WO2009018814A2 - Moteur à combustion interne et procédé de commande d'un moteur à combustion interne - Google Patents

Moteur à combustion interne et procédé de commande d'un moteur à combustion interne Download PDF

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Publication number
WO2009018814A2
WO2009018814A2 PCT/DE2008/001274 DE2008001274W WO2009018814A2 WO 2009018814 A2 WO2009018814 A2 WO 2009018814A2 DE 2008001274 W DE2008001274 W DE 2008001274W WO 2009018814 A2 WO2009018814 A2 WO 2009018814A2
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WIPO (PCT)
Prior art keywords
internal combustion
combustion engine
electrolysis
hydrogen
combustion chamber
Prior art date
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Ceased
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PCT/DE2008/001274
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German (de)
English (en)
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WO2009018814A3 (fr
Inventor
Norbert Rade
Ernst Oepen
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CLEAN WORLD ENERGIES GmbH
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CLEAN WORLD ENERGIES GmbH
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Priority to DE112008002289T priority Critical patent/DE112008002289A5/de
Publication of WO2009018814A2 publication Critical patent/WO2009018814A2/fr
Publication of WO2009018814A3 publication Critical patent/WO2009018814A3/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • 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
    • C—CHEMISTRY; METALLURGY
    • C25—ELECTROLYTIC OR ELECTROPHORETIC PROCESSES; APPARATUS THEREFOR
    • C25B—ELECTROLYTIC OR ELECTROPHORETIC PROCESSES FOR THE PRODUCTION OF COMPOUNDS OR NON-METALS; APPARATUS THEREFOR
    • C25B1/00—Electrolytic production of inorganic compounds or non-metals
    • C25B1/01—Products
    • C25B1/02—Hydrogen or oxygen
    • C25B1/04—Hydrogen or oxygen by electrolysis of water
    • C—CHEMISTRY; METALLURGY
    • C25—ELECTROLYTIC OR ELECTROPHORETIC PROCESSES; APPARATUS THEREFOR
    • C25B—ELECTROLYTIC OR ELECTROPHORETIC PROCESSES FOR THE PRODUCTION OF COMPOUNDS OR NON-METALS; APPARATUS THEREFOR
    • C25B9/00—Cells or assemblies of cells; Constructional parts of cells; Assemblies of constructional parts, e.g. electrode-diaphragm assemblies; Process-related cell features
    • C25B9/70—Assemblies comprising two or more cells
    • C25B9/73—Assemblies comprising two or more cells of the filter-press type
    • C25B9/75—Assemblies comprising two or more cells of the filter-press type having bipolar electrodes
    • 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
    • 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
    • F02D19/08—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 simultaneously using pluralities of fuels
    • F02D19/081—Adjusting the fuel composition or mixing ratio; Transitioning from one fuel to the other
    • 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
    • F02M21/06—Apparatus for de-liquefying, e.g. by heating
    • 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
    • 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
    • F02B2043/106—Hydrogen obtained by 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
    • 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
    • Y02T10/12—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 invention relates to an internal combustion engine with a combustion chamber, to which a hydrogen-enriched fuel is supplied, and to an electrolysis tank, which is connected to the combustion chamber and in which hydrogen is obtained by electrolysis of water. Likewise, the invention relates to a method for operating such an internal combustion engine.
  • an object of the present invention to provide a generic internal combustion engine and a generic method for operating an internal combustion engine, which have an increased efficiency.
  • an internal combustion engine having a combustion chamber to which a hydrogen-enriched fuel is supplied and an electrolytic tank connected to the combustion chamber and in which hydrogen is recovered by electrolysis of water is proposed, which is characterized that monovalent hydroxides are used as electrolyte for electrolysis in a concentration of over 25%.
  • the concentration is preferably more than 28% or more than 30%. In particular, the concentration may be above 32% and 34%, respectively.
  • the monovalent hydroxides may comprise potassium hydroxide, which, according to experiments by the inventors, leads to a high yield with good controllability of the process.
  • Potassium hydroxide applicable.
  • other monovalent hydroxides such as lithium, rubidium, cesium, and fruium hydroxide, appear to be suitably applicable.
