WO2009018814A2

WO2009018814A2 - Internal combustion engine and method for operating an internal combustion engine

Info

Publication number: WO2009018814A2
Application number: PCT/DE2008/001274
Authority: WO
Inventors: Norbert Rade; Ernst Oepen
Original assignee: Clean World Energies Gmbh
Priority date: 2007-08-06
Filing date: 2008-08-06
Publication date: 2009-02-12
Also published as: WO2009018814A3; DE102008003126A1; DE112008002289A5

Abstract

The combustion in an internal combustion engine comprising a combustion chamber, to which a fuel enriched with hydrogen is supplied, and comprising an electrolysis reservoir, which is connected to a combustion chamber of the internal combustion engine and in which hydrogen is obtained from water by means of electrolysis, is performed with better efficiency if potassium hydroxide is used as the electrolyte for the electrolysis in a concentration of more than 25%.

Description

Internal combustion engine and method for operating an internal combustion engine

The invention relates to an internal combustion engine with a combustion chamber, to which a hydrogen-enriched fuel is supplied, and to an electrolysis tank, which is connected to the combustion chamber and in which hydrogen is obtained by electrolysis of water. Likewise, the invention relates to a method for operating such an internal combustion engine.

[02] The use of electrolytically obtained hydrogen in internal combustion engines is known per se. For example, hydrogen can be used in accordance with EP 0721 794 A1 or EP 0 721 795 A1 for exhaust aftertreatment by catalytic NO reduction. It is also known from DE 28 16 115 Al to give electrolytically obtained hydrogen in front of a throttle valve to an intake manifold of an internal combustion engine. In all these methods, any resulting oxygen, especially if only water is used for electrolysis, not used. On the other hand, DE 412 195 and CH 116 428 disclose internal combustion engines for the combustion of high-boiling liquid fuels, which electrolytically produced oxyhydrogen gas as an additional gas or even electrolytically generated hydrogen are given as the only oxidizing agent. On the other hand, DE 25 52 841 A1 discloses an internal combustion engine, which is operated exclusively with an electrolytically obtained hydrogen-oxygen mixture with the supply of air, wherein also here air and hydrogen-oxygen mixture are fed before a throttle an intake manifold.

Moreover, it is known from DE 36 12 666 A1 to use nickel-containing anodes for the electrolysis of potassium hydroxide solutions.

[04] It is an object of the present invention to provide a generic internal combustion engine and a generic method for operating an internal combustion engine, which have an increased efficiency. [05] As a solution, an internal combustion engine having a combustion chamber to which a hydrogen-enriched fuel is supplied and an electrolytic tank connected to the combustion chamber and in which hydrogen is recovered by electrolysis of water is proposed, which is characterized that monovalent hydroxides are used as electrolyte for electrolysis in a concentration of over 25%. The concentration is preferably more than 28% or more than 30%. In particular, the concentration may be above 32% and 34%, respectively.

[06] Although such high concentrations lead to a relatively aggressive electrolyte with all the associated difficulties. It can also lead to excessive foaming of the electrolyte and thus to a discharge of the catalytically used potassium hydroxide, so that in itself such high concentrations are not used for electrolysis, especially since they do not seem necessary in view of the catalytic function of potassium hydroxide. On the other hand, by a suitable choice of material and by simple structural measures, such as a high height above a liquid level in the electrolysis tank, the aggressiveness and foaming can be countered, with more complex measures, as explained below, can be helpful. By such high concentrations, however, results in an unexpectedly high increase in yield and thus the efficiency.

[07] In particular, the monovalent hydroxides may comprise potassium hydroxide, which, according to experiments by the inventors, leads to a high yield with good controllability of the process.

On the other hand, in particular, sodium hydroxide, under certain circumstances in a mixture with

Potassium hydroxide, applicable. Likewise, however, other monovalent hydroxides, such as lithium, rubidium, cesium, and fruium hydroxide, appear to be suitably applicable. Particularly preferably, the use of only potassium hydroxide as the electrolyte, although traces of other electrolytes may be present, so that even the use of 90% potassium hydroxide as the electrolyte brings corresponding advantages.

