RU2725648C1 - Method of feeding water-hydrogen fuel into hydroelectric spark device with spark ignition, water-hydrogen fuel, and device for production thereof - Google Patents

Abstract

FIELD: machine building.SUBSTANCE: invention discloses a method of supplying water-hydrogen fuel in an ICE with spark ignition, characterized in that the combustion chamber of ICE with spark ignition is used to supply the prepared fuel mixture through an inlet air manifold and further into ICE cylinders combustion chamber respectively on suction stroke, and compression stroke provides ignition of fuel mixture at actuation of standard ignition system due to spark formation upon reaching specified pressure and temperature, at that, into the ICE cylinders combustion chamber, a fuel mixture in the form of water-hydrogen fuel is supplied from the device for production of hydro-hydrogen fuel due to the rarefaction created in the ICE cylinder on the suction stroke, at that, at the beginning of the ICE operation, hydrogen is initially supplied to the ICE cylinders combustion chamber directly from the hydrogen reserve reservoir, then starting electric generator, feeding device for production of water-hydrogen fuel, in which there is an ozonizer, an ultrasonic steam generator and an electrolysis hydrogen generator, wherein ozonised air is generated in ozone generator after atmospheric air suction through air filter and supplied to ultrasonic steam generator, ultrasonic steam generator generates ultrasonic water vapor in form of "cold" mist with water droplets size of not more than 1 mcm and temperature of + 1 °C to + 80 °C, mixed with ozonised atmospheric air, and the obtained ozonised water-air mixture is fed into the electrolysis hydrogen generator, and in the electrolysis hydrogen generator, hydrogen is generated from water poured into the electrolytic bath, the obtained hydrogen is mixed with the stream of the ozonised water-air mixture, and obtained ozonised water-hydrogen air mixture, which is water-hydrogen fuel, is fed further through ICE inlet air header to combustion chamber of each ICE cylinder with spark ignition during piston stroke down on suction stroke, and the oxygen generated in the electrolytic hydrogen generator is released into atmosphere. Also disclosed is water-hydrogen fuel for ICE with spark ignition and device for production of water-hydrogen fuel for ICE with spark ignition.EFFECT: improved environmental friendliness due to reduction of harmful emissions, as well as providing high efficiency.5 cl, 1 dwg

Description

The fuel supply method, the fuel used in this method and the device for its production relate to engine building and can be used in piston internal combustion engines (ICE) with spark ignition, in particular in gas piston engines with spark ignition, as well as in gasoline and diesel engine.

The scope of the device and the fuel that are used in this way is that in the proposed method, gas-piston generators can be used in fuel preparation systems for supplying it to spark-ignition internal combustion engines built directly into the existing car system.

To implement the proposed method, a special fuel and a device for its production were developed, which can be used in a single fuel supply system in the internal combustion engine. The purpose of the method of supplying fuel and the device is to generate and supply to the combustion chamber of the internal combustion engine of the vehicle a fuel mixture consisting of water vapor, ozone and hydrogen.

To implement the specified method the proposed fuel has been developed, which is a new type of fuel that can easily be generated by the units of the car itself in connection with the use of low electric power, which is required by an automobile generator to prepare fuel.

Known experience in the use of gaseous hydrogen as a fuel for the combustion chamber of the internal combustion engine, where hydrogen is burned when combined with atmospheric oxygen. However, the car must be installed installation for electrolysis (electrolyzer), which will separate hydrogen from water in order to then obtain the desired reaction with oxygen in the combustion chamber. In practice, the installation is complicated and expensive.

Now 95% of hydrogen is produced from hydrocarbons using the steam reforming reaction or partial oxidation. However, from natural gas or hydrocarbons there is an exhaust from CO2, which is very harmful.

It should be noted that the use of pure hydrogen in the combustion chamber causes a number of problems: hydrogen, due to the high compression temperature, easily reacts with various metal elements of the power plant and even with engine oil. As a consequence of this, it is required to find a combination of components of the fuel mixture in which hydrogen is in small quantities, but without compromising the energy intensity of the combustion process.

In addition, it should be borne in mind that the specific heat of combustion of hydrogen is three times higher than that of methane, but - by mass. If we compare them by volume, then when burning 1 m³ of hydrogen, only 3.6 kW of thermal energy will be released versus 11 kW of methane, since hydrogen is the lightest chemical element whose properties must be used in full.

Currently, to solve the problem, for example, explosive gas (a mixture of hydrogen and oxygen) is obtained.

In contrast to world practice, where gaseous hydrogen is used as fuel when an internal combustion engine with spark ignition is supplied to the combustion chamber and hydrogen burns when combined with atmospheric oxygen, in the proposed internal combustion engine operating cycle, fuel is used from ozonized hydrogen-water air fuel mixture, where hydrogen burns with ozone.

METHOD

The invention is known "Method for cold starting and warming up a piston internal combustion engine", patent RU 2 440509, published April 27, 2011, IPC F02N 99/00, in accordance with which they carry out the production of hydrogen in an electrolyzer, supplying a fuel-air mixture and hydrogen to the combustion chamber , hydrogen is fed into the fuel-air mixture and oxygen is removed into the environment. The method allows to reduce the toxicity of exhaust gases during cold start and warm-up of a reciprocating internal combustion engine, however, it requires a complex and expensive electronic engine control system and a catalytic converter. In addition, hydrocarbons (gasoline) are present in the fuel-air mixture.

Known application "Method for improving the combustion process in the internal combustion engine", RU 98111896/06, 06.24.1998, publ. 20.03.2000, IPC F02B 43/12, in which hydrogen is obtained in the electrolyzer, the fuel-air mixture is fed into the combustion chamber and hydrogen, and hydrogen is obtained in the electrolyzer separately from oxygen and introduced into the fuel-air mixture. The cell is made with separate chambers for hydrogen and oxygen, however, the performance of this cell will not be able to ensure stable operation of the internal combustion engine without the introduction of hydrocarbon fuel.

