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WO2011035400A1 - Moteur à système hybride d'actionnement - Google Patents

Moteur à système hybride d'actionnement Download PDF

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Publication number
WO2011035400A1
WO2011035400A1 PCT/BR2010/000316 BR2010000316W WO2011035400A1 WO 2011035400 A1 WO2011035400 A1 WO 2011035400A1 BR 2010000316 W BR2010000316 W BR 2010000316W WO 2011035400 A1 WO2011035400 A1 WO 2011035400A1
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WO
WIPO (PCT)
Prior art keywords
water
module
injection
engine
hybrid
Prior art date
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Ceased
Application number
PCT/BR2010/000316
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English (en)
Portuguese (pt)
Inventor
Giovani Sabino
Joel Ignacio
Nelson Debortoli Jr.
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Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of WO2011035400A1 publication Critical patent/WO2011035400A1/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
    • 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
    • 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
    • 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
    • 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
    • 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
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

Definitions

  • Patent Descriptive Report "MOTOR WITH HYBRID DRIVE SYSTEM"
  • the present invention relates to an engine comprising a hybrid drive system: more specifically, an engine using water as the base material for hydrogen gas (H 2 ) synthesis, which is used as a clean fuel for power generation. required for engine operation.
  • the system involves different modules that work together to separate hydrogen gas (H 2 ) from the water molecule (H 2 0), making efficient, safe and environmentally sound use.
  • the present invention arises as an innovative and effective alternative to reduce the damaging effects caused by the emission of carbon dioxide (C0 2) in the atmosphere.
  • the engine with hybrid drive system comprises a technology intended for the automotive industry, with the objective of minimizing the emission of harmful gases resulting from the combustion of fossil fuels, as well as maximizing their economic factor.
  • This system is based on the blend or mixture of fossil fuel, hydrogen gas (H 2) and water vapor (H 2 0).
  • FIGURE 01 Graphical representation illustrating the correlation between the components of the vehicular hydrogen gas system
  • FIGURE 02 Schematic drawing showing the correlation between the hybrid system components
  • FIGURE 03 Graphical representation illustrating the hydrogen gas generating unit
  • FIGURE 04 Contains a graphical representation illustrating the correlation between the components of the carrier hydrogen gas system and the moderator.
  • the motor (27) with hybrid drive system is comprised of five processing modules, namely: electronic control module (A); fossil fuel injection module (B), ultra high heating module (C); complementary injector module (D); water condenser module (E); and hybrid injection module (F).
  • electronic control module A
  • fossil fuel injection module B
  • ultra high heating module C
  • complementary injector module D
  • water condenser module E
  • hybrid injection module F
  • These five modules comprise the carrier hydrogen gas system which in turn comprises the following components: central processing unit (1); vacuum generator circuit duet (2); vacuum pump (3); solenoid valve vacuum section control (5); hydrogen gas storage unit (6); hydrogen gas pressure sensor (7); hydrogen gas transport duet (8); hydrogen gas section compressor (9); hydrogen gas section control valve (10); oxygen gas transport duet (11); oxygen gas storage unit (12); oxygen gas pressure sensor (13); hydrogen gas circuit feeder duet (14); oxygen gas circuit feeder duet (15); hydrogen gas circuit outlet control solenoid (16): oxygen gas circuit outlet control solenoid (17); air filter (18); gas and water vapor circuit injector assembly (19 and 19D); gas and water vapor duet (20); intake manifold (21); pressure sensor (22); water dispensing duet (23); water injector assembly (24); one-way water valve (25); moderator section control solenoid valve (85); water transport duet (26); internal combustion engine (27); temperature sensor (connected to ultra-high heating module) (28); bifurcator (29); exhaust manifold (30); heating pipe
  • the hybrid system in addition to the components that also make up the vehicular hydrogen gas system, is comprised of the following components: pressing fossil fuel pump (78); fossil fuel intake duet (79); fossil fuel tank (80); filters (81); fossil fuel return duet (82); and conducting duet (83).
