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
  • F02M27/00—Apparatus for treating combustion-air, fuel, or fuel-air mixture, by catalysts, electric means, magnetism, rays, sound waves, or the like
  • F02M27/04—Apparatus for treating combustion-air, fuel, or fuel-air mixture, by catalysts, electric means, magnetism, rays, sound waves, or the like by electric means, ionisation, polarisation or magnetism
• • C—CHEMISTRY; METALLURGY
  • C01—INORGANIC CHEMISTRY
  • C01B—NON-METALLIC ELEMENTS; COMPOUNDS THEREOF; METALLOIDS OR COMPOUNDS THEREOF NOT COVERED BY SUBCLASS C01C
  • C01B3/00—Hydrogen; Gaseous mixtures containing hydrogen; Separation of hydrogen from mixtures containing it; Purification of hydrogen
  • C01B3/02—Production of hydrogen or of gaseous mixtures containing a substantial proportion of hydrogen
  • C01B3/04—Production of hydrogen or of gaseous mixtures containing a substantial proportion of hydrogen by decomposition of inorganic compounds, e.g. ammonia
  • C01B3/042—Decomposition of water
• • 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
  • F02D19/02—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 gaseous fuels
  • F02D19/021—Control of components of the fuel supply system
  • F02D19/023—Control of components of the fuel supply system to adjust the fuel mass or volume flow
• • 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
  • F02D19/02—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 gaseous fuels
  • F02D19/026—Measuring or estimating parameters related to the fuel supply system
  • F02D19/029—Determining density, viscosity, concentration or composition
• • 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
  • F02M21/04—Gas-air mixing apparatus
• • 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
  • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
  • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
  • Y02E60/30—Hydrogen technology
  • Y02E60/36—Hydrogen production from non-carbon containing sources, e.g. by water electrolysis
• • 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

• Hydrogen has long been regarded as an efficient, abundant and potentially non-polluting energy source. Yet despite such desirable attributes, hydrogen has not been widely, or practically, applied in applications where the use of hydrogen as a fuel is self-evidently desirable, such as in motor vehicles powered by internal combustion engines.
• Hydrogen has an inherent high volatility and a correspondingly rapid dispersion characteristic in other gas mixtures such as the atmosphere. Further, it is difficult to control the distribution of a hydrogen gas fuel and to maintain consistent combustion characteristics for a hydrogen gas fuel, particularly in a motor vehicle internal combustion engine.
• the system includes a safe and effective distribution means for supplying a hydrogen fuel to an internal combustion engine, means for fuel injection applications of hydrogen fuel in such an engine,, means for controlling the burn rate of hydrogen for the efficient use of a hydrogen fuel gas, and means for overcoming prior art problems of engine shut down caused by an overenrichment of hydrogen in the fuel supply to the engine.
• Figure 1 shows the combustion envelope of hydrogen compared to the combustion envelope of gasoline and illustrates a goal achieved by the invention in maintaining an optimum and uniform combustion rate for hydrogen throughout the effective range of engine RPM.
• the "combustion envelope” refers to the range within which combustion of a fuel gas is possible, given a predetermined quantity of combustible fuel and its ratio to the combustion media, i.e. oxygen.
• Figure 2 is a block diagram of a combustion management system for a hydrogen containing fuel gas mixture that is injected into a combustion chamber, showing the interrelationship of system management controls with various engine parameters.
• Figure 3 illustrates the physical arrangement of a hydrogen fuel gas control means and injection system for the regulation of fuel gas transmitted to an engine combustion chamber.
• Figure 4 shows an air gas processor useful in the system of the invention in a cross-sectional side view
• Figure 4A shows a top plan view
• Figure 4B is a bottom view.
• Figure 5 shows a "quenching conduit" for the safe distribution of a hydrogen fuel in the engine environment
• Figures 5A and 5B shows alternative cross section configurations for said conduit.
• Figure 6 figuratively represents the modulating effect upon hydrogen gas characteristics of other non-combustible gases included in a fuel gas mixture containing hydrogen in accord with the invention and its fuel gas management system.
