CA1098482A - Internal combustion engine with automatic control of electrolyte hydrogen generator - Google Patents
Internal combustion engine with automatic control of electrolyte hydrogen generatorInfo
- Publication number
- CA1098482A CA1098482A CA269,746A CA269746A CA1098482A CA 1098482 A CA1098482 A CA 1098482A CA 269746 A CA269746 A CA 269746A CA 1098482 A CA1098482 A CA 1098482A
- Authority
- CA
- Canada
- Prior art keywords
- hydrogen
- generator
- hydrogen generator
- internal combustion
- pressure
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
- F02M25/10—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding acetylene, non-waterborne hydrogen, non-airborne oxygen, or ozone
- F02M25/12—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding acetylene, non-waterborne hydrogen, non-airborne oxygen, or ozone the apparatus having means for generating such gases
-
- 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
Abstract
Abstract of the Disclosure The present invention relates to a process and apparatus for operating an internal combustion engine with a mixture of hydrogen, air, and a hydrocarbon type fuel. The hydrogen is generated by electrolytic decomposi-tion of water and fed into the intake manifold of the engine where it is subsequently mixed with air and fuel. The pressure of the hydrogen gas generated acts as a control on the production rate of hydrogen whereby the greater the pressure, the slower the production rate. An alternator provides current to the hydrogen generator for its operation and also acts to control the production rate of hydrogen since as the engine operates faster, the alternator produces more current and causes the rate of hydrogen production to increase.
Description
~Q9~34~
This invention relates to a technique for operating an internal combustion engine with a mixture of hydrogen, air and a hydrocarbon type fuel, in which hydrogen and said hydrocarbon type fuel are introduced into the intake manifold of said internal combustion engine.
It is well known in the art to mix hydrogen with a mixture of a petrol or gasoline vapor and of air produced in the carburetors of internal combustion engines, in order to enhance the efficiency of such engines. It is also known that a better and more complete oxidation of the fuel in the combustion chamber of the internal combustion engine can be obtained, when said engine is operated with excess air. This has, however the drawback that for conventional hydrocarbon type fuels the combustion of weak mixtures, i.e.
of mixtures having a proportion of air significantly larger than that corres-ponding to the stoichiometric fuel/air ratio, may lead to misfire, uncontrol-led combustion and possibly breakdown of the engine. On the other hand, even a very weak mixture of hydrogen and of air can still be easily ignited, and this excellent inflammability is also characteristic for a hydrocarbon-fuel/hydrogen/air type mixture, so that, when such a mixture is ignited by means of the spark plug, the hydrogen burns first and contributes to an optimum combustion of the remaining vaporized fuel.
Thus it is possible to enlarge the ignition range of the engine and to burn mixtures having a very high proportion of excess air. The temperature of the combustion being thus lower owing to more excess air, heat losses are reduced. Such a nearly perfect combustion in combination with high compres-sion ratios improves the economy of the engine, reduces the production of harmful exhaust gases and delays the accumulation of soot in the combustion ~k 84~
chamber o~ the engine.
Taking advantage of these known features was hitherto rather difficult, because no appropriate apparatus was available for producing and supplying hydrogen for mobile internal combustion engines. Taking along heavy pressure bottles for hydrogen gas is not convenient, because such bottles must be filled up or exchanged quite frequently. In addition, such pressure bottles present a great danger of explosion. Another possibility, the stocking of liquefied hydrogen at low temperatures is troublesome, expensive and dangerous for mobile use.
An important object of the present invention is therefore to provide a process, of the aforementioned kind, to operate an internal combustion engine with a mixture of hydrogen, air and of a hydrocarbon type fuel, which process avoids the drawbacks of prior art processes while keeping their advantages.
According to the present invention, there is provided a process for operating an internal combustion engine with a mixture of hydrogen, air and a hydrocarbon type fuel, comprising supplying electric current to a hydrogen generator by means of an alternator to produce hydrogen in an inner container of said hydrogen generator by electrolytic decomposition of water, introducing hydrogen thus produced and said hydrocarbon type fuel into the intake manifold of the internal combustion engine, the hydrogen flowing into the intake manifold under the action of a pressure differential between the hydrogen pressure in the hydrogen generator and the pressure at the intake manifold, causing the hydrogen pressure to act on the level of electrolyte in said inner container of said hydrogen generator, so that said electrolyte level is lifted or lowered in dependence upon said hydrogen pressure in said inner container of said hydrogen generator, whereby the extent to which cathode plates dip into said electrolyte is varied automatically thus adjust-ing automatically the hydrogen production rate to the needs of said internal combustion engine.