Known application "ICE", RU 2016115383, 09/22/2014, publ. 25.10.2017, IPC F02B 47/02, Convention priority GB1316775.4, US 1320857.4, WO 2015/040427, according to which liquid and steam are converted fuel into the combustion chamber, they start the steam conversion process, in which hydrogen is separated from the steam - converting fuel. However, vaporization is carried out from hydrocarbon fuels.

The closest technical solution of the proposed method is the invention "Method of supplying fuel to the internal combustion engine", patent 2681873, publ. from 12/26/2016, IPC F02B 43/00, F02B 19/12, F02M 31/18, F02M 27/02, in which a steam generator is used, the combustion is carried out due to the pressure and the corresponding temperature of the supplied air-gas mixture into the ignition chamber, then it is fed into the combustion chamber through the air intake manifold and further into the engine cylinders at the suction stroke, and at the compression stroke, the gas-air mixture is ignited when the standard ignition system is triggered due to the formation of sparks when the specified pressure is reached. The method allows the formation of a hydrogen-air mixture in the ignition chamber due to the reactions of the combined conversion of the components of the gas-air mixture into hydrogen and carbon monoxide. However, hydrogen is released from the fuel mixture containing hydrocarbons, rather than pure hydrogen, which leads to harmful emissions.

There is a whole line of cars using pure hydrogen contained in cylinders. This is Toyota Mirai FCV, the cylinders available in it provided "range" of about 500 km; BMW 750hL, the car is equipped with a special tank with hydrogen; Honda Clarity, using hydrogen instead of classic fuels, as well as Riversimple Rasa. All are equipped with hydrogen cylinders. However, the cylinders under the underbody are not safe.

The most common method for producing gaseous hydrogen is the electrolysis of water in the presence of catalysts - platinum and other expensive alloys, which is a very expensive method.

Now 95% of hydrogen is produced from hydrocarbons using the steam reforming reaction or partial oxidation. However, it remains from natural gas or hydrocarbons CO2, which is very harmful.

Therefore, it is necessary to solve the problem of supplying and generating hydrogen fuel for the developed fuel on board an automobile using the most environmentally friendly and simple hydrogen generator to produce fuel for this method.

In the proposed method of supplying fuel to the internal combustion engine, fuel is obtained in a single vehicle supply system, for example, by electrolysis. In this case, the formation of ozone occurs due to the decomposition of water and the formation of atomic oxygen,
which, when attached to an oxygen molecule, forms ozone and a hydrogen molecule.
This method allows to obtain concentrated ozone, but due to its energy intensity, widespread use in engine building has not been used. The most common ozone generation systems based on ultraviolet radiation in a gas discharge plasma. This method is the least energy-consuming and regular Kevinleo ozonizers of 10 g ozone generator 12 V can be used for it. Its performance and energy consumption for air volume: 50 m³ / h, power (W): 10 W, can be used when powering a vehicle, certification: LFGB.

Ozone is produced by high-frequency corona discharge in a stream of dried air. The energy consumption is 5-15 kW / kg Oh · h. The ozone concentration in the air-ozone mixture is 50–250 g / m. Maximum Allowable Ozone concentration in air in pure form 0.1 mg / m3 (SanPiN).

An important advantage of ozonation is the inability of ozone to substitution reactions. Another feature of ozone is the rapid decomposition in water vapor with the formation of oxygen, i.e., ozone in this combination is environmentally friendly.

Ultrasonic water vapor is obtained, for example, in an ultrasonic humidifier containing a main unit - an emitter, for example, in the form of a washer made of piezoceramic ceramic with silver-plated electrodes removed. When applying alternating current to it, this element starts to vibrate with an ultrasonic frequency and begins to break the surface of the water into tiny particles. It turns out water "fog" - ultrasonic water vapor.

Hydrogen atoms are a very common element, but it is bonded to other atoms. This element in molecular form is inert with respect to water and does not form interconnections with it. Therefore, in a mixture with a vapor - air mixture, no bonds are formed, and hydrogen atoms are present separately, saturating this vapor - air mixture. The solubility in liquids of hydrogen is only 1.5 mg / L. This element is the smallest of all known, therefore it will be more correct to consider the number of molecules in the vapor - air mixture. First of all, the combustion of hydrogen compared to hydrocarbon fuel vapors is different in that hydrogen burns much faster, hydrogen (hydrogen) reacts spontaneously from ignition, and heat is released directly. After each time, when a charge of hydrogen burns out in the chamber, water vapor will remain in the ICE cylinder.

However, hydrogen is difficult to obtain in large quantities. This means that the car must be equipped with a special installation of a closed type - an electrolytic cell responsible for splitting water and allowing hydrogen to be produced. However, in practice, such an installation is difficult to manufacture. Therefore, it is necessary to solve the problem of supplying the fuel mixture, which will ensure stable operation of the engine with a low hydrogen content in the fuel mixture.

In addition, even a small hydrogen leak in contact with a heated collector will cause a fire. Therefore, rotary engines are usually used.

To separate a water molecule, energy will have to be spent in accordance with the formula:

2H2O → 2H2 + O2— Q

This is an electrolytic reaction formula that characterizes the process of splitting water by supplying electricity. As a result of this, the performance of such an installation is low and it requires a large amount of electricity. The main problem with the use of hydrogen fuel is that the cost of electricity for the release of a pure substance exceeds the amount of energy received from its combustion. The maximum efficiency of the cell reaches 50%. This means that 1 kW of heat consumed 2 kW of electricity.

Typically, to solve the problem, for example, an explosive gas (a mixture of hydrogen and oxygen) is obtained. To do this, use, for example, a Stanley Meyer cell. In them, the voltage is supplied from the pulse generator through two resonant coils.

However, in such systems there are double losses, firstly, in the process of gas generation, and secondly, when heating water.