• Figure 7 shows the electron extractor circuit used in the air processor section to ionize and maintain the ionization of introduced air gas.
• I describe an integrated fuel gas management system that enables hydrogen to be efficiently, reliably and safely used as a fuel gas in an internal combustion engine having a configuration derived from conventional engines fueled by a fossil fuel, such as gasoline, diesel or other petroleum or hydrocarbon derivative.
• a fossil fuel such as gasoline, diesel or other petroleum or hydrocarbon derivative.
• Hydrocarbon fuels typically support engine speeds over a wide range in an internal combustion engine because of its broad combustion envelope; hydrogen in contrast, will combust satisfactorily only when a hydrogen/oxygen mixture in the ratio of 2:1 is present. This factor makes combustion cycle development for hydrogen fuel a critical art. in which the hydrogen burn rate (equated to power output of the engine) and the combustion mixture containing the hydrogen fuel must be carefully regulated over the entire RPM operating range of an engine so that combustion is efficiently supported over the range.
• the invention herein provides a gas fuel for an internal combustion engine comprising a mixture of gases including hydrogen, oxygen, and other gases that are not combustible with hydrogen in which the mixture includes a proportion of hydrogen to oxygen of approximately 2:1 and a predetermined density of hydrogen within the mixture gases such that the burn rate of the mixture approximates that of a fossil fuel.
• a fuel gas mixture containing hydrogen that is introduced as a fuel to an internal combustion engine that consists of means and process for monitoring the composition of a fuel gas mixture introduced into the engine such that the proportion of hydrogen to oxygen in the mixture is approximately 2:1; and means and process for modulating the density of the hydrogen component of the introduced fuel gas mixture by the addition of other non-combustible gases to the mixture such that the burn rate of the fuel gas mixture approximates that of a fossil fuel.
• apparatus for the distribution of the fuel gas mixture containing a hydrogen gas component which is utilized which is formed from a plurality.of conduits having an internal diameter of .015 to .025 inch intrinsically formed in an otherwise solid member.
• the system includes a means and process for the mixing of a proportion of the exhaust gas of the engine into the fuel gas mixture introduced into the engine to provide modulation for the hydrogen in the fuel mixture.
• the invention is an improvement to a hydrogen fueled internal combustion engine that includes means and process for modulating the density of the hydrogen component of a fuel gas mixture introduced into the engine such that the burn rate of the fuel gas mixture containing hydrogen is reduced to the approximate burn rate of a fossil fuel.
• This means and process includes mixing a hydrogen containing fuel gas with at least one of ambient air and exhaust gas from the engine.
• burn rate is an arbitrary measure of the relative volatility of a fuel gas (in contrast with the rate at which a given fuel is consumed, e.g.. miles per gallon).
• burn rate is an arbitrary measure of the relative volatility of a fuel gas (in contrast with the rate at which a given fuel is consumed, e.g.. miles per gallon).
• combustion characteristics and high volatility of hydrogen can be charted with reference to an axis correlated to the running speed of an internal combustion engine, as illustrated by the narrow combustion envelope for hydrogen, shown in Figure 1 at 1 in contrast with the combustion envelope, for example, in gasoline, 2.
• the low volatility and the wide combustion envelope of a fossil fuel permits an engine to be tuned, for example, to an optimum speed corresponding to 60 MPH, without concern for significant adverse effects or need for adjustment over the remaining engine operating range.
• the narrow combustion envelope of hydrogen prevents such broad tuning and consequently results in fuel overenrichment and the engine operation difficulties noted above, passim.
• the burn rate of the hydrogen fuel gas is adjusted to be equivalent to that of a fossil fuel by the introduction into the hydrogen fuel of other non-combustible gases that ' serve as a modulator of the inherent volatility of the hydrogen.
• the hydrogen/oxygen ratio of 2:1 which represents the optimum combustion ratio for a hydrogen fuel is uniformly maintained in the modulated fuel mixture over the engine operating range, e.g. at speeds represented by 3a, 3b, 3c.