  • the use of only potassium hydroxide as the electrolyte although traces of other electrolytes may be present, so that even the use of 90% potassium hydroxide as the electrolyte brings corresponding advantages.
  • an internal combustion engine with a combustion chamber to which a hydrogen-enriched fuel is supplied, and with an electrolytic tank, which is connected to the combustion chamber and in which hydrogen is obtained by means of electrolysis of water, proposed by at least one electrode, the metals of VI. or VII. Subgroup, distinguished.
  • the at least one electrode may have at least one active surface having a carbon content below 0.15%, preferably below 0.025%.
  • a particularly high efficiency can be achieved.
  • such an embodiment of the surface leads to a sufficiently long service life of the electrode, in particular in conjunction with the electrolyte concentrations listed above, wherein such electrodes can also be used advantageously in other electrolytes than potassium hydroxide.
  • Cumulative or alternatively can have an electrical resistivity at 0,090 Wmm 2 m "1, preferably less than 0.086 WmnAn" 1, having at least one of the electrodes.
  • the efficiency of the electrolysis can be increased surprisingly strong, although this appears irrelevant in the wall thickness of the electrodes and their dimensions in terms of current flow through the electrodes themselves. It is believed that this surprising effect is related to surface reactions facilitated by such low resistivity.
  • both as an anode and as a cathode electrodes with metals of VI. or VII. subgroup used This allows the simplest possible structure of the electrolysis tank, so that it builds relatively small. This is especially true when an electrode is used both as an anode and as a cathode.
  • the one electrode consists essentially of nickel, in particular with a purity of more than 95% or more than 99%, so that any other constituents, in particular also other metals, can only be regarded as impurities.
  • Other metals of the platinum and nickel triad of Vi ⁇ . Subgroup can be used to advantage, but are usually much more expensive.
  • metals of the iron group as well as the light and heavy platinum group can be used.
  • the chrome and the other metal of the VI. Subgroup can be used as appropriate electrodes.
  • the chrome and the other metal of the VI. Subgroup can be used as appropriate electrodes.
  • relatively pure metallic structures, if appropriate as joined together, for example sintered single crystals, are used, whereby purities of more than 95% or 99% are also advantageous here.
  • the electrodes are important.
  • the electrodes can be constructed relatively complex and, for example, have a correspondingly coated carrier material. Structurally particularly simple, however, is the use of corresponding plates, it has surprisingly been found that even by planar metallic surfaces, in particular with the features described above in terms of purity and resistivity, a sufficient efficiency can be realized.
  • the electrodes can also be made more complex and comprise, for example, a porous material.
  • the electrodes may have further catalytically active layers, such as a suitable porous surface coating or the like.
  • the electrode surfaces may include metal alloys or sintered surfaces of a plurality of different of the aforementioned metals.
  • the object of the invention also solves an internal combustion engine with a combustion chamber, which is supplied with a hydrogen-enriched fuel, and with an electrolysis tank, which is connected to the combustion chamber and in which hydrogen is obtained by electrolysis of water, which is characterized by that the hydrogen is given behind a throttle valve of the internal combustion engine.
  • a throttle valve of the internal combustion engine In this way it can be very easily and effectively prevented that hydrogen, especially when it is abandoned in the form of oxyhydrogen in the internal combustion engine, enriched in the internal combustion engine.
  • throttling devices such as reduced line diameter, it is easy to ensure that too low a pressure does not reach the electrolysis tank. In this way, in particular an excess of foaming can be avoided.
  • this arrangement has the advantage over the task in front of the throttle valve, as disclosed, for example, in DE 28 16 115 A1 or in DE 25 52 841 A1, that sufficient vacuum is available at all times in order to ensure reliable operation of the hydrogen or hydrogen To tap the blast gas, and the negative pressure relatively constant, just independent of the position of the throttle, acts on the electrolysis tank.
  • the hydrogen can be given up via a derivative of a brake booster, if such a derivative is present.
  • connection especially if they are provided behind the throttle valve of a motor vehicle, can be used.
  • a new separate connection can be provided.
  • the hydrogen can be done, for example via the intake port of the air filter.