[08] As another solution, an internal combustion engine with a combustion chamber to which a hydrogen-enriched fuel is supplied, and with an electrolytic tank, which is connected to the combustion chamber and in which hydrogen is obtained by means of electrolysis of water, proposed by at least one electrode, the metals of VI. or VII. Subgroup, distinguished.

[09] Although the use of nickel anodes in electrolysis is already known per se from DE 36 12 666 A1. However, that such anodes can also be used in conjunction with internal combustion engines, in particular when they are operated via an electrical system of the internal combustion engine, is not suggested by the prior art.

[10] The at least one electrode may have at least one active surface having a carbon content below 0.15%, preferably below 0.025%. By such a degree of purity, on the one hand, a particularly high efficiency can be achieved. On the other hand, such an embodiment of the surface leads to a sufficiently long service life of the electrode, in particular in conjunction with the electrolyte concentrations listed above, wherein such electrodes can also be used advantageously in other electrolytes than potassium hydroxide.

[11] Cumulative or alternatively can have an electrical resistivity at 0,090 Wmm ² m ^"1, preferably less than 0.086 ^{WmnAn" 1,} having at least one of the electrodes. By such a configuration, the efficiency of the electrolysis can be increased surprisingly strong, although this appears irrelevant in the wall thickness of the electrodes and their dimensions in terms of current flow through the electrodes themselves. It is believed that this surprising effect is related to surface reactions facilitated by such low resistivity.

Preferably, both as an anode and as a cathode electrodes with metals of VI. or VII. subgroup used. This allows the simplest possible structure of the electrolysis tank, so that it builds relatively small. This is especially true when an electrode is used both as an anode and as a cathode. Preferably, the one electrode consists essentially of nickel, in particular with a purity of more than 95% or more than 99%, so that any other constituents, in particular also other metals, can only be regarded as impurities. Other metals of the platinum and nickel triad of Viπ. Subgroup can be used to advantage, but are usually much more expensive. Likewise, metals of the iron group as well as the light and heavy platinum group can be used. Also, it has turned out, the chrome and the other metal of the VI. Subgroup can be used as appropriate electrodes. Also in the case of the abovementioned metals, preferably relatively pure metallic structures, if appropriate as joined together, for example sintered single crystals, are used, whereby purities of more than 95% or 99% are also advantageous here.

It is understood that for the electrolysis essentially the electrode surfaces are important. In this respect, the electrodes can be constructed relatively complex and, for example, have a correspondingly coated carrier material. Structurally particularly simple, however, is the use of corresponding plates, it has surprisingly been found that even by planar metallic surfaces, in particular with the features described above in terms of purity and resistivity, a sufficient efficiency can be realized. On the other hand, the electrodes can also be made more complex and comprise, for example, a porous material. Likewise, the electrodes may have further catalytically active layers, such as a suitable porous surface coating or the like. Also, the electrode surfaces may include metal alloys or sintered surfaces of a plurality of different of the aforementioned metals.

The object of the invention also solves an internal combustion engine with a combustion chamber, which is supplied with a hydrogen-enriched fuel, and with an electrolysis tank, which is connected to the combustion chamber and in which hydrogen is obtained by electrolysis of water, which is characterized by that the hydrogen is given behind a throttle valve of the internal combustion engine. In this way it can be very easily and effectively prevented that hydrogen, especially when it is abandoned in the form of oxyhydrogen in the internal combustion engine, enriched in the internal combustion engine. By throttling devices, such as reduced line diameter, it is easy to ensure that too low a pressure does not reach the electrolysis tank. In this way, in particular an excess of foaming can be avoided. On the other hand, this arrangement has the advantage over the task in front of the throttle valve, as disclosed, for example, in DE 28 16 115 A1 or in DE 25 52 841 A1, that sufficient vacuum is available at all times in order to ensure reliable operation of the hydrogen or hydrogen To tap the blast gas, and the negative pressure relatively constant, just independent of the position of the throttle, acts on the electrolysis tank.