Thus it is possible to cause the level of the electrolyte to sink , ~,,, 1C~9~4~
beneath the cathode plates, when the hydrogen pressure in the inner container of the hydrogen generator reaches a predetermined magnitude, whereby the electric circuit of the hydrogen generator is automatically interrupted and the production of hydrogen in the hydrogen generator is stopped.
The present invention also comprises in combination, an internal combustion engine and apparatus for operating the internal combustion engine with a mixture of hydrogen, air, and a hydrocarbon type fuel wherein said mixture is introduced into the intake manifold of said engine, wherein said apparatus comprises a self-controlling hydrogen generator controlled by the pressure of the produced hydrogen and operating according to an electrolytic type process, and an alternating-current generator for supplying current to said hydrogen generator, said alternating-current generator being driven by said internal combustion engine.
The following description discloses exemplifying embodiments of the process according to the present invention and of the apparatus to per-form said process such as shown in the drawings:
Figure 1 is a schematic view of a drive plant disposed in a vehicle and comprising an apparatus to perform an exemplifying embodiment of the process of the present invention.
Figure 2 is a sectional view taken along section line II-II of Figure 3, of a hydrogen generator of said apparatus of Figure 1.
Figure 3 is a sectional view taken along section line III-III of Pigure 2.
Figure 4 (which appears on the same page as Figure 1) is the wiring diagram of an electric circuit to work said apparatus of Figure 1.
The drive plant, schematically shown in Figure 1 and disposed in a vehicle, comprises an internal combustion engine 1, an alternator 2 driven by said engine 1 and a hydrogen generator 3. The alternator 2 is a three phase alternating-current generator. Hydrogen produced in the hydrogen generator 3 is fed via a flow control valve 4 and through a suitable conduit, or pipe 5 to a non-designated inlet opening of intake manifold 6 of engine 1, which is an explosion or Otto cycle type engine. A conduit 7 is provided to feed G
.
lQ~8~8~
gasoline, to an inlet opening of manifold 67 this latter opening being dis-posed downstream of said hydrogen inlet opening of manifold 6. Gasoline is fed in a conventional manner from a tank 9 by a pump 10 to a carburettor 8.
Excess gasoline is caused to flow back to tank 9 via a pressure reducing valve 11.
The hydrogen generator 3 functions according to the conventional electrolytic water decomposition process according to the formula H20 --31/2 2 + H2, the direct current for the electrolysis being supplied by the alternator 2. An electric circuit 12 is provided to control the current produced by the alternator 2. A conventional car battery 13 is provided to excite the alternator 2 in the starting phase of the engine 1 and is otherwise not necessary for the hydrogen production process.
The engine 1 of the vehicle equipped with the drive plant of Figure 1 can be operated either with the usual gasoline vapor/air mixture or with hydrogen added to this mixture. Qxygen produced in the course of the electrol-ysis is exhausted through exhaust opening 29.
Alternatively, oxygen produced in the course of the electrolysis can be collected and, under prevention of explosion risks, separately fed to engine 1.
The hydrogen generator 3, illustrated in Figures 2 and 3, is of a completely closed design and comprises a metal electrolytic cell 15 having an isolating layer 16 on the outside. The cell 15 is connected at 17 to the positive current conductor in such a manner that the cell 15 functions, togetherwith the electrode plates 18 dripping into it, as the anode.
An inner plastic container 19 is inserted into the elec~rolytic cell 15 and comprises parallel cathode plates 20 which are connected at 21 to the negative current conductor. The iron cathode plates 20 penetrate into the cell 15 approximately to 2/3 of its depth. Cell 15 is preferably made of ~ r~or1- corroli~le ~ non-o~rrosive steel ~W -10984~
The electrolyte employed is a 20 - 30 % aqueous solution of KOH.
To compensate~decomposition, water, e.g. distilled or salt-free water, can be added through opening 22 of cell 15. A window which is not shown in the drawing can be provided on the outside of the cell 15 for allowing inspection of the electrolyte level in the cell 15. During tests, the hydrogen generator 3 reached its maximum efficiency with an electrolyte comprising 28% KOH, corresponding to a density of about 30 Be~ Owing to the large capacity of the cell 15, no drawbacks have been observed, when using tap water instead of distilled water to refill the cell 15. It is even presumed that simultaneously separated gaseous chlorine and fluorine improve the combustion process.
The anode plates 18 are preferably of iron or of nickel, the main parameters fordetermining the outputofthe hydrogen generator 3 being the totality of the electrode surfaces of the cathode and the anode available for the current flow and the distance between the electrode plates.
The hydrogen separated at the cathode 20 passes through an opening 23 in a chamber 24 comprising an inclined bottom 25 and subsequently through an opening 26 in a collecting chamber 27, from where it passes via pipe 28 and valve 4 to the engine 1. As stated above, oxygen separated at anode 18 is exhausted via opening 29 in the atmosphere.