The technical result is achieved due to the fact that the method of supplying hydrogen-hydrogen fuel to the internal combustion engine is used, characterized in that the prepared fuel mixture is fed into the combustion chamber of the internal combustion engine with spark ignition through the air intake manifold and then to the engine cylinders at the suction stroke and at the compression stroke provide ignition of the gas-air mixture when the standard ignition system is triggered due to sparking when the specified pressure and temperature are reached.

The method is characterized in that the fuel mixture in the form of hydrogen-hydrogen fuel according to claim 1 is fed into the combustion chamber of the internal combustion engine due to the vacuum generated in the internal combustion engine cylinder at the suction stroke from the output of the hydrogen electrolysis generator monoblock under item 2, which connected to the intake manifold of the engine. At the same time, at the beginning of the operation of the internal combustion engine, the initial supply hydrogen directly from the reserve capacity of the ultrasonic hydrogen generator into the combustion chamber of the internal combustion engine. Then launch an electric generator supplying a monoblock and all monoblock elements connected in series, as a result of which the ozonizer, when the atmospheric air is sucked through the air filter, sends ozonized air to the ultrasonic steam generator, the ultrasonic steam generator sends “cold” fog with a droplet size of not more than 1 μm and with a temperature of + 1 ° C to + 80 ° C mixed with ozonized atmospheric air into an ultrasonic hydrogen generator, and an ultrasonic hydrogen generator generates atomic hydrogen from water poured into an electrolysis bath, and in which the generated hydrogen is mixed with a stream of “cold” water fog and ozonized atmospheric air . In this case, the generated oxygen is vented to the atmosphere, after separation from hydrogen using a special polymer membrane. As a result, at the outlet of the hydrogen generator, an ozonized water-hydrogen-air fuel mixture is obtained, which is further sucked into the combustion chamber of the ICE with spark ignition during the downward stroke of the ICE into the combustion chamber and hydrogen is burned in a mixture with ozone with obtaining superheated water vapor in the combustion chamber of the internal combustion engine on a compression stroke.

In the proposed method, when the fuel mixture is supplied, atomic hydrogen is consumed in smaller, necessary calculated volumes, since it burns in a mixture with ozone with a greater energy effect than with atmospheric oxygen. In this case, ultrasonic steam preheated to + 80 ° C has the property of “thermal superconductivity”, therefore it is almost instantly heated to the temperature of superheated steam: from + 400 ° C to + 500 ° C from the heat received in the combustion chamber of an internal combustion engine with spark ignition from compression of the mixture and the combustion of hydrogen with ozone and oxygen in air, which is only in water vapor. Further, superheated steam expands and pushes the piston of the internal combustion engine. A feature of the operating mode of the internal combustion engine on the ozonized water-hydrogen air fuel mixture is the synergistic thermal effect of: combustion of hydrogen with ozone and the resulting superheated water vapor in the combustion chamber of the internal combustion engine. Ultrasonic heated to + 80 ° C ultrasonic steam in the combustion chamber of the internal combustion engine during explosive combustion of hydrogen also performs an antiknock function.

Since the reaction proceeds faster on hydrogen, this allows the cylinder filling to be shifted to the moment when the piston is already starting to move at the BDC (bottom dead center). Thus, the fuel mixture will be absorbed into the combustion chamber due to rarefaction in it. Also, the reaction proceeds more environmentally friendly, as the result of combustion is ordinary water instead of toxic exhaust gases.

For example, they use water heating with Brown gas, where the combustion temperature of Brown gas is much higher than that of methane, but a special boiler is required, which is more expensive than usual. Brown gas is called a mixture of oxygen and hydrogen. But these solutions are not suitable for cars. A characteristic feature of such devices is the use of electrode blocks, since separation of hydrogen and oxygen is not required. This makes the generators quite compact.

It is necessary to develop such a system for supplying fuel to the combustion engine of an internal combustion engine, for which a special polymer membrane is used, well known for the separation of hydrogen and oxygen, which can significantly simplify the design of the hydrogen generator. In addition, the resulting gas in the combustion chamber must be burned as it is produced. For these purposes, for example, membrane-type electrolyzers are used. However, the fuel mixture should provide sufficient energy intensity even with small volumes of hydrogen generated.

Thus, expensive and high-performance hydrogen generators with a large supply of electricity on board the car are also not required, and the fuel mixture is burned with a relatively simple adjustment of the ICE cycle.

In known constructions, a membrane is installed in the combustion chamber, which separates two chambers, one of which has an anode and the other a cathode. Hydrogen enters the chamber where the anode is located, and oxygen enters the chamber with the cathode. The electrodes are additionally coated with expensive rare earth metals (often platinum). As a result, hydrogen loses electrons. At the same time, protons pass through the membrane to the cathode, while the catalyst also acts on them. This allows you to play the role of a catalyst that affects hydrogen molecules. As a result, there is a connection of protons with electrons that come from the outside. When using the proposed fuel, for example, metal catalysts of a magnetic - catalytic combustion chamber, which themselves have a negative charge, which is created by excess electrons in the metal, and protons having a positive charge are directly connected to the electrons on the metal surface of the catalysts. The difference in the use of the proposed fuel in the inventive method is that such a design of the combustion chamber is not required. If instead of the traditional designs of the ICE combustion chamber, a magnetic - catalytic combustion chamber is used, the design of which is described in patent 2669529, then effective exothermic reactions of the conversion of lower alkanes to hydrogen will take place, but without carbon monoxide, forming in fact the plasma state of the substance being burned without exhausting harmful substances.

As a result, the combustion chamber of the internal combustion engine in the proposed embodiment of the method works as an effective mechanical exothermic magnetic catalytic chemical reactor.