  • the hydrogen gas generating unit (44) comprises the following components - see Figure 3: hydrogen generator hub (64); terminals (65); insulators (66); lower level sensor (67); upper level sensor (68); water inlet duet (69); reinforcement supports (70); dielectric glass slide (71); hydrogen uptake probe (72); oxygen uptake probe (73); probe support (74); hydrogen control solenoid valve (75); oxygen control solenoid valve (76); and metal reinforcement (77).
  • the central processing unit (1) comprises the electronic control module (A) and the hybrid injection module (F).
  • the electronic control module (A) is responsible for reading the pressure sensor (pressure switch), fluid level, ultra-high heating module temperature (C) and water condenser module temperature (E). The data is computed by the central processing unit. And then passed on to the hybrid injection module (F).
  • the hybrid injection module (F) integrates the injection management routines, considering the fossil fuel injection module (B) routines, gasoline category.
  • the hybrid injection module operates on five auxiliary injectors, four of which are gas and steam injection (19D) and one injector (37D) that performs water metering; In addition to these there are four injectors pertinent to the platform (automobile), resulting in nine injectors.
  • the stoichiometric relationship is processed by the hybrid injection module (F).
  • the hybrid injection module communicates with the ultra high heating module (C).
  • the ultrahigh heating module (C) is synthesized with the chemical element copper (Cu). This element has a melting point of 1083 ° C and a boiling point of 2595 ° C.
  • the ultra-high heating module (C) is integrated with the exhaust manifold (30) with a copper coil.
  • the gases resulting from the combustion of gasoline, hydrogen gas (H 2 ) and water vapor (H 2 0) collide with the ultra-high heating module (C) which in turn communicates with the water injector ( 24). Water injection is controlled by the hybrid injection module. (F), which is then introduced into the ultra-high (C) heating.
  • the contact of water with the copper pipe being very high temperature, provides the formation of gas and water vapor (H 2 0).
  • the complementary injector module (37D, 19D) consists of a set of five injectors, one fluid injector unit (37D) and four gas and water vapor circuit injectors (19D).
  • the four injectors of the hybrid system make their communication holes available with the intake manifold (21).
  • the intake manifold (21) comprises eight injection units, four of which are relevant to the platform (vehicle).
  • the water spray injector makes its holes available with the ultra-high heating module duet (C).
  • the diameter of the water injector nozzles (24) differs from the diameter of the injector nozzles connected to the intake manifold.
  • the water condenser module (E) admits combustion gases and condenses and extracts water.
  • the water condenser module (E) consists of an electro-fan (56) and condenser.
  • the water extracted from the condensation process is directed to the main reservoir (51), which has a volume of two liters.
  • the water condenser module (E) provides one inlet for gas and water vapor, and two outlets, one for combustion gases and one for condensed water.
  • the gas outlet is directed to an auxiliary reservoir (61).
  • the auxiliary reservoir (61) provides in the upper section an exhaust duet (63) for the combustion gases.
  • the median section of the auxiliary reservoir (61) admits the condenser gases.
  • the condenser water outlet communicates
  • the temperature moderator consists of the central processing unit (01) (cpu), hydrogen gas injection units (H 2 ) (19), water injectors (H 2 0) (24), fed by the water reservoir (H 2 0) (51) with water level sensor (50) and water distributor duet (23) which provides water flow (h2o) to the temperature moderator system connected to the temperature sensor (28) of the vehicle.
  • the central processing unit (Ol) integrates the injection routines of hydrogen gas (H 2 ) and the temperature moderator system.
  • This plant (01) stores the hydrogen gas operating software (h2), having as its function the analysis of all internal combustion engine (27) peripherals together with the water reservoir level sensor data (H 2 0 ) (51), informing the user through the human interface, the absence of water (H 2 0). In the absence of water (H 2 0) the motor (27) is deactivated.
  • the water injection system (H 2 0) is a direct injection system, ie it corresponds to one injector unit (24) for each engine cylinder (27). Water injection by the temperature moderator system can be done through an injection unit, converting the direct injection system (four injection units) into a semi-direct injection system (only one injection unit).