In operation~ the suction stroke of engine 1 creates a vacuum or negative pressure in the intake manifold 6 or the carburettor which causes hydrogen to flow via conduit 5 into manifold 6. Through suitable adjustment of the valve 4 and an appropriate choice of the dimensions of the conduit 5, the flow of hydrogen supplied to the engine 1 can be adapted to continuously match the needs of the latter, a fine adjustment or regulation of the hydrogen production rate occurring automatically in the hydrogen generator 3. In case of overproduction of hydrogen in the generator 3, a higher hydragen pressure is created in the gas-filled space 30 of container 19 and in chambers 24 and 27. This positive pressure lowers the level 31 of the electrolyte in such a :. :
~QC~8~
manner ttla~ tlle el.ectro:Ly~e excapes through openings 32 of the w.lls of the conta-iner 19 and tl~rough the open:ings 33 of the anode plates .18 into the free Sp(lce ~4, oxposed to the atmospher:ic pressnre, whi.ch surrounds the anodes 18, w!ereby ttle wettot~ collclUCt-ive surface portions of the cathode plates 20 and conse(luently the llydrogen prodnt:i.otl rato of the generator 3 are reduce~ in such a manncr that the hydrogen prodnct:ion of the gener~tor 3 and tho hydrogen consmnptl.on ol` ti~c ong:ino :L ba:Lance oach othor ont agai.n, Wtlen the conduit S
.i.s c.Logged or the va.lve 4 .i.s closod, the level 31 of the electrolyte sinks bonoath the eatllode plates 20, thus interrupting -the current flow and the hydrogen production.
Chambers 24 and 27 :torm pre:l:i~inary filters for separating fluid drop.Lets ~-ixed to tlle gaseous hydrogen produced in cell 15, The separated flu;Ld f:Lows back a6ain in the cell 15 along the inclined bottom 25 of the chambe:r 24. A further fi:Lter 35 is preferably provided in the conduit 5 for prevont:ing corrosi.ve fluids from passing into the engine 1.
Since the altornator 2 is co~lpled directLy to the en~ine 1, less eurrent and therofore loss hydrogen are produced at relat:ively lower revolu-tion rates of the eneine 1, so as to furnish a further automatic control of the hydrogen product:ion rate of the generator 3 in dependency of the revolll-2n -t:l.on I`lltO, o:r spoed, of tho on~ e 1.
AOCOI~ing to the electr:ic CiI'CUit S ot` Figure 4, the co~tlereial 12 volt car battory 13 is connected to tho three-phase alternating-current alternnkor 2 :for exciting the latter during the start:ing phase of engine 1.
Four parallol resistancos Rl - R4 of 5.7 Ol~t each liltlit the intensity of the e~eiting enrrent in the positi.ve conductor. ~lternat:iveLy, on~ single r~sistanee may be provided at 36 instead of four resistances Rl - R4. The throo-pllase altermlting-current produced by the alternator 2 is converted to direct current by mearls of a rectif.ier set 37 and sllbsequent:Ly fed to the hydrogen gellolator 3. The rectifier set 37 comprises six diodos havillg a ~G984~
maximum load capacity of 500 amperes each. A voltmeter 38 for measuirng the voltage and an amperemeter 39 for measuring the current are connected in the circuit in parallel and in series respectively.
A further rectifier set 40 comprising six diodes having a maximum load capacity of 25 amperes each is provided to produce the exciting current of the alternator 2 after the starting phase of the engine 1, so that in operation the alternator 2 is self-excited independently of the battery 13.
The diodes 41 and the diode 42 are provided to prevent the exciting curren~
of alternator 2 to flow back to the battery 13. These diodes 41, 42 have a maximum load capacity of 50 amperes each. For starting the drive plant of Figure 1, a switch 43 is provided in the positive conductor of the battery 13.
The above described apparatus has been installed in a car of the make "PEUOE OT 404" (trademark) and has been tested. The alternator 2 supplied an average output power of 8 KW at 12 - 20 Volt output voltage and 350 - 500 amperes, depending on the revolution rate of engine 1.
~y adding hydrogen to the gasoline vapor/air mixture, a saving in gasoline of about 50~ has been obtained in some of the test runs, owing to the nearly perfect combustion of the fuel in the combustion chamber of the engine cylinders.
The proportion of noxious exhaust gases was surprisingly low and the combustion chamber of the engine 1 was, even after a lengthy operating period, perfectly clean. The engine worked at relatively low temperature. The exhaust temperatures have been measured by appropriate instruments.
The hydrogen generator 3 of the tested drive plant had a base surface of 80 cm x 15 cm and a height of 35 cm. Given the large capacity of the hydro-gen generator 3, no supplementary refrigeration of the electrolyte was necessary.