In particular, the hydrogen can be given up via a derivative of a brake booster, if such a derivative is present. This has the advantage that no structural changes must be made to the intake manifold of an existing internal combustion engine to provide the hydrogen.

It is understood that alternatively, other connections, especially if they are provided behind the throttle valve of a motor vehicle, can be used. In particular, of course, a new separate connection can be provided. In internal combustion engines without throttle, the hydrogen can be done, for example via the intake port of the air filter. Also, the hydrogen task can be provided immediately behind the air filter. Optionally, the hydrogen can also be given directly to the combustion chamber of the internal combustion engine.

[19] In the present context, directions, ie, for example, "forward" and "rearward" are defined taking into account the flow direction to the combustion chamber of the internal combustion engine.

[20] An internal combustion engine with a combustion chamber, to which a hydrogen-enriched fuel is supplied, and with an electrolytic tank, which is connected to the combustion chamber and in which hydrogen by means of Electrolysis is obtained from water, and a corresponding method for operating such an internal combustion engine solve the task of the invention also independent of the features of the other claims, when the operating temperature of the electrolysis vessel is maintained below 90 ⁰ C.

Although it could be expected at higher temperatures, the hydrogen yield can be increased with the same electrical power, but it has been found that the provision of such high temperatures leads to excessive thermal losses, so that the overall efficiency can be increased by the relatively low temperatures. In particular, corresponding temperatures in internal combustion engines, for example in motor vehicles, are present as waste heat, e.g. as cooling water temperature, available anyway. In addition, due to the relatively low temperatures, the service life of the electrolysis tank increases considerably, in particular, the electrodes barely wear out.

[22] Particularly preferably, an operating temperature of the electrolysis tank below 85 ⁰ C, in particular below 80 ⁰ C, maintained, which is accordingly energetically favorable.

On the other hand, the operating temperature is preferably kept above 60 ⁰ C, or 65 ⁰ C, so as to promote the electrolytic processes.

[24] Preferably, the internal combustion engine has means for generating a negative pressure in the electrolysis tank. Accordingly solves independently of the other features of the present invention, the object of the invention also a method for operating an internal combustion engine with a combustion chamber, which with a

Hydrogen enriched fuel is supplied, and with an electrolysis tank, which is connected to the combustion chamber and in which hydrogen is obtained by electrolysis of water, which is characterized in that

Electrolysis tank maintained a negative pressure and the operating temperature of

Electrolysis vessel below 90 ⁰ C and below 85 ⁰ C, in particular below 80 ⁰ C, is maintained. In particular, the combination of a negative pressure with a lying above 60 ⁰ C or 65 ⁰ C, but 90 ⁰ C, 85 ⁰ C and 80 ⁰ C does not exceed the operating temperature of the electrolysis tank leads to a very favorable for the electrolysis operating environment, the a very high efficiency condition.

[26] In addition, by varying the negative pressure, the amount of hydrogen provided via the electrolysis can be controlled very easily. Depending on the specific embodiment, the internal combustion engine can thus be operated without significant further control mechanisms, since generally the negative pressure is a measure of the requirement and consumption of the internal combustion engine to fuel and thus the amount of hydrogen that is provided by the electrolysis, readily the required amount of hydrogen corresponds.

[27] Depending on the concrete implementation of the present invention, the negative pressure may also be provided by additional means for providing a negative pressure, such as a pump. Also, the hydrogen or the oxyhydrogen may optionally be temporarily stored in a reservoir and dosed from the internal combustion engine can be made available. The negative pressure can reach into the vacuum range, taking into account the other boundary conditions. Thus, pressures down to 0.0001 bar (10 Pa) are sensible in order to minimize the electrical energy required for the electrolysis, with a final balance between the required electrical energy and the energy required to provide the negative pressure.

