as)

PCT

WORLD INTELLECTUAL PROPERTY ORGANIZATION
International Bureau

 

INTERNATIONAL APPLICATION PUBLISHED UNDER THE PATENT COOPERATION TREATY (PCT)

 

(51) International Patent Classification 5;

F02M 21/02, 25/07, 27/00 Al

 

 

(43) International Publication Date:

(11) International Publication Number:

WO 92/08046

14 May 1992 (14.05.92)

 

(21) International Application Number: PCT/US90/06513

(22) International Filing Date: 2 November 1990 (02.11.90)

(71)(72) Applicant and Inventor: MEYER, Stanley, A. [US/US];
3792 Broadway, Grove City, OH 43123 (US).

(74) Agent: BARANOWSKI, Edwin, M.; Porter, Wright, Mor-
tis & Arthur, 41 South High Street, Columbus, OH 43215

(US).

(81) Designated States: AT (European patent), AU, BE (Euro-
pean patent), CA, CH (European patent), DE (European
patent), DK (European patent), ES, ES (European pa-
tent), FR (European patent), GB (European patent), GR
(European patent), IT (European patent), JP, KR, LU
(European patent), NL (European patent), SE (European
patent), US.

Published

 

With international search report.

 

 

(54) Title: HYDROGEN GAS FUEL AND MANAGEMENT SYSTEM FOR AN INTERNAL COMBUSTION ENGINE

UTILIZING HYDROGEN GAS FUEL

(57) Abstract

A gas fuel for an internal combustion engine (1,
2) comprising a mixture of gases having a proportion of
hydrogen to oxygen of approximately 2:1 and a regulat-
ed density of the hydrogen component of the mixture
such that the burn rate of the mixture approximates that
of a fossil fuel and a system (11) for characteristics in
an internal combustion engine (1, 2).

  

ENGINE

EXHAUST
4103)

 

20

16

 

RPM,

 

 

 

Cc 7

IGNITION
SYSTEM

—

 

 

 

 

LASER
—* DISTRIBUTOR F—-
CONTROL

AMBIENT AIR.
INTAKE

MANIFOLO

 

 

 

 

 

ELECTRON
EXTRACTION
CIRCUIT

AIR GAS.
PROCESSOA

 

 

\
20

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

HYDROGEN
MANAGEMENT

 

 

(GMS) SYSTEM

 

LOGIC AND CPU
AND IDLE
ADJUST

 

i
z
go

3

 

 

 

LASER
ACCELERATOR

 

COMPENSATING cc
SENSORS |
ENGINE

TEMPERATURE

BAROMETRIC ___,.
PRESSURE

ete

GAS
PRESSURE ——~

 

VOLTAGE
INTENSIFIER
(VIG) CIRCUIT

 

 

 

   

MIXING
MANIFOLD

 

 

 

 
 

 

FOR THE PURPOSES OF INFORMATION ONLY

Codes used to identify States party to the PCT on the front pages of pamphlets publishing international
applications under the PCT.

AT Austria ES Spain MG Madagascar
AU Australia "FI Finland ML - Mali

BB Barbados FR France MN Mongolia

BE Belgium GA Gabon MR Mauritania
BF Burkina Faso GB United Kingdom MW Malawi

BG Bulgaria GN Guinea NL Netherlands
BJ Benin GR Greece NO Norway

BR Brazil HU Hungary PL Poland

CA Canada iT Italy RO Romania

cr Central African Republic Je Japan SD Sudan

CG Congo KP Democratic Peoptc’s Republic. SE Sweden

CH Swiwerland of Korea SN Senegal

cl Cote d'Ivoire KR Republic of Korea SU* — Soviet Union
cM Cameroon ui Liechtenstein TD Chad

cs Czechoslovakia LK Sri Lanka TG Togo

DE* Germany . LU Luxembourg us United Staics of America
DK Denmark MC Monaco

+ Any designation of “SU” has effect in the Russian Federation. It is not yet known whether
any such designation has effect in other States of the former Soviet Union.

 

 
WO 92/08046 PCT/US90/06513

-ji-

HYDROGEN GAS FUEL AND MANAGEMENT SYSTEM
FOR AN INTERNAL COMBUSTION ENGINE
UTILIZING HYDROGEN GAS FUEL

Hydrogen has long been regarded as an efficient,
abundant and potentially non-polluting energy source. Yet
despite such desirable attributes, hydrogen has not been

“widely, Or practically, applied in applications where the
use of hydrogen as a fuel is Self-evidently desirable, such
as in motor vehicles powered by internal combustion engines.