The effect is obtained when the exothermic reaction is activated under the condition of increased shock pressure and temperature, since the gas-vapor mixture in the combustion chamber reacts to convert lower alkanes to hydrogen without carbon monoxide with the participation of a magnetized combined catalyst located in a magnetic field of permanent magnets, which is a catalyst for the Tropsch reaction Fisher and, at the same time, a permanent magnet, which provide an exothermic magnetically catalytic chemical reaction at a combustion temperature of a gas-vapor mixture from 400 to 600 degrees with the formation of plasma, i.e. magnetic catalysis is provided.

For the operation of such a combustion chamber, the requirement of eliminating the presence of polymerized groups of fuel molecules in the combustion chamber is fulfilled. This is achieved by using the proposed fuel. With a vapor - gas mixture of hydrocarbon fuels, the dissociation of nitrogen molecules does not occur only when the discharge pulse is reduced, in order to overcome dissociation, it is necessary to organize a magnetic field with high intensity, since the dissociation energy of alkane molecules is high, for example, in nitrogen it is 2 times higher than in oxygen. Instead of using known methods of treating fuel with a magnetic field, it is advisable to use the fuel developed for this method, and then it is not necessary to artificially lower the discharge pulse in the combustion chamber. When using magnetic field treatment of fuel in the form of a steam-gas fuel mixture of hydrocarbons, then with these methods receive a low efficiency of its impact associated with the heterogeneity and low level of magnetic field strength (5-25 mT) and the instability of the parameters during operation, which is overcome using the proposed fuel ..

The combustion chamber works more efficiently when using the proposed fuel as an effective mechanical exothermic magnetically catalytic chemical reactor. The principle of operation of such a combustion chamber differs significantly from its operation on the methane steam reforming reaction, when the notorious CO2 is emitted as a by-product.

Thus, the proposed method allows to achieve a technical result on the use of fuel developed for it, in which a small ratio of hydrogen in the fuel mixture makes it possible to burn hydrogen in a mixture with ozone to produce superheated water vapor in the combustion chamber of the internal combustion engine and also to obtain the necessary fuel in a compact car system .

FUEL

Known application "Hydrogen-hydrogen jet engine", RU2009132353 / 06, publ. 08/28/2009, IPC F02K 9/00, which uses hydrogen and oxygen as fuel. However, this solution cannot be used for cars with internal combustion engines with spark ignition, it is designed for jet engines.

Also used for storage and use of combustible gas is methane, dissolved not in metals like hydrogen, but in water ice during crystallization of water. Application RU2000110447 / 06, 04/27/2000, IPC F02B 43/00, offers this storage method, but this method does not It can be applied to ICE with spark ignition.

A well-known application "Method of using water-thermonuclear fuel for engines", RU2003105490 / 06, 02.25.2003, IPC F02G 3/00, in accordance with which hydrogen isotopes are used, and the intake, compression, combustion of water-thermonuclear fuel in the process of combustion and expansion occurs simultaneously while sprayed water using hydrogen isotopes in compressed form enters the combustion chamber with the formation of hydrogen. However, a thermonuclear reaction occurs in the engine, which is not applicable to ICE vehicles.

Known application "System of environmentally friendly hydrogen energy for vehicles", RU99125719 / 06, 12/07/1999, publ. 09/10/2001, IPC B60L 11/18, which use a hydrogen - air mixture. However, the chemical compressor produces electric current and is not used to supply the fuel mixture to the combustion chamber.

The invention is known "ICE for use only with non-fossil fuels", patent RU 2674168, publ. 30.10.2018, IPC F02D 19/08, F02M 25/022, F02M 25/10, conventional priority US 61 / 613,550; US 13 / 847,555, which uses the combined compression of hydrogen, air and fuel in the combustion chamber with a compression ratio in the range from 25/1 to 35/1. However, it is also used as a fuel - additive - a water-soluble combustible substance, for example, alcohol, isopropyl alcohol. However, the energy required to decompose water into its components is much higher than the energy produced by the engine. In addition, the amount of hydrogen mixture needed to make a car engine work is too large to make such a system practical.

The invention is known "Method for the production of hydrogen-enriched fuel", patent RU 2423176, publ. 02.27.2011, IPC B01J 19/08, B01J 8/06, C10L 3/06. Conventional Priority US11 / 657,212 using a product containing hydrogen and unreacted methane gas. However, methane gas and a catalyst containing metal particles are used, which is expensive and difficult to implement.

Also known is the invention "A method of operating a push-pull ICE with hydrogen as fuel and using exhaust energy in a pulsation pipe", patent RU 2549745, published October 10, 2014, IPC F02B 43/12, using a fuel mixture consisting of hydrogen and oxygen, including liquid phase of water, liquid and gaseous nitrogen. But the problem of burning hydrogen in ozone has not been solved.

Closest to the proposed fuel is the invention "Atomic hydrogen internal combustion engine (AV ICE)", patent RU 74664, published July 10, 2008, IPC F02B 43/10, F02M 21/02, in accordance with which electrolytic molecular hydrogen is used in ICE However, it does not burn out in ozone. Atomic hydrogen is similarly used in the invention “ICE using a water-based mixture as a fuel and its method of operation”, patent RU74 664, published July 10, 2008, IPC F02B 43/10, F02M 21/02.

It is required to achieve a small ratio of hydrogen in the fuel mixture in the fuel and the possibility of burning hydrogen in the mixture with ozone to produce superheated water vapor in the combustion chamber of the internal combustion engine with spark ignition.

This technical result is achieved due to the fact that an ozonized hydrogen - hydrogen - air mixture containing ultrasonic water vapor enriched with hydrogen and mixed with ozonated atmospheric air is used as a hydrogen - hydrogen fuel mixture.