In future designs of the hydrogen generator 3, which should be formed in a manner substantially more compact and suitable for mass production, ~Q~341~2 means for an automatic water supply and refrigerating the electrolyte should --preferably be provided. The outer form of the generator 3 should preferably be adapted to the space available in the engine compartment of the vehicle equipped with the drive plant described.
Since hydrogen is produced locally in proportion to the varying needs of the engine, and since in case of excess hydrogen the production is automatically stopped, the danger of an explosion is largely eliminated. Since further the outer free space 34 of the generator 3 is exposed to atmospheric pressure, an explosion due to excess pressure can not occur here either.
. ..
'~
This invention relates to a technique for operating an internal combustion engine with a mixture of hydrogen, air and a hydrocarbon type fuel, in which hydrogen and said hydrocarbon type fuel are introduced into the intake manifold of said internal combustion engine.
It is well known in the art to mix hydrogen with a mixture of a petrol or gasoline vapor and of air produced in the carburetors of internal combustion engines, in order to enhance the efficiency of such engines. It is also known that a better and more complete oxidation of the fuel in the combustion chamber of the internal combustion engine can be obtained, when said engine is operated with excess air. This has, however the drawback that for conventional hydrocarbon type fuels the combustion of weak mixtures, i.e.
of mixtures having a proportion of air significantly larger than that corres-ponding to the stoichiometric fuel/air ratio, may lead to misfire, uncontrol-led combustion and possibly breakdown of the engine. On the other hand, even a very weak mixture of hydrogen and of air can still be easily ignited, and this excellent inflammability is also characteristic for a hydrocarbon-fuel/hydrogen/air type mixture, so that, when such a mixture is ignited by means of the spark plug, the hydrogen burns first and contributes to an optimum combustion of the remaining vaporized fuel.
Thus it is possible to enlarge the ignition range of the engine and to burn mixtures having a very high proportion of excess air. The temperature of the combustion being thus lower owing to more excess air, heat losses are reduced. Such a nearly perfect combustion in combination with high compres-sion ratios improves the economy of the engine, reduces the production of harmful exhaust gases and delays the accumulation of soot in the combustion ~k 84~
chamber o~ the engine.
Taking advantage of these known features was hitherto rather difficult, because no appropriate apparatus was available for producing and supplying hydrogen for mobile internal combustion engines. Taking along heavy pressure bottles for hydrogen gas is not convenient, because such bottles must be filled up or exchanged quite frequently. In addition, such pressure bottles present a great danger of explosion. Another possibility, the stocking of liquefied hydrogen at low temperatures is troublesome, expensive and dangerous for mobile use.
An important object of the present invention is therefore to provide a process, of the aforementioned kind, to operate an internal combustion engine with a mixture of hydrogen, air and of a hydrocarbon type fuel, which process avoids the drawbacks of prior art processes while keeping their advantages.
According to the present invention, there is provided a process for operating an internal combustion engine with a mixture of hydrogen, air and a hydrocarbon type fuel, comprising supplying electric current to a hydrogen generator by means of an alternator to produce hydrogen in an inner container of said hydrogen generator by electrolytic decomposition of water, introducing hydrogen thus produced and said hydrocarbon type fuel into the intake manifold of the internal combustion engine, the hydrogen flowing into the intake manifold under the action of a pressure differential between the hydrogen pressure in the hydrogen generator and the pressure at the intake manifold, causing the hydrogen pressure to act on the level of electrolyte in said inner container of said hydrogen generator, so that said electrolyte level is lifted or lowered in dependence upon said hydrogen pressure in said inner container of said hydrogen generator, whereby the extent to which cathode plates dip into said electrolyte is varied automatically thus adjust-ing automatically the hydrogen production rate to the needs of said internal combustion engine.
Thus it is possible to cause the level of the electrolyte to sink , ~,,, 1C~9~4~
beneath the cathode plates, when the hydrogen pressure in the inner container of the hydrogen generator reaches a predetermined magnitude, whereby the electric circuit of the hydrogen generator is automatically interrupted and the production of hydrogen in the hydrogen generator is stopped.
The present invention also comprises in combination, an internal combustion engine and apparatus for operating the internal combustion engine with a mixture of hydrogen, air, and a hydrocarbon type fuel wherein said mixture is introduced into the intake manifold of said engine, wherein said apparatus comprises a self-controlling hydrogen generator controlled by the pressure of the produced hydrogen and operating according to an electrolytic type process, and an alternating-current generator for supplying current to said hydrogen generator, said alternating-current generator being driven by said internal combustion engine.
The following description discloses exemplifying embodiments of the process according to the present invention and of the apparatus to per-form said process such as shown in the drawings:
Figure 1 is a schematic view of a drive plant disposed in a vehicle and comprising an apparatus to perform an exemplifying embodiment of the process of the present invention.