By appropriate choice of the temperature, the negative pressure, the concentration of the electrolyte and the current can be ensured that the electrolyte in the electrolysis vessel pearls uniformly. Herein, in the present context, the term "beads of a liquid" describes a state of the liquid in which it is traversed by small, relatively regularly rising gas bubbles in the liquid are to be distinguished also clearly from the state in which these are bubbled by chaotic gas bubbles, which connect and possibly even share again interspersed. Accordingly, the object according to the invention also achieves a method for operating an internal combustion engine with a combustion chamber, to which a hydrogen-enriched fuel is supplied, and with an electrolysis tank, which is connected to the combustion chamber and in which hydrogen is obtained from water by means of electrolysis, which is characterized in that the electrolyte bubbles in the electrolysis tank at least at selected times.

[30] In this case, the pearl has the advantage that the electrolysis can proceed uniformly and undisturbed. In particular, in chaotic conditions, the electrolysis is disturbed by the excess of gas bubbles, which also reach the electrodes, apparently so that the yield and thus the effectiveness decrease.

[31] Preferably, the electrolyte boils easily, in the present context the term "boiling" describes the electrolyte per se in its state of aggregation, independently of the electrochemical reaction of the electrolysis, so that during boiling gases escape even without power from the interior of the liquid and in the form of bubbles reach the surface by selecting the remaining boundary conditions, such as temperature, negative pressure, concentration of the electrolyte, accordingly.

[32] The electrolyte preferably also pearls during boiling, so that the electrolysis is not disturbed by the gas bubbles produced in the interior of the liquid. It has been found that, especially in light boiling, the overall efficiency of the internal combustion engine can be advantageously increased. In this case, it is assumed that the transport of the electrolytically formed gases away from the electrodes is promoted by the slight boiling.

[33] Also, the slight boiling apparently causes water molecules to be discharged with the formed hydrogen and the formed oxygen. It is assumed that these water molecules, as well as the water molecules provided by the oxyhydrogen gas reaction, are advantageous for a reduction of the pollutants in the exhaust gases of an inventive internal combustion engine. The fact that the water molecules are already in gaseous form and are generated by waste heat and possibly by the already provided by the internal combustion engine vacuum, thereby the Energy balance of the internal combustion engine charged only insignificantly. In this respect, it is understood that provided in this way water molecules can also be advantageous for an internal combustion engine independently of the other features of the present invention.

[34] In particular, by the beads, but also by the slight boiling, it comes with suitable electrolytes, for example in potassium hydroxide, but also in other electrolytes to form foam. Here, the amount of foam formed depends essentially on the degree of bubble formation. Thus, if the electrolyte boils in such a way that a chaotic bubble formation occurs, very large bubbles are formed, which also foam up to a very high degree. The latter can lead to the fact that more electrolyte is discharged from the electrolysis tank, which is why cooking of the electrolyte, which leads to a chaotic bubble formation should also be avoided as far as possible.

[35] On the other hand, a small amount of foam on the surface of the electrolyte has been found to be advantageous. As a result, both hydrogen and oxygen are cached for a short time, so that they are available in the short term at an increased demand by the combustion in a sufficient degree. In this case, a control of the electrolysis on the negative pressure of the internal combustion engine proves to be particularly advantageous since a pressure reduction, which corresponds directly to an increased demand in an internal combustion engine, correspondingly directly provides hydrogen and oxygen.