The novelty of the proposed fuel is that its components are ozonized atmospheric air, ultrasonic water vapor, and atomic hydrogen. Ozonated atmospheric air is obtained with the participation of ozone from atmospheric air and the properties of ozone are used in the proposed fuel. Ozone is a blue gas with a sharp characteristic odor, which is formed when an electric discharge or ultraviolet radiation acts on air. By chemical structure, it is a molecule consisting of three oxygen atoms, in contrast to diatomic oxygen. T - 192 C, T - 112 C, solubility in water at 20 С0.0394 wt.%. Ozone is a very reactive compound and chemically unstable, decomposing to oxygen and atomic oxygen. Ozone is a strong oxidizing agent, with many organic compounds it forms ozonides, but with water vapor or with hydrogen, ozonides are not formed. The ozone content in the air in summer is up to 7 x 10 vol.%, In winter - 2 x 10 vol.%. After ozonation of atmospheric air, an ozone concentration of up to about 7 x 10 vol.% Is obtained.

In high concentrations, ozone interacts and oxidizes macromolecular substances, aromatic and hydrocyclic compounds that make up hydrocarbon fuel.

DEVICE FOR RECEIVING

Due to the low power of the equipment used, the ratio of fuel components is obtained automatically. ****

A well-known application "ICE using a water-based mixture and method of its operation", RU2014142265, 03/20/2013, publ. 05/10/2016, IPC F02D 19/08, conventional priority US61 / 613,550, US 13 / 847,555, WO 2013 / 142575, comprising a combustion chamber, an intake manifold in selective fluid communication with the combustion chamber. Non-fossil fuels are used in the combustion chamber, consisting essentially of 70% water and 30% alcohol. However, fuel is injected directly into the combustion chamber by selective injection. This process is difficult to control and does not guarantee energy efficiency of the engine.

Known application "Method of supplying internal combustion engines and a device for its implementation", RU93034816 / 06, 02.07.1993, publ. 20.01.1996, IPC F02M 25/10, using subsequent ozonation of the vapor-air mixture in the ionization chamber. However, the ozonized steam-air mixture is not additionally enriched with hydrogen.

The closest technical solution is the application RU 2019101458 for the invention “ICE with a magnetic catalytic combustion chamber” of the same author, in which the ICE is equipped with a combustion chamber, an air intake manifold, an ultrasonic air humidifier that generates “cold” fog from water with a droplet size of not more than 1 micron and with a temperature from + 1 ⁰ С to + 40 ⁰ С, an ozonizer and an air filter. This device uses a fuel mixture in which a pair of hydrocarbon fuels, for example gasoline, is added to produce a gas - air fuel mixture. However, hydrocarbon fuel is involved in the proposed solution, which reduces its environmental friendliness.

Experiments are known in which they tried to completely isolate the fuel system on hydrogen, not to use outside air, but this problem has not yet been solved, it turned out to be practically impossible. For this reason, modern hydrogen internal combustion engines are more reminiscent of gas engines, that is, propane gas units. The implementation of hydrogen engines was abandoned, first of all, from the fact that in the combustion chamber high temperatures and a compression ratio can lead to the fact that hydrogen will react with heated elements of the internal combustion engine and engine oil. Also, even a small hydrogen leak can cause the fuel to enter the heated exhaust manifold, after which an explosion or fire can occur. To prevent this from happening, rotary engines are more often used to operate on hydrogen. For example, the experimental version of the BMW 750hL model has a 12-cylinder hydrogen engine. The unit runs on such fuel and is able to accelerate the car to a speed of about 140 km / h. True, there are no separate plants for producing hydrogen from water on the machine. Just a tank filled with hydrogen. The power reserve on a full tank of hydrogen is about 300 km.

Known internal combustion engines using hydrogen fuels actually represent a "battery" with a hydrogen battery with an efficiency of about 50%. Such hydrogen engines allow you to go at least 200 km on a single charge. The main disadvantage is the high cost of fuel cells due to the use of platinum, palladium and other expensive metals. For example, the Japanese model Honda Clarity. In addition to the Honda Clarity, you can only mention the Mazda RX8 Hydrogen, as well as BMW Hydrogen 7. In fact, these are hybrid cars that run on liquid hydrogen and gasoline. Toyota Mirai model is a car that runs on pure hydrogen, one tank is enough for 600 km.

Hydrogen engines are still found on the domestic Niva model, and are also installed by the Koreans on a special version of the Hyundai Tucson SUV. All fuel supply systems for these types of vehicles use hydrogen cylinders.

The use of hydrogen generators in electrolysis on board an automobile is very limited. It should be borne in mind that to obtain one kilogram of hydrogen, 52.5 kWh is required on an electrolytic cell with 75% efficiency. Thus, Toyota Mirai, using hydrogen obtained by electrolysis will spend 54.69 kWh per 100 km. Even the huge, more than 2-ton Model S consumes 23.75 kWh per 100 km, while the Mirai is noticeably smaller and can not boast of acceleration to hundreds in 4 seconds.

In known devices for producing gaseous atomic hydrogen, water electrolysis is used in the presence of catalysts - platinum and other expensive alloys. However, according to the proposed method of supply in the conditions of automotive equipment, it can be obtained using a standard electrolysis hydrogen generator. Such a hydrogen installation consumes a current of about 16 amperes at a voltage of 12 V. The power of this generator should not be large, since it is required to obtain not a large amount of hydrogen in volume, but a strictly defined number of hydrogen molecules, sufficient to activate the exothermic reaction under the condition of the required shock pressure and temperature in the combustion engine of the ICE. Since the separated water molecules into hydrogen and oxygen, (explosive gas) are prone to explosion, the oxygen obtained in the hydrogen generator is vented to the atmosphere, and atomic hydrogen molecules are added to ultrasonic water vapor, i.e. enrich with hydrogen.

