DE102012006827A1 - Method for operating combustion engine of motor car, involves producing required amount of hydrogen by electrolysis process for operation of combustion engine, and transferring hydrogen and oxygen into combustion chamber - Google Patents

Abstract

The method involves producing required amount of hydrogen by an electrolysis process for operation of a combustion engine, where voltage required for the electrolysis process is provided by a voltage converter or a 24 volt alternator (G). The hydrogen and oxygen are transferred into a combustion chamber. The engine is operated by a combination of fossil fuel and a hydrogen-oxygen mixture. A pressure switch (S) is integrated into a gas pressure spacer (2). A black-white-valve (V) is closed by the pressure switch if low pressure in an air intake channel (A) falls below -0.5 bar. An independent claim is also included for a mixing generator for production of a fuel mixture for operating a combustion engine.

Description

title

Method for operating an internal combustion engine by means of a combination of fossil fuels and a hydrogen-oxygen mixture and mixed generator for the production of hydrogen and the fuel combination.

field of use

The invention relates to an apparatus for operating a vehicle with an internal combustion engine by means of a combination of conventional, fossil fuels and a hydrogen-oxygen mixture.

State of the art

The fuels used in conventional internal combustion engines are made from petroleum and its derivatives. As the oil reserves decline in the foreseeable future, the designers are forced to produce more economical than the currently operating engines. One possible solution is the use of hydrogen in internal combustion engines. On the one hand, the ever increasing vehicle density and the recognizable environmental damage, which arise in connection with exhaust gases and emissions from motor vehicles, require that the environmental impact of internal combustion engines in motor vehicles be reduced.

To increase the combustion power in the cylinders of the internal combustion engines, hydrogen and oxygen are known to be supplied to the combustion chamber. By introducing hydrogen into the internal combustion engine, a power increase is achieved. A relevant device is from the DE 38 28 764 known. In this device, hydrogen and oxygen are supplied to the internal combustion engine.

In the DE 24 47 822 a combustion mixture for internal combustion engines is described. The combustion mixture is produced by the electrolysis of water.

Also from the DE 1 467 060 a device for the production of hydrogen and oxygen by electrolysis is known.

In the EP 0 422 994 a device for the production of oxygen-hydrogen gas (oxyhydrogen gas) is described with the electrolysis method.

The GB 2 143 848 presents a device for the production of hydrogen by electrolysis, while the GB 2 029 447 describes an apparatus for producing a mixture of hydrogen and oxygen by the electrolysis of water for an engine. Finally, in the US 4,184,931 a method for the production of hydrogen and oxygen by the electrolysis of a liquid claimed.

All the documents mentioned assume that hydrogen and oxygen are produced by electrolysis.

The following problems occur:
For the provision of the electrical energy required for the electrolysis is only an external or an accumulator of a vehicle available. In addition, due to the evolution of heat in the electrolysis process, saturated steam containing acidic and basic salts is formed. When introduced into the cylinder, this leads to corrosion in the combustion chambers and in the exhaust system of the internal combustion engine.

Alternatively, 100% hydrogen-powered internal combustion engines are under development and testing. Although such motors may be an alternative to conventional motors, practical application is very problematic. At the existing filling stations, hydrogen must be laboriously stored. Refueling the vehicles is only fully automatic possible for safety reasons. The tank installed in the motor vehicle must meet the highest cooling and safety requirements. This causes very high costs and risks, so that a broad application in the next few years is not to be expected. The invention aims to eliminate the disadvantages mentioned.

task

The inventive task is to be seen in the development of a method for operating an internal combustion engine, in particular for a motor vehicle, by means of a combination of fossil fuels and a hydrogen-oxygen mixture. Furthermore, for the realization of the method to develop a generator with which the fuel mixture can be produced.

Solution of the task

The task has been solved by the procedural and listed in claim 3 apparatus features in claim 1. The dependent claims each contain appropriate embodiments.

According to the invention it is proposed to produce the hydrogen exclusively in the required amount at the same time for the operation of the internal combustion engine by electrolysis.

In this method, no storage of the hydrogen gas is provided. Hydrogen is produced and consumed immediately. The mixing ratio changes depending on the speed of the internal combustion engine. At low speed, an admixture of about 2% to the intake air is sufficient.

Features of the invention with respect to internal combustion engines to reduce fuel consumption and the reduction of the exhaust gases of the internal combustion engine.

All of the Internet's peer-reviewed and tested hydrogen generators had too little gas production or the water in the hydrogen generators became very dirty after a few hours of use.

embodiment

With reference to an internal combustion engine for operating a motor vehicle, the method according to the invention and the equipment-related features resulting therefrom are described below with reference to an associated drawing (in which 1 ) explained in more detail.

By supplying hydrogen gas into the intake air of an internal combustion engine, carbons are bound with hydrogen in the fuel-air mixture, and carbons are now also burned with hydrogen, whereby the power of the internal combustion engine is raised. If the additional power is not called, the fuel consumption is reduced and the exhaust gases are reduced.

In order to increase the voltage required for the electrolysis, a voltage converter or a 24 V generator (G) is provided. The voltage converter or the 24 V alternator (G) and the microprocessor control for the whole system form a unit. The voltage that has been increased here is preferably up to 24 volts (at 12 volts) and 30 amps power line, at 24 volt alternator (g) at 80 amps power line.

For 42 volt vehicles (planned), the voltage remains 42 volts and 30 amps of power line. The voltage converter has the task to increase the existing on-board voltage at 12 volts to 24 volts. The maximum amperage for a standard 12 volt automotive alternator is limited to approximately 30 amps. In a 24 volt automotive alternator G, the current is limited to about 8 amps. The DC voltage thus generated is passed from here to the electrolytic cell Z and applied to the anode. The basic structure of the electrolytic cell Z consists of a plug-in chamber system in a rectangular shape. The starting materials used are stainless steel, steel, aluminum and plastics. The plug-in chamber system connects the inner reaction surfaces with the outer housing components.