  • the semi-direct system requires suitability of the injector unit for water spraying (H 2 0), requiring a change in the number of nozzle holes and its diameter.
  • the hydrogen gas distributor duet (H 2 ) (20) conducts the hydrogen gas (H 2 ) to the hydrogen gas injection units (H 2 ) (19).
  • Enabling the hybrid system that is, activating it, waits five seconds for it to enter operational mode. This five second time is a self-test routine. Actuators, ie the pressing water pump (49), the injectors (19 and 19D) reserved for the hybrid system and the sensors (input peripheral), are evaluated during the self-test. Thereafter, the temperature sensor is read (28). This sensor is connected to the heating pipe (31), which integrates the ultra-high heating module (C). The scalar temperature value is directed to the central processing unit (01), which consists of the hybrid injection module (F) and the electronic control module (A).
  • Conduction duet (34) is organized into three segments, segment one (34A and 47) responsible for connecting the pressing pump (49) to the control solenoid valve (45); segment two for connecting the control solenoid (45) to the water injector unit (37D); and segment three for connecting the water injector unit (37D) to the ultrahigh heating module (C).
  • Water with the flow controlled by the central processing unit, enters the ultra-high heating module (C).
  • the formation of gas and vapor is directed to the output duet, which is responsible for connecting the ultra-high temperature module (C) to the injection unit module (D), which is synthesized by a cylindrical and temperature and pressure resistant structure. .
  • the water condenser module (E) provides one input and two outputs.
  • the condenser is divided into three sections. The upper section admits the exhaust; the middle section directs the exhaust to the auxiliary reservoir (61); and the lower section directs the water after condensation to the main reservoir (51).
  • Auxiliary reservoir 61 provides auxiliary condensation.
  • a duet communicates between the auxiliary reservoir (61) and the condenser.
  • the auxiliary reservoir (61) is organized into three sections. The upper section directs the exhaust to the atmosphere; the middle section admits exhaust; and the lower section directs waste water to the main reservoir (51).
  • the median section of the auxiliary reservoir (61) provides an aluminum blade (62) on the opposite side to the exhaust duet inlet.
  • the blade (62) is connected to the median structure of the auxiliary reservoir (61).
  • the blade 62 is made up of two faces, these faces being arranged at right angles (90 °) between them. The function of the blade 62 is to subtract the energy from the residual vapor, providing efficient condensation.
  • the main reservoir (51) draws water from the condenser module and auxiliary reservoir (61).
  • the main reservoir (51) has a fluid level sensor and a volume of two liters. No fluid disables the pressing water pump (49) and notifies the user via the instruction panel.
  • the formation of the mixture begins with the addition of fuel to the oxidizer that is aspirated by the engine (27).
  • the oxidizing fuel ratio necessary for efficient combustion is called the stoichiometric ratio.
  • the hybrid system in 5-second interval directs general control to the fossil fuel injection module (B), gasoline category.
  • the exothermic reaction, ie energy given in the combustion of gasoline, is directed to the ultrahigh heating module.
  • the synthesis of hydrogen gas (H2) and water vapor is started. Subsequently, the hybrid system is authorized to operate a mixture of water vapor (H 2 0), petrol and hydrogen gas (H 2 ) on hydrogen gas injectors.
  • Water vapor acts as a moderator, while the combustion of hydrogen gas (H 2 ) releases 2400 ° C slightly more than the combustion of natural gas or gasoline.
  • H 2 hydrogen gas
  • One hundred and eleven milliliters of hydrogen gas used in combustion provides energy equivalent to four hundred milliliters of gasoline (0.4 liters).
  • the stoichiometric relationship of the hybrid system provides maximization of engine power (27). Minimization of fossil fuel injection, gasoline category, and maximization of gas and water vapor injection.
  • the expandable modular unit allows hybrid technology to be used in the absence of fossil fuel, ie hydrogen gas is used for energy.
  • the expandable modular unit is organized into three processing modules, namely: hydrogen gas injection module, hydrogen gas generating unit (44) and storage unit (6).
  • the hydrogen gas injection module manages the hydrogen gas injection.