In part, practical use of hydrogen is inhibited by
difficulties in the safe transmission of the gas. Hydrogen
has an inherent high volatility and a correspondingly rapid
dispersion characteristic in other gas mixtures such as the
atmosphere, Further, it is difficult to control the
distribution of a hydrogen gas fuel and to maintain
consistent combustion characteristics for a hydrogen gas
fuel, particularly in a motor vehicle internal combustion
engine.

It is an object of this invention to overcome such
difficulties and to provide a fuel gas management and
delivery system for internal combustion engines that utilize
hydrogen as a fuel, The system includes a safe and
effective distribution means for supplying a hydrogen fuel
to an internal combustion engine, means for fuel injection

applications of hydrogen fuel in such an engine, means for

controlling the burn rate of hydrogen for the efficient use
WO 92/08046 PCT/US90/06513

-2-

of a hydrogen fuel gas, and means for overcoming prior art
problems of engine shut down caused by an overenrichment of
hydrogen in the fuel supply to the engine.

In particular, when hydrogen gas fuel is used in a motor
vehicle internal combustion engine, an overenrichment of the
hydrogen component of the fuel gas injected into the engine
frequently occurs and results either in (1) an engine shut
down, because of the narrow combustion window (a term
defined hereinafter) for hydrogen, or (2) a significant
waste of the “overenriched" portion of the fuel not
combusted--the fuel is expelled in the engine exhaust. In
prior art attempts, mechanical meters, valves and switches
that were conventionally used in engine fuel systems for
petroleum based, fossil fuels were too Slow to adapt to
engine conditions. Similarly, prior art system included
processors that were intended to control the engine in view
of predetermined operating parameters with little regard for
engine effects caused by the injection of a hydrogen fuel.
As a result overenrichment of hydrogen in the
fuel/combustion mixture consistently remains a problem in
the development of a hydrogen fueled internal combustion
engine. Conventional hydrogen fueled engines are prone to
shut down and do not Smoothly operate over the extended
range of engine speeds considered desirable and necessary in

a motor vehicle.
WO 92/08046 PCT/US90/06513

It is accordingly an object of this invention to provide
a £uel distribution system for a hydrogen fueled internal
combustion engine that reduces the problem of fuel
overenrichment and provides a smooth operating
characteristic for engine speeds required in conventional
use.

It is also an object to provide a "tuned" combustion
system, adaptable not only for hydrogen, but also to other
fuel stocks by which optimum combustion characteristics are
Maintained for the fuel over the operating range of the
engine,

And it is a further object to provide an integrated
operating system including fuel generation and control means
for a hydrogen fueled internal combustion engine.

These and other objects of the invention will become
evident to those of skill in the art when the following
description of the preferred embodiment is considered in

conjunction with the drawings in which:

Figure 1 shows the combustion envelope of hydrogen
compared to the combustion envelope of gasoline and
illustrates a goal achieved by the invention in
maintaining an optimum and uniform combustion rate for
hydrogen throughout the effective range of engine RPM.
As used herein, the "combustion envelope" refers to the

range within which combustion of a fuel gas is possible,
WO 92/08046 PCT/US90/06513

given a predetermined quantity of combustible fuel and

its ratio to the combustion media, i.e. oxygen.)

 

Figure 2 is a block diagram of a combustion management
system for a hydrogen containing fuel gas mixture that
is injected into a combustion chamber, showing the
interrelationship of system Management controls with

various engine parameters.

Figure 3 illustrates the physical arrangement of a
hydrogen fuel gas control means and injection system for
the regulation of fuel gas transmitted to an engine

combustion chamber.

Figure 4 shows an air gas processor useful in the system
of the invention in a cross-sectional side view; Figure

4A shows a top plan view; and Figure 4B is a bottom view.

Figure 5 shows a “quenching conduit" for the safe
distribution of a hydrogen fuel in the engine
environment, and Figures 5A and 5B shows alternative

cross section configurations for said conduit.

Figure 6 figuratively represents the modulating effect
upon hydrogen gas characteristics of other

non-combustible gases included in a fuel gas mixture
WO 92/08046 PCT/US90/06513

-5-

containing hydrogen in accord with the invention and its

fuel gas management system.

Figure 7 shows the electron extractor circuit used in
the air processor section to ionize and maintain the

ionization of introduced air gas.

In my prior United States Letters Patents, I have, inter
alia, described means for the production of a fuel gas
mixture having a hydrogen component, United States Letters
Patent No. 4,936,961; means for the enhancement of the
energy output of a fuel gas, United States Letters Patent
No. 4,826,581; and an electrical circuit control system for
a hydrogen fuel gas generator, United States Letters Patent

No. 4,798,661.