In such a device, for example, standard generators with parameters can be used:

a generator powered by an alternating voltage of 220 volts obtained on board a vehicle from a voltage converter 12 V DC from a battery to alternating current voltage of 220 volts. (This converter is sold in any car shop, and in standard cars it is a standard electric equipment)

Technical specifications:

A type SHC-500 Volume of output signal (ml / min) 0 ~ 500 Outlet Pressure (MPa) 0.15 ~ 0.4 H2 purity (%) > 99,999 Protective pressure (MPa) 0.46 Supply voltage (V) 220 ± 15% 110 ± 15% 50 ~ 60 Hz Input Power (W) <200 Dimensions (LxWxH) mm 431x228x343 Net Weight (kg) <15

In the proposed device, the production of ozonized hydrogen - air air fuel mixture is provided, in order to ensure a synergistic thermal effect, with sufficient power of a standard electric generator of any engine. The proposed device provides for sufficiently small amounts of hydrogen in the fuel mixture energy-efficient operating mode of the internal combustion engine. The nodes of the device use nodes of industrial manufacture with standard performance and low power consumption.

The design of the device allows you to use the small electric power of a car electric generator, sufficient to power a hydrogen generator, which is determined by the minimum requirement for the amount of hydrogen produced for its combustion with ozone in the combustion chamber of the internal combustion engine.

For this, an electrolysis hydrogen plant is used.

For example, an installation with power from an alternating voltage of 220 volts, obtained on board a car from a voltage converter 12 V DC from a battery to alternating current with a voltage of 220 volts, is suitable. (This converter is sold in any car shop, and in standard cars it is a standard electric equipment)

Technical specifications:

A type SHC-500 Volume of output signal (ml / min) 0 ~ 500 Outlet Pressure (MPa) 0.15 ~ 0.4 H2 purity (%) > 99,999 Protective pressure (MPa) 0.46 Supply voltage (V) 220 ± 15% 110 ± 15% 50 ~ 60 Hz Input Power (W) <200 Dimensions (LxWxH) mm 431x228x343 Net Weight (kg) <15

The technical result of the device is to obtain a fuel mixture by means placed on a car to obtain a small but sufficient amount of hydrogen that is burned with ozone for stable operation of the internal combustion engine.

This technical result is achieved due to the fact that the device for internal combustion engines with spark ignition it is connected to the internal combustion engine with a combustion chamber by means of an air intake manifold, equipped with an ultrasonic air humidifier that produces “cold” fog from water with a droplet size of not more than 1 μm and with a temperature of + 1 ° С to + 40 ° С , ozonizer and air filter. The difference of the proposed device is that the device is made in the form of a monoblock, in which an ozonizer, an ultrasonic humidifier, and an air generator are connected in series. All nodes and elements of the monoblock are powered by an electric generator located in the car system. An ultrasonic humidifier, an ozonizer and an air generator are structurally mounted in a monoblock case with a serial connection to each other.

The first downstream is an ozonizer, to the inlet of which atmospheric air is supplied through the air intake of the air filter, it generates ozone from atmospheric oxygen to produce ozonized atmospheric air at the outlet, and is connected to an ultrasonic steam generator.

The ultrasonic steam generator is equipped with a water tank and produces ultrasonic water vapor in the form of “cold” fog, the ozonized atmospheric air is supplied to the inlet of the ultrasonic steam generator through the flow, ultrasonic water vapor and ozonized atmospheric air are mixed in it to produce an ozonized water-air mixture, which fed to the input of an electrolysis hydrogen generator.

The last install electrolysis hydrogen generator which is equipped with an electrolysis bath with water and It produces atomic hydrogen, and the produced oxygen is discharged (removed) into the atmosphere. To the entrance an electrolysis hydrogen generator, the ozonized water-air mixture is brought downstream, after mixing the ozonized water-air mixture and hydrogen to produce the ozonized water-hydrogen air mixture at the outlet, the fuel mixture is fed into the air intake manifold of the internal combustion engine. In this case, the electrolysis generator of hydrogen equipped with a reserve capacity of hydrogen for the initial launch of the internal combustion engine.

This technical solution is illustrated in the drawing . The drawing conventionally shows the electrical connection of the generator to the monoblock, the components of which are powered by the generator. The electrical circuit can be applied in various ways, so it is not reflected in detail. For example, with a built-in diode that is built into the key switch. A block of electrolytic capacitors can also be used in the circuit, but you can do without them.

The design shown in the drawing does not show all possible power options for monoblock elements.

In FIG. 1 - shows a general diagram of connecting the monoblock elements to each other and connecting them to the air intake manifold of the internal combustion engine.

A device for producing hydrogen-hydrogen fuel is arranged as follows.

Monoblock (1), the drawing is conventionally shown by a dashed line, the output of which (2) is connected to the air intake manifold (3) of the combustion chamber (4) of the internal combustion engine. A regular vehicle electric generator (5) is electrically connected to the combustion chamber (3). From the electric generator (5) in the monoblock (1), the wiring of the supply electric networks (6) to each element that is mounted in the monoblock (1) was carried out. in the drawing, conventionally, the electric network (6) is shown by a dashed line in a dash line. In the monoblock (1), an ozonizer (7) is mounted strictly sequentially, to the input (8) of which an air filter (9) is connected. The output (10) of the ozonizer (7) is connected to the input (11) of an ultrasonic steam generator (12) equipped with a container of water (not shown conditionally). The output (13) of the ultrasonic steam generator (12) is connected to the input (14) of an electrolyte hydrogen generator (15). The hydrogen generator (15) is equipped with an electrolysis bath and a reserve capacity of hydrogen (conventionally not shown). The output (2) of the hydrogen generator (15) is connected to the air intake manifold (3) of the combustion chamber (4) of the internal combustion engine. Water acts as an electrolyte in the hydrogen generator (15).

An electric network (6) of alternating current from a voltage converter of 12 volts to 220 volts feeds an ozonizer (7), an ultrasonic steam generator (12), a hydrogen generator (15).

However, the specific design is not limited to the embodiment shown in the drawing, as well as the design options of the connection circuit.

A device for producing hydrogen-hydrogen fuel operates as follows.