The reaction surfaces used are each a cathode plate and an anode plate and dual reaction plates lying between them. Their number varies according to the dimensioned power of the electrolytic cell Z. For the preparation of the reaction spaces between the reaction plates are plastic frame, which also act as a seal.

The reaction plates have dimensions of approx. 130 mm × 165 mm These are approx. 1 mm wide. The heat-resistant plastic frames have a thickness of approx. 2 mm with identical external dimensions.

The frame width is approx. 15 mm. By means of the exterior of the electrolytic cell Z housing components, the reaction plates, which are arranged in alternation with the plastic frame in series, compressed. Outside of the housing are connections for water inlet and gas outlet attached. In order to ensure a uniform contact pressure of the housing components on the reaction plates in all operating states of the electrolytic cell Z. which are characterized in particular by temperature fluctuations and mechanically changing loads (eg when operating in moving vehicles), spring-assisted pressure screws are used. The springs used are compression springs whose size, number and spring force vary according to the dimensioned power of the electrolysis cell (Z). Reaction plates and housing components are electrically insulated from each other by means of plastic plates. In addition, cooling fins are optionally provided for air cooling or liquid cooling P, K on the housing components of the electrolysis line (Z). The cooling system P, K is controlled by a microprocessor in the central control unit S, which is equipped with a temperature sensor 8th connected, monitored and controlled.

The heat of reaction is removed via a heat exchanger K, which is connected to the cooling system of the internal combustion engine. The electrolytic cell Z is via a pressure-resistant line 5 supplied from the water tank T distilled water. On the side of the water tank is a water level gauge 10 , This indicates the water level in the tank T. Additionally attached is a sensor 7 that signals the minimum water level. Via channels within the electrolytic cell Z, the distilled water through the reaction plates through the Electrolytic cell Z passed. Via connection points on the cathode and anode plate, the electrical energy required for the electrolysis Z is supplied. As soon as electrical power is applied to the cathode and anode of the electrolysis Z, the formation of the hydrogen-oxygen mixture begins. This gas mixture is via a pressure-resistant line 4 directed to the water separator T. In the water separator T, the gas mixture is separated from the electrolysis cell Z transported water shares. In order to achieve a compact design of the entire system, the water separator T is integrated into the water tank T. The thus isolated hydrogen-oxygen mixture is via a pressure-resistant line 2 directed to the gas buffer ZS.

The gas buffer ZS holds about 5 liters. It is needed to supply the system with sufficient hydrogen oxygen mixture during start-up or acceleration.

Into the line 2 to grass intermediate storage ZS a pressure switch S is integrated, which interrupts the power supply to the electrolytic cell Z upon reaching a pressure of about 0.9 bar. If the pressure drops below about 0.8 bar, the power supply to the electrolytic cell Z is restored and the production of the hydrogen oxygen mixture is resumed. This pressure control is combined with a second control circuit which uses the negative pressure in the intake duct A of the internal combustion engine as a measured variable to switch a black-and-white valve V by means of a pressure switch S.

If the negative pressure in the intake duct A rises above a value of about -0.4 bar, this value is reached when accelerating or accelerating, the valve V opens and hydrogen-oxygen mixture passes into the intake duct A of the internal combustion engine.

If the negative pressure in the intake duct A drops below a value of about -0.5 bar, this value corresponds to a slight pressure on the accelerator pedal or idle gas, the black-and-white valve V is closed via the pressure switch S. In order to ensure the function of both control loops, a central control unit S is used. This electronic control unit S is also used for setting all pressure values of the system and monitoring the cooling of the electrolytic cell Z. In the central control unit S, a circuit for switch-on delay is integrated. This delays the start of production of the hydrogen-oxygen mixture in the electrolytic cell and holds the black-and-white valve V for the filling of the intake duct (A) until the internal combustion engine has started. This prevents an inflow of hydrogen-oxygen mixture during the starting process of the internal combustion engine.

LIST OF REFERENCE NUMBERS

A

intake system

S

control unit

Si

fuse

G

generator

V

Valve

V1

distribution

Z

electrolysis cell

T

Tank / water separator

ZS

cache

K

cooling

P

pump

1

electric lines

2

Gas pressure line

3

Vacuum line

4

Gas line outlet

5

Water pipe inlet

6

water filters

7

Water level sensor

8th

temperature sensor

9

Wassereinfühlstutzen

10

Water level sight glass

11

Power line to SOA

12

pressure indicator

13

temperature display

14

Vacuum indicator

15

Coolant lines

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 3828764 [0004]
• DE 2447822 [0005]
• DE 1467060 [0006]
• EP 0422994 [0007]
• GB 2143848 [0008]
• GB 2029447 [0008]
• US 4184931 [0008]

Claims (2)

A method of operating an internal combustion engine by means of a combination of fossil fuels and a hydrogen-oxygen mixture, characterized in that hydrogen and oxygen are fed to the combustion chamber, wherein the hydrogen is produced in the required amount at the same time for operation of the internal combustion engine by electrolysis. Mixed generator for the production of the fuel mixture for the operation of an internal combustion engine by means of a combination of fossil fuels and a hydrogen-oxygen mixture, characterized in that bound by the supply of hydrogen gas in the intake air in the fuel air mixture carbons with hydrogen and now also carbons are burned with the hydrogen , whereby the performance of the internal combustion engine is raised.

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