In my present application, I describe an integrated fuel
gas management system that enables hydrogen to be
efficiently, reliably and safely used as a fuel gas in an
internal combustion engine having a configuration derived
from conventional engines fueled by a fossil fuel, such as
gasoline, diesel or other petroleum or hydrocarbon
derivative.

In the prior art, Significant effort directed towards
the utilization of hydrogen as a vehicle fuel has attempted
to devise a hydrogen powered internal combustion engine that

emulates the characteristics of a conventional hydrocarbon
wo 92/08046 PCT/US90/06513

fueled (gasoline, diesel, propane, methanol, ete.) engine
System. While such an extension of an existing technology
to a hydrogen fuel appears logically proper, such prior art
techniques have not fully considered: (1) that the .
volatility, or "burn rate", of hydrogen is many times
greater than that of a fossil fuel, and (2) that the
combustion “window” for hydrogen in an oxygen containing
atmosphere is exceedingly narrow, and is considerably
narrower than that of a fossil fuel. A fuel such as
gasoline or diesel oil will satisfactorily perform and
Support combustion over a wide range of fuel mixtures having
different proportional quantities of oxygen. Hydrocarbon
fuels typically support engine speeds over a wide range in
an internal combustion engine because of its broad
combustion envelope; hydrogen in contrast, will combust
Satisfactorily only when a hydrogen/oxygen mixture in the
ratio of 2:1 is present. This factor makes combustion cycle
development for hydrogen fuel a critical art in which the
hydrogen burn rate (equated to power output of the engine)
and the combustion mixture containing the hydrogen fuel must
be carefully regulated over the entire RPM operating range -
of an engine so that combustion is efficiently supported
over the range.

The invention herein provides a gas fuel for an internal
combustion engine comprising a mixture of gases including

hydrogen, oxygen, and other gases that are not combustible
WO 92/08046 PCT/US90/06513

with hydrogen in which the mixture includes a proportion of
hydrogen to oxygen of approximately 2:1 and a predetermined
density of hydrogen within the mixture gases such that the
burn rate of the mixture approximates that of a fossil fuel.
There is further management system provided for a fuel
gas mixture containing hydrogen that is introduced as a fuel
to an internal combustion engine that consists of means and
process for monitoring the composition of a fuel gas mixture
introduced into the engine such that the proportion of
hydrogen to oxygen in the mixture is approximately 2:1; and
means and process for modulating the density of the hydrogen
component of the introduced fuel gas mixture by the addition
of other non-combustible gases to the mixture such that the
burn rate of the fuel gas mixture approximates that of a

fossil fuel.

In the management system, apparatus for the distribution
of the fuel gas mixture containing a hydrogen gas component
is utilized which is formed from a plurality of conduits
having an internal diameter of .015 to .025 inch
intrinsically formed in an otherwise solid member.

In addition, the system includes a means and process for
the mixing of a proportion of the exhaust gas of the engine
into the fuel gas mixture introduced into the engine to
provide modulation for the hydrogen in the fuel mixture.
Thus, in a further aspect the invention is an improvement to

a hydrogen fueled internal combustion engine that includes
WO 92/08046 : PCT/US90/06513

means and process for modulating the density of the hydrogen
component of a fuel gas mixture introduced into the engine
such that the burn rate of the fuel gas mixture containing
hydrogen is reduced to the approximate burn rate of a fossil
fuel. This means and process includes mixing a hydrogen
containing fuel gas with at least one of ambient air and
exhaust gas from the engine. These features of the
invention are explained herein with reference to the figures.

With reference to Figure 1, it is an object of the
invention to regulate a hydrogen fuel gas mixture that is
introduced into the engine combustion chamber such that the
burn rate of the hydrogen fuel gas remains constant
regardless of engine RPM. As used herein, "burn rate" is an
arbitrary measure of the relative volatility of a fuel gas
(in contrast with the rate at which a given fuel is
consumed, e.g., miles per gallon). Thus, it is an object to
regulate the combustion "window" of hydrogen in a gas
mixture so that optimum combustion is achieved, regardless
of engine speed.

With reference to Table I, the extreme volatility of
hydrogen in the atmosphere (burn rate: 325-265 cm/sec) is
shown in contrast with the relatively equivalent burn rates
of several known hydrocarbon and fossil fuels (burn rates:

45-35 cm/sec):
WO 92/08046 PCT/US90/06513

TABLE T

Relative Burn Rates of Various Fuels

 

Burn Rate Ratio to
Fuel (cm/sec) Gasoline Burn Rate
Hydrogen 325-265 8x
Methane 45-37 1 (approximate)
Alcohol 44-37 1 (approximate)
Gasoline 43-37 1
Natural Gas 42-37 1 (approximate)
Propane 41-36 1 (approximate)
Diesel Fuel 40-35 l (approximate)

The combustion characteristics and high volatility of
hydrogen can be charted with reference to an axis correlated
to the running speed of an internal combustion engine, as
illustrated by the narrow combustion envelope for hydrogen,
shown in Figure 1 at 1 in contrast with the combustion
envelope, for example, in gasoline, 2.