Figure 2 is a sectional view taken along section line II-II of Figure 3, of a hydrogen generator of said apparatus of Figure 1.
Figure 3 is a sectional view taken along section line III-III of Pigure 2.
Figure 4 (which appears on the same page as Figure 1) is the wiring diagram of an electric circuit to work said apparatus of Figure 1.
The drive plant, schematically shown in Figure 1 and disposed in a vehicle, comprises an internal combustion engine 1, an alternator 2 driven by said engine 1 and a hydrogen generator 3. The alternator 2 is a three phase alternating-current generator. Hydrogen produced in the hydrogen generator 3 is fed via a flow control valve 4 and through a suitable conduit, or pipe 5 to a non-designated inlet opening of intake manifold 6 of engine 1, which is an explosion or Otto cycle type engine. A conduit 7 is provided to feed G
.
lQ~8~8~
gasoline, to an inlet opening of manifold 67 this latter opening being dis-posed downstream of said hydrogen inlet opening of manifold 6. Gasoline is fed in a conventional manner from a tank 9 by a pump 10 to a carburettor 8.
Excess gasoline is caused to flow back to tank 9 via a pressure reducing valve 11.
The hydrogen generator 3 functions according to the conventional electrolytic water decomposition process according to the formula H20 --31/2 2 + H2, the direct current for the electrolysis being supplied by the alternator 2. An electric circuit 12 is provided to control the current produced by the alternator 2. A conventional car battery 13 is provided to excite the alternator 2 in the starting phase of the engine 1 and is otherwise not necessary for the hydrogen production process.
The engine 1 of the vehicle equipped with the drive plant of Figure 1 can be operated either with the usual gasoline vapor/air mixture or with hydrogen added to this mixture. Qxygen produced in the course of the electrol-ysis is exhausted through exhaust opening 29.
Alternatively, oxygen produced in the course of the electrolysis can be collected and, under prevention of explosion risks, separately fed to engine 1.
The hydrogen generator 3, illustrated in Figures 2 and 3, is of a completely closed design and comprises a metal electrolytic cell 15 having an isolating layer 16 on the outside. The cell 15 is connected at 17 to the positive current conductor in such a manner that the cell 15 functions, togetherwith the electrode plates 18 dripping into it, as the anode.
An inner plastic container 19 is inserted into the elec~rolytic cell 15 and comprises parallel cathode plates 20 which are connected at 21 to the negative current conductor. The iron cathode plates 20 penetrate into the cell 15 approximately to 2/3 of its depth. Cell 15 is preferably made of ~ r~or1- corroli~le ~ non-o~rrosive steel ~W -10984~
The electrolyte employed is a 20 - 30 % aqueous solution of KOH.
To compensate~decomposition, water, e.g. distilled or salt-free water, can be added through opening 22 of cell 15. A window which is not shown in the drawing can be provided on the outside of the cell 15 for allowing inspection of the electrolyte level in the cell 15. During tests, the hydrogen generator 3 reached its maximum efficiency with an electrolyte comprising 28% KOH, corresponding to a density of about 30 Be~ Owing to the large capacity of the cell 15, no drawbacks have been observed, when using tap water instead of distilled water to refill the cell 15. It is even presumed that simultaneously separated gaseous chlorine and fluorine improve the combustion process.
The anode plates 18 are preferably of iron or of nickel, the main parameters fordetermining the outputofthe hydrogen generator 3 being the totality of the electrode surfaces of the cathode and the anode available for the current flow and the distance between the electrode plates.
The hydrogen separated at the cathode 20 passes through an opening 23 in a chamber 24 comprising an inclined bottom 25 and subsequently through an opening 26 in a collecting chamber 27, from where it passes via pipe 28 and valve 4 to the engine 1. As stated above, oxygen separated at anode 18 is exhausted via opening 29 in the atmosphere.
In operation~ the suction stroke of engine 1 creates a vacuum or negative pressure in the intake manifold 6 or the carburettor which causes hydrogen to flow via conduit 5 into manifold 6. Through suitable adjustment of the valve 4 and an appropriate choice of the dimensions of the conduit 5, the flow of hydrogen supplied to the engine 1 can be adapted to continuously match the needs of the latter, a fine adjustment or regulation of the hydrogen production rate occurring automatically in the hydrogen generator 3. In case of overproduction of hydrogen in the generator 3, a higher hydragen pressure is created in the gas-filled space 30 of container 19 and in chambers 24 and 27. This positive pressure lowers the level 31 of the electrolyte in such a :. :
~QC~8~
manner ttla~ tlle el.ectro:Ly~e excapes through openings 32 of the w.lls of the conta-iner 19 and tl~rough the open:ings 33 of the anode plates .18 into the free Sp(lce ~4, oxposed to the atmospher:ic pressnre, whi.ch surrounds the anodes 18, w!ereby ttle wettot~ collclUCt-ive surface portions of the cathode plates 20 and conse(luently the llydrogen prodnt:i.otl rato of the generator 3 are reduce~ in such a manncr that the hydrogen prodnct:ion of the gener~tor 3 and tho hydrogen consmnptl.on ol` ti~c ong:ino :L ba:Lance oach othor ont agai.n, Wtlen the conduit S
.i.s c.Logged or the va.lve 4 .i.s closod, the level 31 of the electrolyte sinks bonoath the eatllode plates 20, thus interrupting -the current flow and the hydrogen production.