[36] It is understood that the electrolysis may optionally be controlled differently. In particular, it can also be controlled in addition, for example by a λ-probe. In this case, in particular, a supplementary control is advantageous, since the vacuum control may possibly only detect certain operating states, in particular only very short-term operating states, while a supplementary control can then intervene accordingly in the long term. Thus, for example, in the case of continuous operation under full load, a readjustment, if necessary controlled by a λ-probe or the like, can take place. However, the regulation on the negative pressure has the great advantage that can largely be dispensed with electronics. [37] It is understood that the foam described above is also advantageous independently of the other features of the present invention. Accordingly, the object according to the invention also solves a method for operating an internal combustion engine having a combustion chamber, to which a hydrogen-enriched fuel is supplied, and to an electrolysis tank, which is connected to the combustion chamber and in which hydrogen is recovered by means of electrolysis from water, which thereby characterized in that the electrolyte in the electrolysis tank is covered at least at selected times by a foam layer formed by it.

[38] In this case, depending on the specific operation of the foam layer also serve to return an excess of water molecules, which has passed into the gaseous phase, back again. In the foam layer, the gases can easily cool down so that the water molecules can already condense there accordingly. Likewise, ions entrained in the foam layer can be trapped and returned as the bubbles of the foam burst and the liquid shell falls back.

[39] Preferably, the internal combustion engine has means for retaining an electrolyte foam, such as a filter. This makes it possible to operate the internal combustion engine within slightly more generous operating conditions and still keep the risk that unnecessarily electrolyte, especially water, is discharged, kept within limits. Accordingly, such a retaining device is also independent of the other features of the present invention for internal combustion engines with a combustion chamber, which is supplied with a hydrogen-enriched fuel, and with an electrolysis tank, which is connected to the combustion chamber and in which hydrogen is obtained by electrolysis of water, advantageous.

[40] In particular, the retaining device may also comprise a gas outlet opening in a foam space wall. Experience has shown that foam is difficult to penetrate a narrow opening, so that the foam bubbles tend to penetrate through the Opening to burst. In this way structurally particularly simple, a restraint device can be provided.

[41] Cumulatively or alternatively, a moisture separator may be provided.

In this respect, this is also independent of the other features of the present invention for internal combustion engines with a combustion chamber, which is supplied with a hydrogen-enriched fuel, and with an electrolysis vessel, which with the

Combustion chamber is connected and in which hydrogen is obtained by electrolysis of water, correspondingly advantageous. In this case, the moisture separator may be formed, for example, by condensation plates or cooled tubes. It is also possible to provide only a slightly cooler space than moisture separator.

[42] Preferably, the moisture separator is disposed behind a means for retaining an electrolyte foam. In this way, the moisture separator is not burdened by an excess of liquid and can fulfill its main task of intercepting water droplets or an excess of water vapor, correspondingly advantageously.

[43] A compact design follows when the moisture separator is placed in the electrolysis tank. In a similar way, the components which are relevant for the present invention can essentially be combined into a single module of the electrolysis container. This then only needs to be connected to the rest of the internal combustion engine accordingly.

[44] Preferably, the moisture separator comprises means for recycling the separated moisture which are connected to the electrolysis space. In this way, the moisture can be recycled, so that the running times of the internal combustion engine according to the invention can be optimized.

[45] The moisture separator can have a refilling opening, via which, in particular, water can be introduced into the electrolysis container. In this way, any residues of electrolyte can be flushed back into the electrolysis tank during refilling. Although could be refilled via such refilling electrolyte. However, since it is advantageous to provide a separate water tank, the refilling of electrolyte should preferably be via separate openings.

[46] In this case, if a separate water tank is used, the refill can preferably be carried out by means of a pump, by means of which a corresponding quantity can be refilled with precision. For this purpose, preferably, a corresponding level measurement is carried out, in particular via a capacitive level sensor, which consumes very little energy and can also be configured very robust even with the electrolytes used.

[47] The electrolysis tank preferably has a housing made of polypropylene. Such a housing proves to be reliable long-term stability especially in potassium hydroxide and / or under the selected operating conditions.