• the combustion window of hydrogen at a modulated given volatility remains in the same 2:1 hydrogen:oxygen ratio.
• the modulated burn rate of the hydrogen fuel gas adjusted downward to 43-37 cm/sec, is maintained uniformly in the range of speeds from idling to maximum RPM, in contrast with conventional engine design based on typical gasoline burn rate, which is not usually adjusted. Nevertheless, because of the wide combustion window for gasoline, optimum tuning at 60 MPH as shown at 2 in Figure 1 will allow satisfactory engine operation to other speeds. In the prior art, use of unmodulated hydrogen allowed engine operation only in the narrow envelope figuratively shown in curve 1.
• a processed gas mixture including a hydrogen fuel component having a uniform, predetermined volatility is generated by the system and introduced into the engine in a proper mixture to insure optimum combustion throughout the range of engine operating speeds.
• FIG. 2 shows a block diagram of a complete hydrogen gas management system.
• one cylinder of an engine is shown, however, it is appreciated that adaptations of the system to multiple cylinder engines are within the skill of the art.
• FIG. 2 In the system diagram of Figure 2, there is shown a conventional reciprocating piston internal combustion engine configuration including piston 1 and cylinder 2 connected to a rod and crankshaft mechanism 3, fuel intake valve 4, exhaust valve 5, and spark plug 6. Valves 4 and 5 and spark plug 6 are operatively interconnected to the management system of the invention.
• One aspect of an overall system provides a source of fuel gas including hydrogen, such as a water fuel cell, 7, described in my United States Letter Patent No. 4,936,961 including water capacitor 8 immersed in a volume of water 9 which produces a source of a hydrogen/oxygen and non-combustible gas mixture 10 that is operatively interconnected with the gas management system 11 through regulator 13.
• the gas management system 11 includes a logic module and central processing unit interconnected to sensors and controllers in the- system.
• the voltage intensifier circuit 12 regulates voltage amplitude, pulse frequency and gated pulse frequency associated with operation of the fuel cell 7. (See U.S. Letters Patent 4,936,961, Figure 1, and U.S. Letters Patent 4,798,661.) and is operatively interconnected to the gas management module.
• the gas pressure regulator 13 is included proximate the exit orifice of the cell to maintain a consistent back pressure (optimally 15 psi in the preferred embodiment) in the fuel delivery system.
• the gas management system logic module 11 determines the mixing of the hydrogen fuel gas mixture 10 produced by the cell with other modulating gases such as ambient air, introduced through manifold 14 and/or exhaust gas introduced through gate 15.-
• the management system module includes inputs from sensors relating to air and engine temperature, engine RPM, gas pressure and the vehicle accelerator or engine speed control 40 which determines the speed at which the engine operates.
• a distributor control 16 determines ignition system function 17 and additionally provides an input signal for a tuned gas meter control 18 that is operatively interconnected to the injector port 19 so that a uniform quantity of modulated fuel gas is injected through valve 4 into the cylinder upon each operating cycle of the cylinder.
• Air gas processor 20 is also included for treatment of gas derived from ambient air introduced in the system through the intake manifold. (See Figures 3, 4, 4A, 4B and discussion, infra.)
• Figure 3 illustrates an appropriate mechanical configuration adapted to the overall system shown in Figure 2.
• An intake manifold (not shown) directs ambient air 101 to air filter assembly 31 operatively interconnected to an inlet valve 32 which is regulated by the management module and controls the flow of air into air processor 33 which produces a source of ionized non-combustible gases 102, that in turn may be mixed with non-combustible cylinder/engine exhaust gases 103 introduced at exhaust gate 15.
• These gases are mixed in the intake manifold 35 with gas from the fuel cell 7, introduced at injector port 19 whereupon the modulated combustion mixture having the hydrogen fuel component in the correct proportion with oxygen is delivered to the cylinder at a burn rate equivalent to that of a fossil or hydrocarbon fuel.