Chambers 24 and 27 :torm pre:l:i~inary filters for separating fluid drop.Lets ~-ixed to tlle gaseous hydrogen produced in cell 15, The separated flu;Ld f:Lows back a6ain in the cell 15 along the inclined bottom 25 of the chambe:r 24. A further fi:Lter 35 is preferably provided in the conduit 5 for prevont:ing corrosi.ve fluids from passing into the engine 1.
Since the altornator 2 is co~lpled directLy to the en~ine 1, less eurrent and therofore loss hydrogen are produced at relat:ively lower revolu-tion rates of the eneine 1, so as to furnish a further automatic control of the hydrogen product:ion rate of the generator 3 in dependency of the revolll-2n -t:l.on I`lltO, o:r spoed, of tho on~ e 1.
AOCOI~ing to the electr:ic CiI'CUit S ot` Figure 4, the co~tlereial 12 volt car battory 13 is connected to tho three-phase alternating-current alternnkor 2 :for exciting the latter during the start:ing phase of engine 1.
Four parallol resistancos Rl - R4 of 5.7 Ol~t each liltlit the intensity of the e~eiting enrrent in the positi.ve conductor. ~lternat:iveLy, on~ single r~sistanee may be provided at 36 instead of four resistances Rl - R4. The throo-pllase altermlting-current produced by the alternator 2 is converted to direct current by mearls of a rectif.ier set 37 and sllbsequent:Ly fed to the hydrogen gellolator 3. The rectifier set 37 comprises six diodos havillg a ~G984~
maximum load capacity of 500 amperes each. A voltmeter 38 for measuirng the voltage and an amperemeter 39 for measuring the current are connected in the circuit in parallel and in series respectively.
A further rectifier set 40 comprising six diodes having a maximum load capacity of 25 amperes each is provided to produce the exciting current of the alternator 2 after the starting phase of the engine 1, so that in operation the alternator 2 is self-excited independently of the battery 13.
The diodes 41 and the diode 42 are provided to prevent the exciting curren~
of alternator 2 to flow back to the battery 13. These diodes 41, 42 have a maximum load capacity of 50 amperes each. For starting the drive plant of Figure 1, a switch 43 is provided in the positive conductor of the battery 13.
The above described apparatus has been installed in a car of the make "PEUOE OT 404" (trademark) and has been tested. The alternator 2 supplied an average output power of 8 KW at 12 - 20 Volt output voltage and 350 - 500 amperes, depending on the revolution rate of engine 1.
~y adding hydrogen to the gasoline vapor/air mixture, a saving in gasoline of about 50~ has been obtained in some of the test runs, owing to the nearly perfect combustion of the fuel in the combustion chamber of the engine cylinders.
The proportion of noxious exhaust gases was surprisingly low and the combustion chamber of the engine 1 was, even after a lengthy operating period, perfectly clean. The engine worked at relatively low temperature. The exhaust temperatures have been measured by appropriate instruments.
The hydrogen generator 3 of the tested drive plant had a base surface of 80 cm x 15 cm and a height of 35 cm. Given the large capacity of the hydro-gen generator 3, no supplementary refrigeration of the electrolyte was necessary.
In future designs of the hydrogen generator 3, which should be formed in a manner substantially more compact and suitable for mass production, ~Q~341~2 means for an automatic water supply and refrigerating the electrolyte should --preferably be provided. The outer form of the generator 3 should preferably be adapted to the space available in the engine compartment of the vehicle equipped with the drive plant described.
Since hydrogen is produced locally in proportion to the varying needs of the engine, and since in case of excess hydrogen the production is automatically stopped, the danger of an explosion is largely eliminated. Since further the outer free space 34 of the generator 3 is exposed to atmospheric pressure, an explosion due to excess pressure can not occur here either.