  • the hydrogen task can be provided immediately behind the air filter.
  • the hydrogen can also be given directly to the combustion chamber of the internal combustion engine.
  • directions ie, for example, "forward” and “rearward” are defined taking into account the flow direction to the combustion chamber of the internal combustion engine.
  • the hydrogen yield can be increased with the same electrical power, but it has been found that the provision of such high temperatures leads to excessive thermal losses, so that the overall efficiency can be increased by the relatively low temperatures.
  • corresponding temperatures in internal combustion engines, for example in motor vehicles are present as waste heat, e.g. as cooling water temperature, available anyway.
  • the service life of the electrolysis tank increases considerably, in particular, the electrodes barely wear out.
  • an operating temperature of the electrolysis tank below 85 0 C, in particular below 80 0 C, maintained, which is accordingly energetically favorable.
  • the operating temperature is preferably kept above 60 0 C, or 65 0 C, so as to promote the electrolytic processes.
  • the internal combustion engine has means for generating a negative pressure in the electrolysis tank. Accordingly solves independently of the other features of the present invention, the object of the invention also a method for operating an internal combustion engine with a combustion chamber, which with a
  • Hydrogen enriched fuel is supplied, and with an electrolysis tank, which is connected to the combustion chamber and in which hydrogen is obtained by electrolysis of water, which is characterized in that
  • Electrolysis tank maintained a negative pressure and the operating temperature of
  • Electrolysis vessel below 90 0 C and below 85 0 C, in particular below 80 0 C is maintained.
  • the combination of a negative pressure with a lying above 60 0 C or 65 0 C, but 90 0 C, 85 0 C and 80 0 C does not exceed the operating temperature of the electrolysis tank leads to a very favorable for the electrolysis operating environment, the a very high efficiency condition.
  • the amount of hydrogen provided via the electrolysis can be controlled very easily.
  • the internal combustion engine can thus be operated without significant further control mechanisms, since generally the negative pressure is a measure of the requirement and consumption of the internal combustion engine to fuel and thus the amount of hydrogen that is provided by the electrolysis, readily the required amount of hydrogen corresponds.
  • the negative pressure may also be provided by additional means for providing a negative pressure, such as a pump.
  • the hydrogen or the oxyhydrogen may optionally be temporarily stored in a reservoir and dosed from the internal combustion engine can be made available.
  • the negative pressure can reach into the vacuum range, taking into account the other boundary conditions.
  • pressures down to 0.0001 bar (10 Pa) are sensible in order to minimize the electrical energy required for the electrolysis, with a final balance between the required electrical energy and the energy required to provide the negative pressure.
  • the term "beads of a liquid” describes a state of the liquid in which it is traversed by small, relatively regularly rising gas bubbles in the liquid are to be distinguished also clearly from the state in which these are bubbled by chaotic gas bubbles, which connect and possibly even share again interspersed.
  • the object according to the invention also achieves a method for operating an internal combustion engine with a combustion chamber, to which a hydrogen-enriched fuel is supplied, and with an electrolysis tank, which is connected to the combustion chamber and in which hydrogen is obtained from water by means of electrolysis, which is characterized in that the electrolyte bubbles in the electrolysis tank at least at selected times.
  • the pearl has the advantage that the electrolysis can proceed uniformly and undisturbed.
  • the electrolysis is disturbed by the excess of gas bubbles, which also reach the electrodes, apparently so that the yield and thus the effectiveness decrease.
  • the electrolyte boils easily, in the present context the term "boiling” describes the electrolyte per se in its state of aggregation, independently of the electrochemical reaction of the electrolysis, so that during boiling gases escape even without power from the interior of the liquid and in the form of bubbles reach the surface by selecting the remaining boundary conditions, such as temperature, negative pressure, concentration of the electrolyte, accordingly.
  • the electrolyte preferably also pearls during boiling, so that the electrolysis is not disturbed by the gas bubbles produced in the interior of the liquid. It has been found that, especially in light boiling, the overall efficiency of the internal combustion engine can be advantageously increased. In this case, it is assumed that the transport of the electrolytically formed gases away from the electrodes is promoted by the slight boiling.