[48] In the present context, it is understood that the hydrogen does not have to be available at all operating times of the internal combustion engine. In particular, when starting or at a standstill thus no electrolysis takes place. Since the improvements in efficiency in any case beat only for longer maturities to book, the electrolysis, for example, can only start when the internal combustion engine has reached its operating temperature. Then a possibly discharged battery is also recharged and the current load through the electrolysis does not damage the rest of the system of the internal combustion engine. Also, the temperatures are then readily available for efficient electrolysis. Accordingly, the wording is to be understood that certain operating conditions should be present at selected times. It goes without saying that also at other given times the corresponding operating conditions can be left for a short time. For example, in overload situations, e.g. at short-term considerable acceleration, quite a foaming or chaotic boiling of the electrolyte can be accepted.

[49] Preferably, the internal combustion engine is operated such that the water equivalent of the amount of generated hydrogen between 0.1% and 10%, in particular between 0.2% and 5%, corresponds to spent fuel. [50] Such a mode of operation ensures that the hydrogen, or also the corresponding explosive gas, merely represents the support of incineration and not the main supplier of energy. In this way, the energetic benefits of better combustion can compensate for the energy needed for the electrolysis. This is no longer guaranteed with an excess of water consumption. It is understood that such an operation is independent of the other features of the present invention for a method for operating an internal combustion engine with a combustion chamber, which is supplied with a hydrogen-enriched fuel, and with an electrolytic tank, which is connected to the combustion chamber and in which hydrogen is obtained by means of electrolysis of water, is correspondingly advantageous.

[51] It is particularly advantageous if the hydrogen of the internal combustion engine is at least partially charged in the form of oxyhydrogen gas, that is to say in the presence of oxygen, preferably in the stoichiometric ratio of 2 parts of hydrogen to one part of oxygen. It goes without saying that the complexity of the combustion process in practice can lead to only a part of the blast gas being subjected to the corresponding detonating gas reaction during combustion. Likewise, under normal circumstances due to the presence of further oxidizing agents, in particular of atmospheric oxygen, oxygen and hydrogen will not be present in the stoichiometric ratio of the oxyhydrogen gas reaction in the entire medium subject to combustion. Due to the task at least partially in the form of oxyhydrogen gas, however, it seems to come before the actual combustion to a favorable addition of hydrogen and oxygen to each other, so that correspondingly advantageously a detonating gas reaction can take place.

[52] The present invention is particularly suitable for internal combustion engines, in which carbon-containing fuels with the addition of an oxidizing agent, in particular with the addition of atmospheric oxygen, are burned. In the present context, the term "internal combustion engine" is understood to mean any engine in which mechanical force or mechanical torque is made available by means of a redox reaction, which in particular also means a slower combustion reaction Includes explosion. In particular, the present invention is thus suitable for powered by gasoline, diesel or LPG of any kind internal combustion engines. Also, bio-fuel is better implemented by the present invention. In particular, it can be used in conjunction with injection engines, including mono-injectors and direct-injection engines, turbo engines. In particular, in addition to the improvement of reciprocating engines, such as gasoline or diesel engines, the present invention can also serve to improve rotary engines or turbines accordingly.

[53] In the present context, the term "electrolyte" refers to any medium from which hydrogen can be supplied by means of electricity, but in particular an electrolyte according to the invention may be in liquid form and is preferably composed of water in which ions, for example potassium ions and OH ^" - Groups are enriched to close the circuit.

Preferably, a housing made of irreversibly crosslinked plastic, preferably made of synthetic resin or polypropylene (PP), is used as the electrolysis tank, so that a sufficient fatigue strength and, in particular, tightness can be ensured in comparison with the electrolytes used.

[55] Further advantages, objects and characteristics of an internal combustion engine according to the invention are explained with reference to the following description of the appended drawing.

[56] In the drawing show:

Figure 1 is a schematic representation of an inventive

Internal combustion engine; Figure 2 is a schematic detail of the electrolysis tank of

Internal combustion engine according to Figure 1; Figure 3 is a schematic detail of another electrolysis tank in

Section along the line IH-III in Figure 4;

Figure 4 is a section through the electrolysis tank of Figure 3 taken along the line IV-IV in Figure 3; Figure 5 is a section through the electrolysis tank of Figures 3 and 4 along the

Line V-V in Figure 4; and FIG. 6 shows a section through the electrolysis container according to FIGS. 3 to 5 along the

Line VI-VI in Figure 5.