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Claims (7)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. A process for operating an internal combustion engine with a mixture of hydrogen, air and a hydrocarbon type fuel, comprising supplying electric current to a hydrogen generator by means of an alternator to pro-duce hydrogen in an inner container of said hydrogen generator by electro-lytic decomposition of water, introducing hydrogen thus produced and said hydrocarbon type fuel into the intake manifold of the internal combustion engine, the hydrogen flowing into the intake manifold under the action of a pressure differential between the hydrogen pressure in the hydrogen gener-ator and the pressure at the intake manifold, causing the hydrogen pressure to act on the level of electrolyte in said inner container of said hydrogen generator, so that said electrolyte level is lifted or lowered in dependence upon said hydrogen pressure in said inner container of said hydrogen gener-ator, whereby the extent to which cathode plates dip into said electrolyte is varied automatically thus adjusting automatically the hydrogen production rate to the needs of said internal combustion engine.
2. A process according to claim 1, characterized by the step of causing said level of said electrolyte to sink beneath said cathode plates, when said hydrogen pressure in said inner container reaches a predetermined magnitude, whereby the electric circuit of said hydrogen generator is automatically interrupted and the production of hydrogen in said hydrogen generator is stopped.
3. A process according to claim 1, characterized by the steps of causing the hydrogen produced in said hydrogen generator to flow, before leaving said hydrogen generator, longitudinally through two chambers of said hydrogen generator, said two chambers being disposed at the top of said hydrogen generator, in such a manner that droplets of fluid, mixed with the gaseous hydrogen, are separated from said gaseous hydrogen, and causing the fluid separated from said gaseous hydrogen to flow back into said hydrogen generator.
4. Process according to claim 1, characterized by exciting said alternator by means of a battery, when starting said engine, said alter-nator being self-excited when said engine is running; converting alternat-ing current produced by said alternator into direct current by means of a rectifier circuit; and feeding said direct current converted from said alternating current to said hydrogen generator.
5. In combination, an internal combustion engine and apparatus for operating the internal combustion engine with a mixture of hydrogen, air, and a hydrocarbon type fuel wherein said mixture is introduced into the intake manifold of said engine, wherein said apparatus comprises a self-controlling hydrogen generator controlled by the pressure of the produced hydrogen and operating according to an electrolytic type process, and an alternating-current generator for supplying current to said hydrogen generator, said alternating-current generator being driven by said internal combustion engine.
6. The combination according to claim 5, wherein said hydrogen generator comprises an electrolytic cell having an insulating layer on the outside, an inner plastic container inserted into said electrolytic cell, an inlet chamber having a sloping bottom and a chamber for collecting hydrogen disposed above said inner plastic container.
7. The combination according to claim 6, wherein said hydrogen gener-ator includes cathode plates which are fixedly secured to the top of said container and are shorter than the height of said container, so that upon variation of the hydrogen pressure in said container a corresponding vari-ation of the level of the electrolyte in said container is induced, said variation of said electrolyte level causing a corresponding variation of the hydrogen production rate of said hydrogen generator.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CH53576A CH596444A5 (en) | 1976-01-16 | 1976-01-16 | |
| CH535/76 | 1976-01-16 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1098482A true CA1098482A (en) | 1981-03-31 |
Family
ID=4189243
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA269,746A Expired CA1098482A (en) | 1976-01-16 | 1977-01-14 | Internal combustion engine with automatic control of electrolyte hydrogen generator |
Country Status (7)
| Country | Link |
|---|---|
| JP (1) | JPS52115922A (en) |
| CA (1) | CA1098482A (en) |
| CH (1) | CH596444A5 (en) |
| DE (1) | DE2700106A1 (en) |
| FR (1) | FR2338394A1 (en) |
| GB (1) | GB1561212A (en) |
| IT (1) | IT1109452B (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6896789B2 (en) | 2001-06-04 | 2005-05-24 | Canadian Hydrogen Energy Company Limited | Electrolysis cell and internal combustion engine kit comprising the same |