  • the slight boiling apparently causes water molecules to be discharged with the formed hydrogen and the formed oxygen. It is assumed that these water molecules, as well as the water molecules provided by the oxyhydrogen gas reaction, are advantageous for a reduction of the pollutants in the exhaust gases of an inventive internal combustion engine.
  • the electrolysis may optionally be controlled differently.
  • it can also be controlled in addition, for example by a ⁇ -probe.
  • a supplementary control is advantageous, since the vacuum control may possibly only detect certain operating states, in particular only very short-term operating states, while a supplementary control can then intervene accordingly in the long term.
  • the vacuum control may possibly only detect certain operating states, in particular only very short-term operating states, while a supplementary control can then intervene accordingly in the long term.
  • a readjustment if necessary controlled by a ⁇ -probe or the like, can take place.
  • the regulation on the negative pressure has the great advantage that can largely be dispensed with electronics.
  • the object according to the invention also solves a method for operating an internal combustion engine having a combustion chamber, to which a hydrogen-enriched fuel is supplied, and to an electrolysis tank, which is connected to the combustion chamber and in which hydrogen is recovered by means of electrolysis from water, which thereby characterized in that the electrolyte in the electrolysis tank is covered at least at selected times by a foam layer formed by it.
  • the internal combustion engine has means for retaining an electrolyte foam, such as a filter.
  • an electrolyte foam such as a filter.
  • a retaining device is also independent of the other features of the present invention for internal combustion engines with a combustion chamber, which is supplied with a hydrogen-enriched fuel, and with an electrolysis tank, which is connected to the combustion chamber and in which hydrogen is obtained by electrolysis of water, advantageous.
  • the retaining device may also comprise a gas outlet opening in a foam space wall.
  • foam is difficult to penetrate a narrow opening, so that the foam bubbles tend to penetrate through the Opening to burst. In this way structurally particularly simple, a restraint device can be provided.
  • a moisture separator may be provided.
  • Combustion chamber is connected and in which hydrogen is obtained by electrolysis of water, correspondingly advantageous.
  • the moisture separator may be formed, for example, by condensation plates or cooled tubes. It is also possible to provide only a slightly cooler space than moisture separator.
  • the moisture separator is disposed behind a means for retaining an electrolyte foam.
  • the moisture separator is not burdened by an excess of liquid and can fulfill its main task of intercepting water droplets or an excess of water vapor, correspondingly advantageously.
  • the moisture separator comprises means for recycling the separated moisture which are connected to the electrolysis space.
  • the moisture can be recycled, so that the running times of the internal combustion engine according to the invention can be optimized.
  • the moisture separator can have a refilling opening, via which, in particular, water can be introduced into the electrolysis container. In this way, any residues of electrolyte can be flushed back into the electrolysis tank during refilling. Although could be refilled via such refilling electrolyte. However, since it is advantageous to provide a separate water tank, the refilling of electrolyte should preferably be via separate openings.
  • the refill can preferably be carried out by means of a pump, by means of which a corresponding quantity can be refilled with precision.
  • a corresponding level measurement is carried out, in particular via a capacitive level sensor, which consumes very little energy and can also be configured very robust even with the electrolytes used.
  • the electrolysis tank preferably has a housing made of polypropylene. Such a housing proves to be reliable long-term stability especially in potassium hydroxide and / or under the selected operating conditions.
  • the hydrogen does not have to be available at all operating times of the internal combustion engine.
  • the electrolysis for example, can only start when the internal combustion engine has reached its operating temperature. Then a possibly discharged battery is also recharged and the current load through the electrolysis does not damage the rest of the system of the internal combustion engine. Also, the temperatures are then readily available for efficient electrolysis. Accordingly, the wording is to be understood that certain operating conditions should be present at selected times. It goes without saying that also at other given times the corresponding operating conditions can be left for a short time. For example, in overload situations, e.g. at short-term considerable acceleration, quite a foaming or chaotic boiling of the electrolyte can be accepted.
  • the internal combustion engine is operated such that the water equivalent of the amount of generated hydrogen between 0.1% and 10%, in particular between 0.2% and 5%, corresponds to spent fuel.
