passage of water vapor,

A display clock for pressure,

A double automatic shutdown sensor,

Copper pipe for water transport and hydrogen transport

and high temperature rubber pipe.

2. An internal combustion modification system of claim 1, comprising the following steps:

Electricity is generated by an electric power source (high amperage alternator);

The electricity generated is conducted to one or some battery (s) by means of an automotive number 8 cable;

The battery is connected to a high Faradios electric shock absorber (or capacitor), which lets the current flow to the high amperage closed relay (magnetic amperage relay), from which the automatic ignition control of the unit comes out; in this way this electrical energy continues to the hydrogen producing cell (s); The current passes from the relay through the circuit breaker (electric breaker of 30 to 50 amps maximum until the ignition;

A voltage conversion unit (converter 12 to 24) is used to double the voltage from 12 to 24 volts to increase more hydrogen production; This electricity begins to generate hydrogen in the hydrogen production unit, where the water is coming that at some point after the ignition, and having heated the engine, vaporizes this water helping the hydrolysis to occur more quickly and leads to more hydrogen produced;

The water in the tank passes through a copper pipe with two check valves to the external walls of the engine where it is heated by means of adhesion, transmitting the heat produced to the water flowing in the direction of the hydrogen production cells or production unit ;

The hydrogen generated in the production unit (cells) passes through a moisture separation filtration system called a desiccator to remove excess water and excess moisture;

Hydrogen passes to the pressure pump to raise it before reaching the reserve tank;

The hydrogen then passes to a reserve tank or accumulator;

Hydrogen is produced by pressure at its maximum point (5 pounds of pressure) for which it takes 30 seconds to reach that level with ignition;

Once the hydrogen has been produced and processed, it is sent by pipe to the first sensor that is the pressure regulator, then passes through other temperature, oxygen, and MAP sensors; when they are gasoline engines;

The sensors and the flame retainer are managed by the ECU (Electronic Central Unit) which is the computer that indicates how much hydrogen to inject into the engine in case of automotive use of gasoline;

If the ECU exceeds the signal indicating the appropriate amount of hydrogen, programming is activated to deliver the desired amount of hydrogen;

The maintenance of the system is programmed in the ECU, and it maintains the internal control of the maintenance granted.

3. An internal combustion modification system of claim 1, wherein the ECU can be used continuously or alternated with another fuel using a central switch for said purpose.

4. An internal combustion modification system of claim 1, wherein the electric shock absorber is a high farade capacitor that regulates the energy output without hitting the battery each time energy is extracted.

5. An internal combustion modification system of claim 1, wherein the electric shock absorber stores electricity that is supplied by the battery to be distributed in the hydrogen generating cells.

6. An internal combustion modification system of claim 1, wherein the voltage conversion unit (converter 12 to 24) is used to increase the voltage in the cells in case the engine is larger, or requires more hydrogen.

7. An internal combustion modification system of claim 1, wherein the automatic ignition control of the unit is a closed relay or relay that takes control of the electric fluid to the hydrogen generating cells where there is no longer automatic or manual control ; thereby manipulating the ignition.

8. An internal combustion modification system of claim 1, wherein the cells by PEM, SPE, Hybrid or KOH membranes generate hydrogen by means of electrolysis.

9. An internal combustion modification system of claim 1, wherein the amount of cells is proportional to the required amount of hydrogen and the size of the engine, from 2 to 8 cells.

10. An internal combustion modification system of claim 1, wherein the source of electric power is the 120 amp alternator for 1000 to 1500 centimeters engines and 230 amp alternators for engines whose displacement exceeds 2500 centimeters and in cases of engines up to 8000 ce, a second alternator is required.

11. An internal combustion modification system of claim 1, wherein the battery is gel and has a minimum amperage of 1000 amps according to the size of the engine and uses up to 4 batteries in the case of 8000 ce engines.

12. An internal combustion modification system of claim 1, wherein the capacitor has a minimum of 100 F (Faradios) and a maximum of 600 F, according to the engine displacement.

13. An internal combustion modification system of claim 1, wherein the use of the capacitor is 100 farads per 1000 ce and up to 600 farades for the 8000 ce engine, depending on the engine displacement.

14. An internal combustion modification system of claim 1, wherein the hydrogen production unit activates the hydrogen-producing hydrolytic cells as follows:

An automatic pressure sensor activates the hydrogen-producing hydrolytic cells;

Hydrogen passes through two filtration systems to first remove excess water generated in the process;

Hydrogen passes through the desiccator to remove moisture;

The pressure sensor activates the hydrogen booster pump to the reserve tank.

15. An internal combustion modification system of claim 1, wherein the hydrogen production unit is made of stainless steel or polymer membrane (SPE, PEM, KOH and Hybrid) or mixed.

16. An internal combustion modification system of claim 1, wherein the use of extra batteries to deliver larger electrical and amperage amounts is required for engines with higher consumption (horsepower) and more ce. (cubic centimeters)

17. A system of claim 16 wherein the displacement ranges from 1000 ce to 8000 ce.

18. An internal combustion modification system of claim 1, wherein the flow meter allows to measure how many liters of hydrogen are flowing.

19. A system of claim 18, wherein the liters of hydrogen should be at the rate of 10 liters per 1000 ce.

20. An internal combustion modification system of claim 1, wherein the pressure display clock reports how much pressure is in the hydrogen and allows the pressure to be adjusted.

21. An internal combustion modification system of claim 1, wherein the auto start sensor turns the engine on or off with a pressure having a range of 5 psi (turns on) and 35 psi (turns off), or in diesel engines from 20 psi to 50 psi.

22. An Internal combustion modifier that works with the system of claim 1 and that can be used in cars, trucks, buses, heads, electric generators, and ships with internal engines (nboard engine).