After the initial, one-time admission to the combustion chamber (4) ICE pure hydrogen from the reserve capacity of the hydrogen generator (15), the internal combustion engine is started, an electric generator (5) is connected to the operation, which feeds the ozonizer (7), an ultrasonic steam generator (12), a hydrogen generator (15) through the electric network (6). Hydrogen generated from water in an electrolytic hydrogen generator (15) is fed into the ozonized water-air mixture stream, after mixing with hydrogen, it is supplied with water-air fuel, which is sucked into the combustion chamber of the (4) ICE. Water - air fuel is obtained by sequentially adding from the atmospheric air, which enters the air filter (9), is sucked into the ozonizer (7), then enters the ultrasonic steam generator (12), enriched with water vapor obtained in the form of a "cold" fog the size of water droplets is not more than 1 μm and with a temperature from + 1 ° С to + 40 ° С and further to a hydrogen generator (15), in which it is enriched with atomic hydrogen. Further, due to the discharge in the cylinders of the internal combustion engine at the suction stroke, through the air intake manifold (3) enters the combustion chamber (4) of the internal combustion engine.

Thus, an ozonizer (7), an ultrasonic steam generator (12) and a hydrogen generator (15), which are connected strictly in series, participate in the production of water - air fuel.

As an ozonizer in the proposed design, for example, use a regular ozonizer type Kevinleo. As an ultrasonic steam generator it is possible to use, for example, a PerfectCare type steam generator. Since the production of atomic hydrogen is required in small quantities, it is sufficient to use a standard hydrogen generator as an electrolyte hydrogen generator, for example, M2-M22, manufacturer - Shaanxi, Howah, standard - Astm.

It is important to note that the ozonizer (7), to which only atmospheric air is supplied, must be structurally isolated and located at a sufficient distance from the hydrogen generator (15), which produces atomic hydrogen, since it is impossible to mix ozone with hydrogen without adding water vapor, so how ozone is produced from a high-voltage electric discharge and explosive combustion of hydrogen and air can be obtained, so the ozonizer should be the first in the air flow.

An ozonizer, an ultrasonic steam generator, and a hydrogen generator are necessarily connected in series with each other, since the last is connected to a hydrogen generator, at the greatest distance from the ozonizer and between them an ultrasonic steam generator, only in this sequence can the monoblock operate safely without explosion.

In this case, the hydrogen generator produces hydrogen from the water poured into the electrolysis bath of the generator and the hydrogen is mixed with a stream of ozonized ultrasonic water vapor and atmospheric air.

The start of the internal combustion engine is carried out initially from hydrogen from a standard, built-in backup capacity of a hydrogen generator (15).

An ozonizer (7) and an ultrasonic steam generator (12) as a part of a monoblock (1) can be used for industrial production and will be available for any necessary performance, with low power consumption.

The small electric power consumed by the hydrogen generator in the proposed design is determined by the minimum hydrogen volume requirement for combustion with ozone in the ICE combustion chamber, its demand is calculated by the number of hydrogen molecules.

Thus, a fuel mixture is obtained by means placed on a car to obtain a small amount of hydrogen, which is sufficient for stable operation of the internal combustion engine, which is burned with ozone. In fact, a hydrogen engine operating on an ozonized water-hydrogen-air-fuel mixture has been proposed.

Thus, when using the new hydrogen - hydrogen fuel developed for the method and incorporating the device for generating this fuel into the vehicle supply system, the proposed method can be implemented.

The work of all three components works as follows.

The first engine in the intake air stream into the combustion chamber (4) is an ozonizer (7).

1. Ozonator (7) produces ozone from atmospheric oxygen.

A product is obtained at the outlet - ozonated atmospheric air, which then enters the ultrasonic steam generator (12).

2. Further downstream, an ultrasonic steam generator (12), into which water is poured, produces ultrasonic water vapor with the characteristics of a "cold" fog with a droplet size of not more than 1 μm and with a temperature of + 1 ° С to + 40 ° С and this the stream includes ozone produced. An ozonized water - air ozonized mixture is obtained at the outlet, which consists of cold water fog - this is ultrasonic water vapor and ozone.

3. The third and last downstream is connected to an electrolysis hydrogen generator (15), which from the water poured into its electrolysis bath generates hydrogen from this water. The generated atomic hydrogen is added to the stream from ultrasonic water vapor and ozone, and oxygen is discharged into the atmosphere. The final product at the outlet of the hydrogen generator is an ozonized water - hydrogen-air mixture, which is hydrogen-hydrogen fuel. This fuel is supplied to the combustion chamber (4) of the internal combustion engine due to the vacuum that is obtained at the suction stroke in the internal combustion engine cylinders. Since the reaction proceeds faster on hydrogen, this allows the cylinder filling to be shifted to the moment when the piston is already starting to move at the BDC (bottom dead center). Thus, the fuel mixture will be absorbed into the combustion chamber due to rarefaction in it.

Thus, it is achieved:

- a high level of environmental friendliness, since the product of its combustion is water vapor

- high efficiency, which is many times greater than the efficiency in classic power plants operating on diesel or gasoline fuel;

- relative constructive simplicity, as well as the lack of expensive, unreliable, dangerous fuel supply systems;

- silent operation of the internal combustion engine

In fact, the proposed method of supplying fuel is carried out by burning hydrogen in a mixture with ozone to produce superheated water vapor in the combustion chamber of the internal combustion engine.

Hydrogen fuel can be supplied, for example, to a magnetic catalytic combustion chamber. In the case of using a catalytic combustion chamber, a mechanical chemical reactor is actually obtained.

In the proposed method of supplying hydrogen, it is consumed in lower required design volumes, since it burns in a mixture with ozone with a greater energy effect than with atmospheric oxygen. Ultrasonic steam preheated to + 80 ° C has the property of “thermal superconductivity”, therefore it is heated almost instantly to the temperature of superheated steam: from + 400 ° C to + 500 ° C from the heat received in the combustion chamber of an internal combustion engine with spark ignition from compression of the mixture and at combustion of hydrogen with ozone and oxygen, located in the ozonized air mixture. Further, superheated steam expands and pushes the piston of the internal combustion engine.