| CN103160347A (en) * | 2012-12-11 | 2013-06-19 | 云南亿星之光新能源科技开发有限公司 | Synthetic method of synthetic hydrogen fuels |
Families Citing this family (16)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB1554140A (en) * | 1977-04-14 | 1979-10-17 | Talenti P | Method and apparatus for operating combustion engines |
| DE3017218A1 (en) * | 1980-05-06 | 1981-11-12 | Josef 8890 Aichach Gail | IC engine with exhaust gas turbine generator - having output used in electrolysis of water adding burnable gases to fuel mixture inlet |
| DE3018717A1 (en) * | 1980-05-16 | 1982-01-28 | Hans Dipl.-Ing. Dr. 5657 Haan Sagel | Hydrogen-fuelled motor vehicle engine - uses controlled electrolysis of water to provide hydrogen and oxygen mixture |
| JPS57145734U (en) * | 1981-03-10 | 1982-09-13 | ||
| GB2117053B (en) * | 1982-02-18 | 1985-06-05 | Boc Group Plc | Gas turbines and engines |
| GB8500064D0 (en) * | 1985-01-03 | 1985-02-13 | Thomas I | Electrolysis unit |
| JPH081087U (en) * | 1991-01-17 | 1996-07-02 | 豊国 歌川 | Two types of fuel supply system for engines |
| GB2351738A (en) * | 1999-04-10 | 2001-01-10 | Andrew Robert Henry Pitcher | Alternative fuel for motor vehicles |
| CA2673360A1 (en) * | 1999-10-25 | 2001-04-25 | Hy-Drive Technologies Ltd. | Hydrogen generating apparatus and components thereof |
| GB2400611B (en) * | 2003-04-15 | 2006-03-15 | Empower Corp H | An integrated renewable energy system |
| GB2466828A (en) * | 2009-01-12 | 2010-07-14 | Samantha Jane Prendergast | Water electrolysis cell for reducing consumption of fuel in vehicles |
| FR2941497B1 (en) * | 2009-01-26 | 2011-10-28 | Philippe Dedrie | IMPROVING THE CARBURATION OF THERMAL ENGINES BY A STOECHIENTICAL MIXTURE OF GASES FROM THE DESTRUCTURING OF WATER BY ELECTROLYSIS |
| WO2010135355A1 (en) * | 2009-05-18 | 2010-11-25 | Neil Young | Power supply system for on board hydrogen gas systems |
| JP5775456B2 (en) * | 2009-09-10 | 2015-09-09 | 株式会社レガルシィ | Hydrogen and oxygen mixed gas generator and internal combustion engine using the same |
| RU2531006C2 (en) * | 2013-02-13 | 2014-10-20 | Закрытое акционерное общество "Радиотехнические и Информационные Системы воздушно-космической обороны" (ЗАО "РТИС ВКО") | Electrolytic motor |
| RU170062U1 (en) * | 2016-06-21 | 2017-04-12 | Александр Сергеевич Ванюшкин | ELECTROLYTIC INTERNAL COMBUSTION ENGINE |
Family Cites Families (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB600745A (en) * | 1945-06-13 | 1948-04-16 | George Edward Heyl | Means for supplementing the fuel-air mixture supplied to an internal combustion engine by hydrogen and oxygen produced by electrolysis |
| US1380183A (en) * | 1920-07-06 | 1921-05-31 | Boisen Martin | Gas-generator |
| US1876879A (en) * | 1929-08-07 | 1932-09-13 | Drabold Walter | Charge-forming apparatus for internal combustion engines |
| FR721354A (en) * | 1931-08-14 | 1932-03-02 | Method and device for increasing the power of automobile engines and the like | |
| FR972034A (en) * | 1940-09-21 | 1951-01-24 | Improvements to fuel supply for internal combustion engines | |
| FR1016236A (en) * | 1950-04-13 | 1952-11-05 | Car carburetor corrector | |
| FR1178241A (en) * | 1957-07-06 | 1959-05-05 | Apparatus for making an explosive gas mixture | |
| US3311097A (en) * | 1964-11-24 | 1967-03-28 | Georg S Mittelstaedt | Hydrogen-oxygen device in combustion engines |
| AU2570271A (en) * | 1970-02-20 | 1972-08-24 | Yull Brown | Electrically powered engine |
-
1976
- 1976-01-16 CH CH53576A patent/CH596444A5/xx not_active IP Right Cessation
-
1977
- 1977-01-04 DE DE19772700106 patent/DE2700106A1/en not_active Withdrawn
- 1977-01-11 FR FR7700629A patent/FR2338394A1/en not_active Withdrawn
- 1977-01-11 GB GB1013/77A patent/GB1561212A/en not_active Expired
- 1977-01-13 IT IT19246/77A patent/IT1109452B/en active
- 1977-01-14 CA CA269,746A patent/CA1098482A/en not_active Expired
- 1977-01-14 JP JP251277A patent/JPS52115922A/en active Pending
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6896789B2 (en) | 2001-06-04 | 2005-05-24 | Canadian Hydrogen Energy Company Limited | Electrolysis cell and internal combustion engine kit comprising the same |
| US7143722B2 (en) | 2001-06-04 | 2006-12-05 | Canadian Hydrogen Energy Company | Electrolysis cell and internal combustion engine kit comprising the same |
| CN103160347A (en) * | 2012-12-11 | 2013-06-19 | 云南亿星之光新能源科技开发有限公司 | Synthetic method of synthetic hydrogen fuels |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS52115922A (en) | 1977-09-28 |
| IT1109452B (en) | 1985-12-16 |
| FR2338394A1 (en) | 1977-08-12 |
| DE2700106A1 (en) | 1977-07-28 |
| CH596444A5 (en) | 1978-03-15 |
| GB1561212A (en) | 1980-02-13 |
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| MKEX | Expiry |