Typically, in the tuning of an engine for either optimum
performance or efficiency, the low volatility and the wide
combustion envelope of a fossil fuel permits an engine to be
tuned, for example, to an optimum speed corresponding to 60
MPH, without concern for significant adverse effects or need
for adjustment over the remaining engine operating range.

The narrow combustion envelope of hydrogen, however,
WO 92/08046 PCT/US90/06513

- 10 -

prevents such broad tuning and consequently results in fuel
overenrichment and the engine operation difficulties noted
above, passim.

In the invention, the burn rate of the hydrogen fuel gas
is adjusted to be equivalent to that of a fossil fuel by the
introduction into the hydrogen fuel of other non-combustible
gases that serve as a modulator of the inherent volatility
of the hydrogen. In addition, the hydrogen/oxygen ratio of
2:1 which represents the optimum combustion ratio for a
hydrogen fuel is uniformly maintained in the modulated fuel
mixture over the engine operating range, e.g. at speeds
represented by 3a, 3b, 3c. The combustion window of
hydrogen at a modulated given volatility remains in the same
2:1 hydrogen:oxygen ratio. Thus, the modulated burn rate of
the hydrogen fuel gas, adjusted downward to 43-37 cm/sec, is
maintained uniformly in the range of speeds from idling to
maximum RPM, in contrast with conventional engine design
based on typical gasoline burn rate, which is not usually
adjusted. Nevertheless, because of the wide combustion
window for gasoline, optimum tuning at 60 MPH as shown at 2
in Figure 1 will allow Satisfactory engine operation to
other speeds. In the prior art, use of unmodulated hydrogen
allowed engine operation only in the narrow envelope
figuratively shown in curve 1.

In the invention, a processed gas mixture including a

hydrogen fuel component having a uniform, predetermined
wo 92/ 08046 PCT/US90/06513

-~ll-

volatility is generated by the system and introduced into
the engine in a proper mixture to insure optimum combustion
throughout the range of engine operating speeds.

Figure 2 shows a block diagram of a complete hydrogen
gas management system. For explanation and illustration
purposes, one cylinder of an engine is shown, however, it is
appreciated that adaptations of the system to multiple
cylinder engines are within the skill of the art.

In the system diagram of Figure 2, there is shown a
conventional reciprocating piston internal combustion engine
configuration including piston 1 and cylinder 2 connected to
a rod and crankshaft mechanism 3, fuel intake valve 4,
exhaust valve 5, and spark plug 6. Valves 4 and 5 and spark
plug 6 are operatively interconnected to the management
system of the invention.

One aspect of an overall system provides a source of
fuel gas including hydrogen, such as a water fuel cell, 7,
described in my United States Letter Patent No. 4,936,961
including water capacitor 8 immersed in a volume of water 9
which produces a source of a hydrogen/oxygen and
non-combustible gas mixture 10 that is operatively
interconnected with the gas management system 11 through
regulator 13. Preferably the gas management system 11
includes a logic module and central processing unit
interconnected to sensors and controllers in the.system.

The voltage intensifier circuit 12 regulates voltage
WO 92/08046 PCT/US90/06513

-12-

amplitude, pulse frequency and gated pulse frequency
associated with operation of the fuel cell 7. (See U.S.
Letters Patent 4,936,961, Figure 1, and U.S. Letters Patent
4,798,661.) and is operatively interconnected to the gas
management module.

The gas pressure regulator 13 is included proximate the
exit orifice of the cell to maintain a consistent back
pressure (optimally 15 psi in the preferred embodiment) in
the fuel delivery system.

The gas management system logic module 1l determines the
mixing of the hydrogen fuel gas mixture 10 produced by the
cell with other modulating gases such as ambient air,
introduced through manifold 14 and/or exhaust gas introduced
through gate 15: The management system module includes
inputs from sensors relating to air and engine temperature,
engine RPM, gas pressure and the vehicle accelerator or
engine speed control 40 which determines the speed at which
the engine operates.

A distributor control 16, as in a conventional internal
combustion engine, determines ignition system function 17
and additionally provides an input signal for a tuned gas
meter control 18 that is operatively interconnected to the
injector port 19 so that a uniform quantity of modulated
fuel gas is injected through valve 4 into the cylinder upon
each operating cycle of the cylinder, Air gas processor 20

is also included for treatment of gas derived from ambient
WO 92/08046 PCT/US90/06513

-~ 13 -

air introduced in the system through the intake manifold.