  • the hydrogen gas operating system integrates the routines to obtain the stoichiometric ratio, that is, oxidizer / fuel mixture. Atmospheric air at sea level is comprised of 21% oxygen, 78% nitrogen and 1% other gases.
  • the hydrogen gas injection module acts on the intake of atmospheric air (combustion) and the reading of sensors involved in the injection process.
  • Hydrogen gas injection (H 2 ) maximizes the platform temperature (engine (27)).
  • An injector assembly (24) sprays water into the combustion chamber. The introduction of moderate water, that is, with controlled flow, allows to control the motor temperature (27).
  • the operation of the temperature moderator follows a logic sequence initialized after the motor start (27) analyzing the temperature and engine speed variables (27), computing the data by the central processing unit micro controller (01) that controls the fluid flow (H 2 0) in the water injectors (H 2 0) (24). Temperature moderator modulates units injectors (24) providing adequate dosing of water (H 2 0) allowing maximization of engine power (27) which requires more hydrogen gas (H 2 ) and releases more thermal energy.
  • Injection units (24) spray water into the intake manifold (21) directed to the internal combustion chamber where excess energy (heat) is transferred to the water molecules (h2o).
  • Increasing engine speed (27) increases the amount of hydrogen gas (H 2 ) in the combustion chamber as well as increasing engine temperature (27), requiring an increase in the amount of water (H 2 0) sprayed into the chamber. of combustion.
  • Temperature control through the temperature moderator, enables the operation of internal combustion engines, powered by hydrogen gas (H 2 ).
  • the hydrogen gas generating unit 44 synthesizes the hydrogen needed to obtain energy through . of high voltage utilization, approximately two thousand volts (2KV). This voltage is directly proportional to the distance between the conductor plates.
  • the water molecule (H 2 0) is synthesized by two hydrogen atoms and an oxygen atom, with the chemical covalent bond between the molecular atoms. The water molecule, being polar, allows the breakdown of its chemical bonds through the electric field.
  • the hydrogen gas injection module integrates a high voltage generator.
  • the hydrogen gas generating unit 44 utilizes the capacitive effect, that is, a capacitor to obtain the required voltage that will rupture the water molecule.
  • the hydrogen gas generating unit (44) is organized into three sections: armatures or parallel plates, hub or cabinet and probe.
  • Armatures are comprised of metal holes-bearing blades and are synthesized with electron-conducting material. They have holes in their faces that allow water to flow inside the cube.
  • the hydrogen gas generating unit 44 is synthesized by two parallel armatures, porous dielectric, connecting electrodes and armature support. Maximizing the voltage and area of each armature increases the volume of hydrogen gas synthesized in the time unit considered. Distances between nano-reinforced armatures (IO 9 meters) require lower voltages.
  • Hydrogen gas generating unit (44) supports distilled water or natural. Water containing thirty-two grams of sodium chloride (NaCl) per liter of water (salt water) implies reduced efficiency of the hydrogen gas generating unit (44) and high drainage of electric current (electron flow).
  • the cube is made up of polymers, being configured in six faces and presenting impact resistance. It provides support for the armature, probe, fluid level sensor and connecting electrodes for the high voltage source. In addition, the cube has a water inlet duet.
  • the probe is a hydrogen and oxygen gas capture chamber. It is connected to the hub of the hydrogen gas generating unit, encircling ten percent (10%) of the area of each armature.
  • One cube provides two probes, one capturing hydrogen gas and the other capturing oxygen gas.
  • the storage unit (6) consists of a cylinder that receives a vacuum generating pump. Oxygen (O), nitrogen (N) and other gases are displaced from inside the cylinder.
  • the atmospheric pressure in the cube, 760mmHg, is higher than the atmospheric pressure in the cylinder. This condition provides fluid drainage to the cylinder, but the effect of this drainage must be canceled.
  • the solution is to control the atmospheric pressure in the hub through the main solenoid valve (86) and the fine adjustment valve (10). In this way a hydrogen gas flow to the cylinder is obtained, free of other gases.
  • the variation in pressure correlates with the synthesis of hydrogen gas and oxygen.
  • High voltage variation correlates with hydrogen gas synthesis, ie hydrogen gas synthesis is directly proportional to voltage.
  • the storage module is formed by a hydrogen gas storage unit (6) and an oxygen gas storage unit (12).