  • the hydrogen, or also the corresponding explosive gas merely represents the support of incineration and not the main supplier of energy. In this way, the energetic benefits of better combustion can compensate for the energy needed for the electrolysis. This is no longer guaranteed with an excess of water consumption.
  • the hydrogen of the internal combustion engine is at least partially charged in the form of oxyhydrogen gas, that is to say in the presence of oxygen, preferably in the stoichiometric ratio of 2 parts of hydrogen to one part of oxygen.
  • oxygen preferably in the stoichiometric ratio of 2 parts of hydrogen to one part of oxygen.
  • the present invention is particularly suitable for internal combustion engines, in which carbon-containing fuels with the addition of an oxidizing agent, in particular with the addition of atmospheric oxygen, are burned.
  • internal combustion engine is understood to mean any engine in which mechanical force or mechanical torque is made available by means of a redox reaction, which in particular also means a slower combustion reaction Includes explosion.
  • the present invention is thus suitable for powered by gasoline, diesel or LPG of any kind internal combustion engines.
  • bio-fuel is better implemented by the present invention.
  • it can be used in conjunction with injection engines, including mono-injectors and direct-injection engines, turbo engines.
  • the present invention can also serve to improve rotary engines or turbines accordingly.
  • electrolyte refers to any medium from which hydrogen can be supplied by means of electricity, but in particular an electrolyte according to the invention may be in liquid form and is preferably composed of water in which ions, for example potassium ions and OH " - Groups are enriched to close the circuit.
  • a housing made of irreversibly crosslinked plastic preferably made of synthetic resin or polypropylene (PP), is used as the electrolysis tank, so that a sufficient fatigue strength and, in particular, tightness can be ensured in comparison with the electrolytes used.
  • PP polypropylene
  • Figure 1 is a schematic representation of an inventive
  • FIG. 2 is a schematic detail of the electrolysis tank of
  • FIG. 3 is a schematic detail of another electrolysis tank in
  • Figure 4 is a section through the electrolysis tank of Figure 3 taken along the line IV-IV in Figure 3;
  • Figure 5 is a section through the electrolysis tank of Figures 3 and 4 along the
  • FIG. 6 shows a section through the electrolysis container according to FIGS. 3 to 5 along the
  • the internal combustion engine shown schematically in Figure comprises a piston engine 1 with a cylinder 2, in which in a known manner a piston 3, which is supported by a connecting rod 4 on a crankshaft 5, reciprocates and thereby drives the crankshaft 5.
  • the energy required for this purpose is obtained by a combustion process within a combustion chamber 6 in the cylinder 2.
  • the fuel required for the combustion process is supplied to the combustion chamber 6 via an intake 7, wherein in this embodiment, the amount of fuel is metered via a throttle valve 8.
  • the intake manifold is also provided behind the throttle valve 8, a connection 9 for a brake booster (not shown).
  • An electrolysis tank 10 (see in particular FIG. 2) is additionally connected to the brake booster connection 9.
  • the electrolysis tank 10 is in turn connected to a water reservoir 11 via a supply line 12 and connected via connecting lines 13, 14 to a battery 15 which is part of a power supply for the engine 1 in a known manner and via an alternator (not shown) of the motor 1 fed becomes.
  • the electrolysis tank 10 is filled with a saturated potassium hydroxide solution 16, provided by the electrolysis and the intake manifold 7 supplied hydrogen and oxygen lead to a corresponding reduction of water in the electrolysis tank 10, which is replaced by the supply line 12 from the water reservoir 11 ,
  • Electrodes 17 formed as plates and arranged in parallel with each other.
  • One of the two outer plates 17 is connected to the positive pole 18 of the battery 15, which has a voltage of about 12 V in this embodiment, while the other of the two outer plates 17 with the negative pole 19 is connected.
  • the remaining plates 17 are arranged substantially equidistantly between the two outer plates 17. In this way, a voltage gradient of each forms between the plates 17, so that in each case approximately 2 V voltage applied between the respectively opposite electrode surfaces.
  • the electrodes are made of nickel with the DIN designation LC-Ni99 (Ni 201).