(See Figures 3, 4, 4A, 4B and discussion, infra.)

 

Figure 3 illustrates an appropriate mechanical
configuration adapted to the overall system shown in Figure
2. An intake manifold (not shown) directs ambient air 101
to air filter assembly 31 operatively interconnected to an
inlet vaive 32 which is regulated by the management module
and controls the flow of air into air processor 33 which
produces a source of ionized non-combustible gases 102, that
in turn may be mixed with non-combustible cylinder/engine
exhaust gases 103 introduced at exhaust gate 15. These
gases are mixed in the intake manifold 35 with gas from the
fuel cell 7, introduced at injector port 19 whereupon the
modulated combustion mixture having the hydrogen fuel
component in the correct proportion with oxygen is delivered
to the cylinder at a burn rate equivalent to that of a
fossil or hydrocarbon fuel. An oil inlet port 110 for
lubrication is optional. Thus, in the air processor ambient
air 101 is ionized and the ionized gas 102, and other
modulating gas such as the exhaust gas 103 is mixed until
the fuel gas 10 for introduction to the cylinder at the
modulated burn rate. Lubricating oil mist is shown at 111.

Appropriate sensors for monitoring air pressure, RPM and
engine temperature are operatively interconnected with the
management module and controllers regulate various fuel

source or fuel gas mixture parameters such as the
WO 92/08046 ; PCT/US90/06513

~ 14 -

proportional air mixture introduced in the fuel gas or the
proportional exhaust mixture introduced in the fuel gas at
respective gates. Idling, low temperature operation
adjustments or other calibration adjustments for normal
ambient conditions are made by trim pots on other means
included in the management module.

In a preferred mode, air gas processor shown at 20 in
Figure 2 and in greater detail in Figures 4, 4A and 4B is
operatively interconnected with a hydrogen fuel cell gas
generator operated in accordance with the method of my
United States Letters Patent No. 4,936,961. Shape and size
of the resonant cavity such as described in my Letters
Patent 4,936,961 may vary. Larger resonant cavities and
higher rates of consumption of water in the conversion
process require higher frequencies such as up to 50 KHz and
above. The pulsing rate, to sustain such high rates of
conversion must be correspondingly increased. As noted
above in the preferred embodiment of Figure 2, the pulse
generating circuit of the method is interconnected with the
Management module such that fuel gas is generated by the
fuel cell gas generator on demand and such that the fuel
cell operation is also responsive to sensed parameters and
control signals generated. Other sources of a hydrogen fuel
gas may be used, as well as other types of fuel: the system
of the invention manages the combustion characteristics of

the engine fuel and the delivery regardless of source.

o
WO 92/08046 PCT/US90/06513

- 15 -

Figure 4, 4A and 4B show a side frontal cross-section
and plan view from the top and bottom of a type of air gas
processor such as 20 shown in Figure 2. In essence, the
processor 40 of Figure 4 and its operation essentially
correspond to the method and apparatus shown and described
in my United States Letters Patent No. 4,826,581,
(incorporated herein by reference), however, as used in the
system of the present invention, the ambient air gases (not
the combustible gas produced by the fuel cell), on a reduced
scale, are charged and ionized and otherwise enhanced in
energy before the ambient air gases are mixed with the fuel
gas.

In the processor 40 shown in Figures 4, 4A and 4B a
treatment chamber 50 is provided that encloses a set of
batteries 41, 42, 43 of solid state lasers, e.g. 42, a, b,
c, gd, etc., that are concentrically mounted around a
charging cell formed from positively and negatively charged
concentric rod 44 and cylinder rod 45 which are connected to
an ionizing voltage source through terminals 54 and 55.
Optical lens 46 concentrates the laser output to the gas
flowing through the processor which also includes outlet
port 47 for the energized air gas and a gas meter control
48. The electron extraction circuit 7 ionizes the incoming
ambient air gases and consumes the electrons ejected from
the gas atoms while the injected laser energy energizes the

ionized gases to prevent the processed ambient air gases
wo 92/08046 PCT/US90/06513

- 16 -

from reverting back to stable-state, as illustrated by
Figure 7.

In the preferred embodiment of the invention a hydrogen
fuel gas mixture is generated by the method of my aforesaid
Letters Patent No. 4,936,961. That gas comprises a mixture
of hydrogen, oxygen and other formerly-entrapped gases
dissolved in water. It is the purpose of this invention,
beginning with the hydrogen component of a fuel gas, to
adapt hydrogen gas to the approximate burn rate of a fossil
fuel for use in an internal combustion engine and to
maintain the ratio of hydrogen to oxygen in the mixture at
the most efficient 2:1 ratio. The system of the invention
modulates the hydrogen component of the overall gas mixture
such that the burn rate of the hydrogen-containing fuel
mixture approximates that of a fossil fuel as illustrated in
Figure 1.