• An oil inlet port 110 for lubrication is optional.
• ambient air 101 is ionized and the ionized gas 102, and other modulating gas such as the exhaust gas 103 is mixed until the fuel gas 10 for introduction to the cylinder at the modulated burn rate.
• Lubricating oil mist is shown at 111.
• Appropriate sensors for monitoring air pressure, RPM and engine temperature are operatively interconnected with the management module and controllers regulate various fuel source or fuel gas mixture parameters such as the proportional air mixture introduced in the fuel gas or the proportional exhaust mixture introduced in the fuel gas at respective gates. Idling, low temperature operation adjustments or other calibration adjustments for normal ambient conditions are made by trim pots on other means included in the management module.
• air gas processor shown at 20 in Figure 2 and in greater detail in Figures 4, 4A and 4B is operatively interconnected with a hydrogen fuel cell gas generator operated in accordance with the method of my United States Letters Patent No. 4,936,961.
• Shape and size of the resonant cavity such as described in my Letters Patent 4,936,961 may vary. Larger resonant cavities and higher rates of consumption of water in the conversion process require higher frequencies such as up to 50 KHz and above. The pulsing rate, to sustain such high rates of conversion must be correspondingly increased.
• the pulse generating circuit of the method is interconnected with the management module such that fuel gas is generated by the fuel cell gas generator on demand and such that the fuel cell operation is also responsive to sensed parameters and control signals generated.
• Other sources of a hydrogen fuel gas may be used, as well as other types of fuel; the system of the invention manages the combustion characteristics of the engine fuel and the delivery regardless of source.
• Figure 4, 4A and 4B show a side frontal cross-section and plan view from the top and bottom of a type of air gas processor such as 20 shown in Figure 2.
• the processor 40 of Figure 4 and its operation essentially correspond to the method and apparatus shown and described in my United States Letters Patent No.
• the ambient air gases (not the combustible gas produced by the fuel cell), on a reduced scale, are charged and ionized and otherwise enhanced in energy before the ambient air gases are mixed with the fuel gas.
• a treatment chamber 50 is provided that encloses a set of batteries 41, 42, 43 of solid state lasers, e.g. 42, a, b, c, d, etc.. that are concentrically mounted around a charging cell formed from positively and negatively charged concentric rod 44 and cylinder rod 45 which are connected to an ionizing voltage source through terminals 54 and 55.
• Optical lens 46 concentrates the laser output to the gas flowing through the processor which also includes outlet port 47 for the energized air gas and a gas meter control 48.
• the electron extraction circuit 7 ionizes the incoming ambient air gases and consumes the electrons ejected from the gas atoms while the injected laser energy energizes the ionized gases to prevent the processed ambient air gases from reverting back to stable-state, as illustrated by Figure 7.
• a hydrogen fuel gas mixture is generated by the method of my aforesaid Letters Patent No. 4,936,961. That gas comprises a mixture of hydrogen, oxygen and other formerly-entrapped gases dissolved in water. It is the purpose of this invention, beginning with the hydrogen component of a fuel gas, to adapt hydrogen gas to the approximate burn rate of a fossil fuel for use in an internal combustion engine and to maintain the ratio of hydrogen to oxygen in the mixture at the most efficient 2:1 ratio.
• the system of the invention modulates the hydrogen component of the overall gas mixture such that the burn rate of the hydrogen-containing fuel mixture approximates that of a fossil fuel as illustrated in Figure 1.
• the regulation of the burn rate of the hydrogen fuel which is of crucial importance in a hydrogen fueled internal combustion engine according to the system of the invention, is determined by the relative proportion of the mixture of the hydrogen containing fuel gas with ambient air or exhaust gas including water vapor that is recycled into the engine.
• the fuel gas mixture produced by the fuel cell intrinsically includes the optimum 2:1 ratio of hydrogen to oxygen.