A feature of the operating mode of the internal combustion engine on the ozonized water-hydrogen air fuel mixture is the synergistic thermal effect of the combustion of hydrogen with ozone and the resulting superheated water vapor in the combustion chamber of the internal combustion engine.

An ultrasonic heated up to + 80 ° C ultrasonic water vapor in the combustion engine of an internal combustion engine during explosive combustion of hydrogen also performs an antiknock function, and the number of hydrogen atoms in the proposed fuel determines the energy of combustion.

To produce an ozonized water-hydrogen air-fuel mixture, in order to ensure a synergistic thermal effect, the power of a standard electric generator of any engine is enough, since an ozonizer (7), an ultrasonic steam generator (12) and especially a hydrogen generator (15), taking into account the sufficiency of small volumes produced they provide hydrogen energy-efficient operating mode of the internal combustion engine.

The most appropriate application of this working cycle on gas-piston generators (diesel engine with spark ignition), taking into account the high compression ratio in the cylinders, where the ozonized water-hydrogen air fuel mixture is heated from + 400 ° C to + 500 ° C, and also has a sufficient supply of electrical power for a synchronous generator.

Thus, it is achieved that expensive and high-performance hydrogen generators with a large supply of electricity on board the car are not required, and the fuel mixture is burned with a relatively simple adjustment of the ICE cycle. Also, the reaction proceeds more environmentally friendly, as the result of combustion is ordinary water instead of toxic exhaust gases. So the result is achieved by the use of a fuel developed for the method, in which a small ratio of hydrogen in the fuel mixture makes it possible to burn hydrogen in a mixture with ozone to produce superheated water vapor in the combustion engine of the internal combustion engine and also to obtain the necessary fuel in a compact car system.

Claims (5)

1. The method of supplying hydrogen fuel to the internal combustion engine with spark ignition, characterized in that the prepared fuel mixture is supplied to the combustion chamber of the internal combustion engine cylinders with spark ignition through the air intake manifold and then to the combustion chamber of the internal combustion engine cylinders respectively at the suction stroke, and at the compression stroke, ignition of the fuel mixture when the standard ignition system is triggered due to sparking when the specified pressure and temperature are reached, characterized in that the fuel mixture in the form of hydrogen gas is supplied to the combustion chamber of the ICE cylinders from the device for generating hydrogen gas due to the pressure generated in the ICE cylinder at the suction stroke, at the same time, at the beginning of the operation of the internal combustion engine, hydrogen is directly fed to the combustion chamber of the internal combustion engine cylinders directly from the hydrogen storage tank, then an electric generator is launched, which feeds the device for generating hydrogen-hydrogen fuel, in which the ozonizer is placed, an ultrasonic steam generator and an electrolysis generator of hydrogen, in this case, ozonized air is generated in the ozonizer after suction of atmospheric air through the air filter and fed into an ultrasonic steam generator, ultrasonic steam is generated in the ultrasonic steam generator in the form of “cold” fog with a droplet size of not more than 1 μm and with a temperature of + 1 ° C to + 80 ° C, mix it with ozonized atmospheric air and feed the resulting ozonized air-water mixture to an electrolysis hydrogen generator, and hydrogen is generated from water poured into the electrolysis bath in an electrolysis hydrogen generator, the resulting hydrogen is mixed with the stream ozonized water-air mixture, and the obtained ozonized hydrogen-air mixture, representing hydrogen fuel, is then fed through the intake air manifold of the internal combustion engine to the combustion chamber of each internal combustion engine cylinder with spark ignition when the piston moves downward at the suction stroke, and Hydrogen in an electrolytic hydrogen generator is released into the atmosphere. 2. Hydrogen fuel for ICE with spark ignition for implementing the method according to claim 1 is used in the form of an ozonized hydrogen-air mixture containing ultrasonic water vapor enriched with hydrogen and mixed with ozonated atmospheric air, while hydrogen is mixed with ozone from ozonized hydrogen the air mixture burns in the combustion chamber of the internal combustion engine cylinders at a compression stroke to produce superheated water vapor. 3. A device for generating hydrogen-hydrogen fuel for internal combustion engines with spark ignition for implementing the method according to claim 1, comprises an ultrasonic steam generator generating “cold” fog from water with a droplet size of not more than 1 μm and with a temperature of + 1 ° C to + 40 ° C and an ozonizer with an air filter, characterized in that the device is additionally equipped with an electrolysis hydrogen generator, an ozonizer, an ultrasonic steam generator and an electrolysis hydrogen generator are connected together in series, an air filter inlet connected to atmospheric air is connected to the input of the ozonizer, and an ultrasonic steam generator is connected to the output of the ozonizer equipped with a water tank, an ozonizer is connected upstream to the input of the ultrasonic steam generator, and an electrolysis hydrogen generator is connected to the upstream output, an ultrasonic steam generator is connected to the input of the hydrogen electrolysis generator, and you are connected to the output of the hydrogen electrolysis generator working hydrogen fuel according to claim 2, the internal combustion engine air intake manifold is connected, which is connected to the combustion chamber of each internal combustion engine cylinder with spark ignition, respectively, while the hydrogen electrolysis generator is equipped with an electrolysis bath with water, from which hydrogen is produced with the possibility of outputting the generated oxygen to the atmosphere, and the device is equipped with a backup hydrogen tank. 4. A device for generating hydrogen fuel for ICE with spark ignition according to claim 3, characterized in that an air humidifier is used as an ultrasonic steam generator. 5. A device for generating hydrogen-hydrogen fuel for an internal combustion engine with spark ignition according to claim 3, characterized in that the device is made in the form of a monoblock, powered by a regular electric generator and connected to the internal combustion engine with spark ignition by means of an air intake manifold.

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