While the invention of my Letters Patent No. 4,936,961
Produces a gas mixture including hydrogen, oxygen and all
other gases that were formerly dissolved and entrapped in
the water from which the hydrogen/oxygen gas mixture
released by the process was formed, further modulation of
the burn rate of this hydrogen fuel gas mixture occurs in
the system of the present invention as a result of mixing
with processed ambient air and the water vapor produced as a
combustion exhaust product of the engine. In this regard,

the rate of gas production in a water fuel cell (or the
WO 92/08046 PCT/US90/06513

-~ 17 -

introduction of hydrogen per se into the system if a water
fuel cell is not used as a fuel source) determines the
amount, per se, of hydrogen introduced into the system, but
in the manner in which the hydrogen fuel is modulated, mixed
with oxygen, and injected in optimal quantities and mixtures
into the engine cylinder.

The regulation of the burn rate of the hydrogen fuel,
which is of crucial importance in a hydrogen fueled internal
combustion engine according to the system of the invention,
is determined by the relative proportion of the mixture of
the hydrogen containing fuel gas with ambient air or exhaust
gas including water vapor that is recycled into the engine.
The fuel gas mixture produced by the fuel cell intrinsically
includes the optimum 2:1 ratio of hydrogen to oxygen. The
mixture of hydrogen and non-combustible gas that modulates
the burn rate of the hydrogen fuel mixture to that
equivalent to gasoline must be achieved by the addition of
the non-combustible gases and maintained uniformly over the
range of engine operating speeds. This is accomplished by
correlating the rate of fuel gas production from the water
fuel cell with the introduction to the gas mixture of other
non-combustible gases. This can be accomplished in a
simplified engine by manual control involving manually
sensed "look, touch and hear" impressions, as well as by
complex electronic control means for more sophisticated

engines. Maintenance of the consistency of the mixture by
WO 92/08046 PCT/US90/06513

- 18 -

the management module prevents overloading of the engine
with hydrogen and permits smooth running of the engine
regardless of engine RPM or power load. The distributor and
ignition system operates in a conventional mode to provide
spark ignition of the fuel and oxidant mixture in the
cylinder at the appropriate time in a piston reciprocating
cycle that is otherwise also related to fuel intake and
exhaust outlet sequences in the cycle. In the invention,
however, two aspects of the injection of the fuel gas
mixture into the cylinder at the intake cycle are
controlled: (1) the 2:1 proportion of hydrogen to oxygen to
"non-combustible" gases in the fuel intake mixture is
maintained at a predetermined proportion such that the “burn
rate” is maintained at the lowered predetermined rate
corresponding to that of a fossil fuel; and (2) the quantity
of the fuel mixture introduced to the cylinder at the intake
of the cycle is the same per cycle regardless of engine

RPM. Thus, although the rate of hydrogen production by the
fuel cell must increase with higher engine RPM, the
consumption of hydrogen, per cycle, remains constant. This
constancy is maintained by the tuned gas meter control 18,
19 and by variation of the rate of gas production in the
fuel cell as controlled by the gas management system CPU,
ll. The gas meter control which provides the uniform

delivery of the fuel gas mixture is determined by pulse
WO 92/08046 PCT/US90/06513

-~ 19 -

Signals generated by the distribution corresponding to each
cycle of the engine.

Figure 6 represents the modulating effect on hydrogen
density in a gas mixture, that the other large
(non-combustible) gas molecules have in the hydrogen fuel
gas that is accomplished by the invention. To wit, other
gases dilute the hydrogen concentration in a given volume;
the dilution in turn reduces the burn rate of the hydrogen
per se component and enables the burn rate of the overall
fuel gas mixture produced by system to approximate that of a
fossil hydrocarbon fuel. As this modulation of the burn
rate occurs, however, it is necessary to maintain the
overall ratio of hydrogen to oxygen in the mixture as close
to 2:1 aS possible to prevent overenrichment of the hydrogen
in the fuel and the consequent shut down problems that
result from an excess of hydrogen. Thus, inert water vapor
exhaust gas, (¢.g., from valve 5 in Figure 2), as well as
ambient air, is used as a dilutent. The introduction of
ambient air may result in a proportional excess of oxygen in
the mixture over the preferred ratio; however, excess oxygen
insures complete combustion of the hydrogen component; to
the extent that oxygen is in excess, it is a non-combustible
dilutent. Too much of an oxygen excess may result in the
production of undesirable NO, exhaust gases; however, this
is not a significant problem and may be resolved in the

engine system of Figure 2 by the introduction of more
WO 92/08046 PCT/US90/06513

-~ 20 -

exhaust gas rather than air as a dilutent. When the burn
rate of hydrogen is, however, reduced to that of a fossil
fuel, the production of nitrogen oxides is reduced because
the combustion temperature and rate is reduced.