• the mixture of hydrogen and non-combustible gas that modulates the burn rate of the hydrogen fuel mixture to that equivalent to gasoline must be achieved by the addition of the non-combustible gases and maintained uniformly over the range of engine operating speeds. This is accomplished by correlating the rate of fuel gas production from the water fuel cell with the introduction to the gas mixture of other non-combustible gases.
• the distributor and ignition system operates in a conventional mode to provide spark ignition of the fuel and oxidant mixture in the cylinder at the appropriate time in a piston reciprocating cycle that is otherwise also related to fuel intake and exhaust outlet sequences in the cycle.
• the injection of the fuel gas mixture into the cylinder at the intake cycle is controlled: (1) the 2:1 proportion of hydrogen to oxygen to "non-combustible" gases in the fuel intake mixture is maintained at a predetermined proportion such that the "burn rate” is maintained at the lowered predetermined rate corresponding to that of a fossil fuel; and (2) the quantity of the fuel mixture introduced to the cylinder at the intake of the cycle is the same per cycle regardless of engine RPM.
• the rate of hydrogen production by the fuel cell must increase with higher engine RPM, the consumption of hydrogen, per cycle, remains constant. This constancy is maintained by the tuned gas meter control 18, 19 and by variation of the rate of gas production in the fuel cell as controlled by the gas management system CPU, 11.
• the gas meter control which provides the uniform delivery of the fuel gas mixture is determined by pulse signals generated by the distribution corresponding to each cycle of the engine.
• Figure 6 represents the modulating effect on hydrogen density in a gas mixture, that the other large (non-combustible) gas molecules have in the hydrogen fuel gas that is accomplished by the invention.
• other gases dilute the hydrogen concentration in a given volume; the dilution in turn reduces the burn rate of the hydrogen per se component and enables the burn rate of the overall fuel gas mixture produced by system to approximate that of a fossil hydrocarbon fuel.
• this modulation of the burn rate occurs, however, it is necessary to maintain the overall ratio of hydrogen to oxygen in the mixture as close to 2:1 as possible to prevent overenrichment of the hydrogen in the fuel and the consequent shut down problems that result from an excess of hydrogen.
• inert water vapor exhaust gas (e.g...).
• Sensors of the system of Figure 2 monitor air pressure and temperature which affect the dilution of the hydrogen fuel.
• the management module CPU and controllers appropriately adjust the gas mixture components to maintain a uniform burn rate for the fuel mixture regardless of engine speed. For example, if the burn rate is not maintained at a constant, the introduction of additional hydrogen by throttling the engine would disrupt the narrow combustion window of the gas resulting in engine inefficiency, roughness or shut down because of the overenrichment.
• the quenching tubes comprise a conduit of discrete small volumes such as formed in an open cell porous material formed in an otherwise solid, extending member.
• a plurality of conduits of microcell type material from .015 to .025 inch in diameter may be formed in a solid length having an outer diameter of approximately .378 inch in the manner shown in Figure 5.
• the conduit size specified is appropriate for a fuel gas having a burn rate equivalent to gasoline. Conduit diameters may be proportionately larger or smaller if the hydrogen concentration is further diluted or increased.
• the quenching tube prevents burn-back or flash-back of hydrogen in its delivery tube. Flash-back, a serious problem in conventional hydrogen gas transport systems, is eliminated by the quenching circuit tubes of the invention.
• control system of the invention all parameters are adjusted to maintain a uniform burn rate of the hydrogen containing fuel gas, which is the key to smooth engine operation.
• the characteristics of the hydrogen fuel are modified to adapt to load conditions, and the system works in a manner comparable to that of a conventional carburetor in a fossil fueled engine.
• a preferred management system When used with a water fuel cell and the method of my aforesaid Letters Patent No. 4,936,961, a preferred management system includes a pulse generator for fuel gas production and includes a phase lock loop circuit that detects and scans a resonant frequency in the fuel cell generator and maintains that frequency.

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Citations (7)

• 1990
  • 1990-11-02 WO PCT/US1990/006513 patent/WO1992008046A1/en unknown

Patent Citations (7)

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