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

L'invention concerne un moteur utilisant l'eau comme matière première de base pour la synthèse d'hydrogène gazeux (H2), lequel est utilisé comme combustible non polluant pour la génération de l'énergie nécessaire au fonctionnement du moteur, dont le système fait intervenir différents modules fonctionnant solidairement de manière à séparer l'hydrogène gazeux (H2) de la molécule d'eau (H2O), ledit gaz étant exploité de manière efficace, sûre et écologiquement correcte. Le moteur (27) à système hybride d'actionnement comprend: un module de commande électronique (A); un module d'injection hybride (F); un module de chauffage ultra-haut (C); et un module de condensation d'eau (E).
PCT/BR2010/000316 2009-09-22 2010-09-15 Moteur à système hybride d'actionnement Ceased WO2011035400A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
BRPI0904116-8 2009-09-22
BRC10904116-8A BRPI0904116C1 (pt) 2009-09-22 2009-09-22 motor com sistema hÍbrido de acionamento
BRC10904116-8 2010-09-09

Publications (1)

Publication Number Publication Date
WO2011035400A1 true WO2011035400A1 (fr) 2011-03-31

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PCT/BR2010/000316 Ceased WO2011035400A1 (fr) 2009-09-22 2010-09-15 Moteur à système hybride d'actionnement

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Country Link
BR (1) BRPI0904116C1 (fr)
WO (1) WO2011035400A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10989085B1 (en) * 2020-05-29 2021-04-27 Philip Owen Jung Emission-free cold-start and warm-start of internal combustion engines

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US4003345A (en) * 1974-04-01 1977-01-18 Bradley Curtis E Fuel regenerated non-polluting internal combustion engine
US4112875A (en) * 1976-08-27 1978-09-12 Nasa Hydrogen-fueled engine
US5305714A (en) * 1991-07-03 1994-04-26 Nippon Soken, Inc. Fuel supply system for an internal combustion engine
US20040003781A1 (en) * 2001-04-06 2004-01-08 Akihiro Yuki Method of operating internal combustion engine injected with critical water
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WO2006013868A1 (fr) * 2004-08-04 2006-02-09 Toyota Jidosha Kabushiki Kaisha Systeme de commande pour moteur a combustion interne a addition d'hydrogene
WO2006013870A1 (fr) * 2004-08-04 2006-02-09 Toyota Jidosha Kabushiki Kaisha Systeme de commande pour moteur a combustion interne avec addition d'hydrogene
US20060260562A1 (en) * 2004-05-21 2006-11-23 Gemini Energy Technologies, Inc. System and method for the co-generation of fuel having a closed-loop energy cycle
WO2006126341A2 (fr) * 2005-05-24 2006-11-30 Toyota Jidosha Kabushiki Kaisha Moteur a combustion interne a hydrogene
US7273044B2 (en) * 2004-09-27 2007-09-25 Flessner Stephen M Hydrogen fuel system for an internal combustion engine

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4003345A (en) * 1974-04-01 1977-01-18 Bradley Curtis E Fuel regenerated non-polluting internal combustion engine
US4112875A (en) * 1976-08-27 1978-09-12 Nasa Hydrogen-fueled engine
US5305714A (en) * 1991-07-03 1994-04-26 Nippon Soken, Inc. Fuel supply system for an internal combustion engine
US20040003781A1 (en) * 2001-04-06 2004-01-08 Akihiro Yuki Method of operating internal combustion engine injected with critical water
US20060260562A1 (en) * 2004-05-21 2006-11-23 Gemini Energy Technologies, Inc. System and method for the co-generation of fuel having a closed-loop energy cycle
US20050279333A1 (en) * 2004-06-22 2005-12-22 Chol-Bum Kweon Advanced high efficiency, ultra-low emission, thermochemically recuperated reciprocating internal combustion engine
WO2006013868A1 (fr) * 2004-08-04 2006-02-09 Toyota Jidosha Kabushiki Kaisha Systeme de commande pour moteur a combustion interne a addition d'hydrogene
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