  • a first filter stage 21 is provided, so that below the filter stage 21, a free space is formed, which can be used as a foam space 22.
  • a second filter stage 23 any electrolyte residues, in particular potassium hydroxide components, which are possibly entrained by the electrolytically generated hydrogen or oxygen, can be trapped.
  • finest water droplets can be intercepted, so that only gases get into the engine 1. In this way, moreover, losses of electrolyte are largely avoided, with any potassium hydroxide components can be rinsed back through the water when it is replaced via the supply line 12. Thus, losses of electrolytes can be minimized.
  • the gas mixture produced is sucked in via the intake manifold 7, wherein the electrolysis vessel is heated to about 75 0 C. Due to the negative pressure and the current flow, pearl-shaped gas bubbles of hydrogen, oxygen and water are formed, since conditions are chosen in which the electrolyte boils easily. As a result, a fine-bubble foam is provided in the foam space 22, which temporarily stores oxyhydrogen for short-term requirements of a particularly large amount of hydrogen or oxygen.
  • the electrolysis tank 50 shown in FIGS. 3 to 6 can be used instead of the electrolysis tank 10 of FIGS. 1 and 2, by having its outer electrodes 52 and 54, respectively, of a further three electrodes 56 comprising nickel plates arranged in parallel with the DIN Designation LC-Ni99 (Ni 201) via terminals 58 to the battery 15 ( Figure 1) and gas outlets 60 are connected to the intake manifold 7 ( Figure 1).
  • the electrolysis tank 50 is double-walled, wherein the inner wall 62 encloses an electrolysis space, in which the electrodes 52, 54, 56 are arranged.
  • the outer wall 64 encloses on the one hand a supply of water 66 and on the other hand a
  • Moisture separation space 68 Water supply 66 and moisture separation space 68 are separated by a wall 70 having two passages 72 through which water and electrolyte can be transferred from the moisture separation space 68 into the water supply 66. In this case, water via a refill 74, which with a
  • Closure 76 is closed, refilled. Any electrolyte which is in the
  • Moisture deposition chamber 68 is deposited by the refilling in the
  • Potassium hydroxide may be via separate refill openings 78
  • Water can also flow from the water reservoir 66 to the electrodes 52, 54, 56 via equalizing openings 82.
  • the flow direction minimizes the loss of electrolyte.
  • the compensation openings 82 are also formed relatively small.
  • membranes or similar measures to minimize backflow of electrolytes Likewise, each gap between the electrodes 52, 54 56 only a compensation opening 82 is provided, which are also mutually arranged so that short circuits can be avoided as possible.
  • a foam space 84 is also formed in this exemplary embodiment, in which, in particular, oxygen and hydrogen can be temporarily stored and, if appropriate, also mixed to form oxyhydrogen gas.
  • gas outlet openings 86 are arranged (numbered example), which extend into the foam space 84, wherein the constriction caused thereby serves as a retaining means for the foam - and in particular for the electrolyte which forms the foam.
  • the gas outlet openings 86 open into the moisture deposition space 68, in which residual electrolyte can be deposited.
  • moisture can separate there and the lane, hydrogen, oxygen and possibly also water molecules mix intimately before they leave the electrolysis tank 50 via the gas outlets 60.
  • the electrolytic tank 50 is disposed in the vicinity of the engine 1 so that the waste heat of the engine 1 is appropriately tempered.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Combustion & Propulsion (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • Organic Chemistry (AREA)
  • Metallurgy (AREA)
  • Materials Engineering (AREA)
  • Inorganic Chemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrolytic Production Of Non-Metals, Compounds, Apparatuses Therefor (AREA)

Abstract

Dans un moteur à combustion interne comprenant une chambre de combustion qui est alimentée en combustible enrichi en hydrogène, ainsi qu'un récipient d'électrolyse qui est relié à une chambre de combustion du moteur à combustion interne, et dans lequel l'hydrogène est obtenu par électrolyse, à partir d'eau, la combustion s'effectue avec un meilleur rendement si de l'hydroxyde de potassium est utilisé comme électrolyte pour l'électrolyse, dans une concentration supérieure à 25 %.