Sensors of the system of Figure 2 monitor air pressure
and temperature which affect the dilution of the hydrogen
fuel. The management module CPU and controllers
appropriately adjust the gas mixture components to maintain
a uniform burn rate for the fuel mixture regardless of
engine speed. For example, if the burn rate is not
Maintained at a constant, the introduction of additional
hydrogen by throttling the engine would disrupt the narrow
combustion window of the gas resulting in engine
inefficiency, roughness or shut down because of the
overenrichment.

Distribution of the hydrogen gas (or the fuel gas
mixture produced by the means of my aforesaid Letters
Patent) within the engine system may be accomplished by an
appropriately configured circuit of “quenching tubes", such
aS. are shown in Figures 5 and 5B. The quenching tubes
comprise a conduit of discrete small volumes such as formed
in an open cell porous material formed in an otherwise
solid, extending member. Typically, a plurality of conduits
of microcell type material from .015 to .025 inch in
diameter may be formed in a solid length having an outer

diameter of approximately .378 inch in the manner shown in
WO 92/08046 . PCT/US90/06513

-21-

Figure 5. The conduit size specified is appropriate for a
fuel gas having a burn rate equivalent to gasoline. Conduit
diameters may be proportionately larger or smaller if the
hydrogen concentration is further diluted or increased. The
quenching tube prevents burn-back or flash-back of hydrogen
in its delivery tube. Flash-back, a serious problem in
conventional hydrogen gas transport systems, is eliminated
by the quenching circuit tubes of the invention.

In the control system of the invention, all parameters
are adjusted to maintain a uniform burn rate of the hydrogen
containing fuel gas, which is the key to smooth engine
operation. In the mechanical system shown in Figure 3, the
characteristics of the hydrogen fuel are modified to adapt
to load conditions, and the system works in a manner
comparable to that of a conventional carburetor in a fossil
fueled engine.

When used with a water fuel cell and the method of my
aforesaid Letters Patent No. 4,936,961, a preferred
management system includes a pulse generator for fuel gas
production and includes a phase lock loop circuit that
detects and scans a resonant frequency in the fuel cell
generator and maintains that frequency. Such a system is
described in my anticipated co-pending application.

From the foregoing description of the preferred
embodiment, other variations and modifications of the system

disclosed will be evident to those of skill in the art.
WO 92/08046 PCT/US90/06513

~22-

WHAT IS CLAIMED IS:

1. A gas fuel for an internal combustion engine
comprising a mixture of gases including hydrogen, oxygen,
and other gases that are not combustible with hydrogen in
which the mixture includes a proportion of hydrogen to
oxygen of approximately 2:1 and a predetermined density of
hydrogen such that the burn rate of the mixture approximates

that of a fossil fuel.

2. A management system for a fuel gas mixture
containing hydrogen that is introduced as a fuel to an
internal combustion engine consisting of:

means for monitoring the composition of a fuel gas
mixture introduced into the engine such that the proportion
of hydrogen to oxygen in the mixture is approximately 2:1;
and

means for modulating the density of the hydrogen
component of the introduced fuel gas mixture by the addition
of other non-combustible gases to the mixture such that the
burn rate of the fuel gas mixture approximates that of a

fossil fuel.

3. The system of claim 1 in which the means for
modulating includes a means for the mixing of a proportion
of the exhaust gas of the engine into the fuel gas mixture

introduced into the engine.
WO 92/08046 PCT/US90/06513

- 23 -

4. In a hydrogen fueled internal combustion engine, the
improvement comprising:
means for modulating the density of the hydrogen
component of the fuel gas mixture such that the burn rate of
the hydrogen is reduced to the approximate burn rate of a

fossil fuel.

5. The improvement of Claim 4 which the modulating
means includes means for mixing a hydrogen containing fuel
gas with at least one of ambient air and exhaust gas from

the engine.

6. Apparatus for the distribution of a fuel gas mixture
containing a hydrogen gas component comprising a plurality
of longitudinally extending conduits having an internal
diameter of .015 to .025 inch intrinsically formed in an

otherwise solid matter.

7. The apparatus of Claim 6 in which the conduit

comprises a porous open celled foam.

8. A process for maintaining combustion in an internal

combustion engine that is fueled by a fuel gas mixture

containing hydrogen that is introduced as a fuel to

consisting of:
WO 92/08046 PCT/US90/06513

—~ 24 -

monitoring the composition of a fuel gas mixture
introduced into the engine such that the proportion of
hydrogen to oxygen in the mixture is approximately 2:1;

modulating the density of the hydrogen component of the
introduced fuel gas mixture by adding other non-combustible
gases to the mixture such that the burn rate of the fuel gas.
mixture introduced to the engine approximates the burn rate
of a fossil fuel; and

Maintaining the volume of the introduced fuel gas
mixture at a predetermined quantity for each operating cycle

of the engine, regardless of engine operating speed.

9. The process of Claim 8 in which the step of
modulating includes mixing a proportion of the exhaust gas
of the internal combustion engine into the fuel gas mixture

introduced into the engine.

10. The process of Claim 8 including the step of
ionizing ambient air gases and introducing said ionized

gases to the fuel gas mixture.

il. In a process for maintaining combustion in a
hydrogen fueled internal combustion engine, the improvement
comprising modulating the density of predetermined hydrogen

component in a mixture of gases fed as fuel to the engine
WO 92/08046 PCT/US90/06513

- 25 -
such that the burn rate of the hydrogen in the mixture is

reduced to the approximate burn rate of a fossil fuel.

12. The process of Claim 11 including the mixing of a
hydrogen containing fuel gas with at least one of ambient

air and exhaust gas from the engine.
WO 92/08046 PCT/US90/06513

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WO 92/08046 PCT/US90/06513

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8/11

 

FIGURE 5A

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PCT/US90/06513
WO 92/08046

9/11

PCT/US90/06513

 

 

 

 

 

 

FIGURE 5B

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10/11

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WO 92/08046

PCT/US90/06513

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»

INTERNATIONAL SEARCH REPORT
international Application noPCT/US90/06513

|. CLASSIFICATION OF SUBJECT MATTER {if several classification symbols apply, indicate all) 3

PEE 55 to m6 OOM 21/03 ‘Class POST SS 7677 ea Beacon and IPC
US CL 123/14, 539, 56g. DIG12

ll, FIELDS SEARCHED
Minimum Documentation Searched 4

Classification System | Classification Symbols

U.S. 123/1A,3, 539,567,568, DIG.12

 

 

Documentation Searched olher than Minimum Oocumentation
to the Extent that such Documents are included in the Fields Searched 6

 

ui DOCUMENTS CONSIDERED TO SE RELEVANT |i

x U.S., A, 3,980,053 (HORVATH) 14 SEPTEMBER 1976 1,4,5,11,12
Abstract, Lines 14-36; column 17, lines 16-27; colum
18, Lines 38-40

A U.S., A, 3,844,262 (DIEGES) 29 OCTOBER 1974 1-12
A U.S., A, 4,575,383 (LOWIHER ET AL) 11 MARCH 1986 1-12
A U.S., A, 4,389,981 (MEYER) 28 JUNE 1983 1-12
A U.S., A, 4,031,865 (DUFOUR) 28 JUNE 1977 1-12
A U.S., A, 4,773,981 (BIDWELL) 27 SEPTEMBER 1988 1-12
A U.S., A, 3,982,878 (YAMANE ET AL) 28 SEPTEMBER 1976 1-12

 

 

Category * | Citation o of | Document, 15 with indication, where appropriate, of the relevant passages 17 Relevant to Claim No, 14

 

* Special categorias of ciled documents: '5

citation or other special reason (as specified)
"O" document referring to an oral disclosure, use, exhibition or
other means

"“P" dacument published prior to the international filing date but
tater than the priority date claimed “4°

in the art.
document member of the same patent family

WV, CERTIFICATION
Date of the Actual Completion of the International Search 2 Date of Mailing of this International Search Report 2

0 8 MAR 1991

"T" later document published after the international filing date
or priority date and nat in conflict with the application but

“A” document defining the general state of the art which is not

considered 10 be of particular relevance cited to understand the principia or theory underlying the
“E” earliar document but published on or atter the international "X" document of particular relevance; the claimed invention

filing date cannot be considered novel or-cannot be considered to
“L" document which may throw daubts on priority claim(s) or involve an inventive step

which is citad to establish tha publication date of another “¥" document of particular relevance; the claimed invention

cannot be considered to involve an inventive step when the
document is combined with one or more other such docu-
ments, such combination being abvious to a person skilled

 

11 FEBRUARY 1991 4

international Searching Authority } Siggoture of Authorized Déficer 20,
HA te

ISA/US T.M. ARGENBRIGHT fi

 

 

 

Form PCT/ISA/210 (second sheet) (May 1986)