PCT/DE2008/001274 2007-08-06 2008-08-06 Moteur à combustion interne et procédé de commande d'un moteur à combustion interne Ceased WO2009018814A2 (fr)

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DE102008003126A DE102008003126A1 (de) 2007-08-06 2008-01-02 Verbrennungskraftmaschine und Verfahren zum Betrieb einer Verbrennungskraftmaschine
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DE102009044144A1 (de) 2009-09-30 2011-04-07 Alfred Walther Metallwarenfabrikation-Kunsthandwerk E.K. Elektrolysegerät
WO2013032496A1 (fr) * 2011-09-02 2013-03-07 Donald Wade Owens Système de production d'hydrogène supplémentaire pour la production d'hydrogène à la demande pour des moteurs à combustion interne
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US8449733B2 (en) 2010-05-28 2013-05-28 Hno Greenfuels, Inc. Hydrogen supplemental system for on-demand hydrogen generation for internal combustion engines
US8757107B2 (en) 2010-05-28 2014-06-24 Hno Greenfuels, Inc. Hydrogen supplemental system for on-demand hydrogen generation for internal combustion engines
US9399946B2 (en) 2010-05-28 2016-07-26 Donald W. Owens Hydrogen supplemental system for on-demand hydrogen generation for internal combustion engines
US9453457B2 (en) 2010-03-15 2016-09-27 HNO Green Fuels, Inc. Hydrogen supplemental system for on-demand hydrogen generation for internal combustion engines
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US9267468B2 (en) 2010-03-15 2016-02-23 Hno Greenfuels, Inc. Hydrogen supplemental system for on-demand hydrogen generation for internal combustion engines
US8454808B2 (en) 2010-03-15 2013-06-04 Hno Greenfuels, Inc. Hydrogen supplemental system for on-demand hydrogen generation for internal combustion engines
US9453457B2 (en) 2010-03-15 2016-09-27 HNO Green Fuels, Inc. Hydrogen supplemental system for on-demand hydrogen generation for internal combustion engines
US9574492B2 (en) 2010-03-15 2017-02-21 HNO Green Fuels, Inc. Portable hydrogen supplemental system and method for lowering particulate matter and other emissions in diesel engines at idle
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US8449735B2 (en) 2010-03-15 2013-05-28 Hno Greenfuels, Inc. Hydrogen supplemental system for on-demand hydrogen generation for internal combustion engines
US8449734B2 (en) 2010-03-15 2013-05-28 Hno Greenfuels, Inc. Hydrogen supplemental system for on-demand hydrogen generation for internal combustion engines
US9476357B2 (en) 2010-03-15 2016-10-25 HNO Green Fuels, Inc. Method and apparatus for increasing combustion efficiency and reducing particulate matter emissions in jet engines
US9399946B2 (en) 2010-05-28 2016-07-26 Donald W. Owens Hydrogen supplemental system for on-demand hydrogen generation for internal combustion engines
US8499722B2 (en) 2010-05-28 2013-08-06 Hno Greenfuels, Inc. Hydrogen supplemental system for on-demand hydrogen generation for internal combustion engines
US8449733B2 (en) 2010-05-28 2013-05-28 Hno Greenfuels, Inc. Hydrogen supplemental system for on-demand hydrogen generation for internal combustion engines
US8757107B2 (en) 2010-05-28 2014-06-24 Hno Greenfuels, Inc. Hydrogen supplemental system for on-demand hydrogen generation for internal combustion engines
US8784619B2 (en) 2010-05-28 2014-07-22 HNO Green Fuels, Inc. Hydrogen supplemental system for on-demand hydrogen generation for internal combustion engines
US8449736B2 (en) 2010-05-28 2013-05-28 Hno Greenfuels, Inc. Hydrogen supplemental system for on-demand hydrogen generation for internal combustion engines
CN103764989A (zh) * 2011-09-02 2014-04-30 唐纳德·沃德·欧文斯 用于内燃机的按需产生氢气的氢气补充系统
WO2013032496A1 (fr) * 2011-09-02 2013-03-07 Donald Wade Owens Système de production d'hydrogène supplémentaire pour la production d'hydrogène à la demande pour des moteurs à combustion interne
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