[57] The internal combustion engine shown schematically in Figure comprises a piston engine 1 with a cylinder 2, in which in a known manner a piston 3, which is supported by a connecting rod 4 on a crankshaft 5, reciprocates and thereby drives the crankshaft 5. The energy required for this purpose is obtained by a combustion process within a combustion chamber 6 in the cylinder 2.

The fuel required for the combustion process is supplied to the combustion chamber 6 via an intake 7, wherein in this embodiment, the amount of fuel is metered via a throttle valve 8. In this embodiment, the intake manifold is also provided behind the throttle valve 8, a connection 9 for a brake booster (not shown).

[59] An electrolysis tank 10 (see in particular FIG. 2) is additionally connected to the brake booster connection 9. The electrolysis tank 10 is in turn connected to a water reservoir 11 via a supply line 12 and connected via connecting lines 13, 14 to a battery 15 which is part of a power supply for the engine 1 in a known manner and via an alternator (not shown) of the motor 1 fed becomes.

The electrolysis tank 10 is filled with a saturated potassium hydroxide solution 16, provided by the electrolysis and the intake manifold 7 supplied hydrogen and oxygen lead to a corresponding reduction of water in the electrolysis tank 10, which is replaced by the supply line 12 from the water reservoir 11 ,

[61] Within the electrolytic tank 10, there are seven electrodes 17 formed as plates and arranged in parallel with each other. One of the two outer plates 17 is connected to the positive pole 18 of the battery 15, which has a voltage of about 12 V in this embodiment, while the other of the two outer plates 17 with the negative pole 19 is connected. The remaining plates 17 are arranged substantially equidistantly between the two outer plates 17. In this way, a voltage gradient of each forms between the plates 17, so that in each case approximately 2 V voltage applied between the respectively opposite electrode surfaces.

[62] It is also possible to arrange only correspondingly 6 electrodes without substantial impairment. At higher output voltages, for example at about 24 V, in particular, for example, for trucks, on the other hand, much more electrodes are recommended, in which case optionally the area of the electrodes can be reduced. On the other hand, lower output voltages, for example in the region around 6 V, in particular for motorcycles, can also be used, since a smaller number of electrodes may make sense. It is understood in the present context that the voltages do not necessarily have to reach exactly these values, since here the corresponding voltages, which are specified by the respective internal combustion engines, can be used advantageously. Accordingly, in particular voltages between 5 V and 48 V, preferably between 5 V and 8 V, especially for motorcycles, between 11 V and 15 V, especially for motor vehicles, and between 22 V and 30 V, especially for trucks, preferably be used ,

[63] In this embodiment, the electrodes are made of nickel with the DIN designation LC-Ni99 (Ni 201).

[64] At a sufficient distance above the liquid level 20, a first filter stage 21 is provided, so that below the filter stage 21, a free space is formed, which can be used as a foam space 22. In a second filter stage 23, any electrolyte residues, in particular potassium hydroxide components, which are possibly entrained by the electrolytically generated hydrogen or oxygen, can be trapped. In a moisture absorber 24 finest water droplets can be intercepted, so that only gases get into the engine 1. In this way, moreover, losses of electrolyte are largely avoided, with any potassium hydroxide components can be rinsed back through the water when it is replaced via the supply line 12. Thus, losses of electrolytes can be minimized. For operation of the internal combustion engine, the gas mixture produced is sucked in via the intake manifold 7, wherein the electrolysis vessel is heated to about 75 ⁰ C. Due to the negative pressure and the current flow, pearl-shaped gas bubbles of hydrogen, oxygen and water are formed, since conditions are chosen in which the electrolyte boils easily. As a result, a fine-bubble foam is provided in the foam space 22, which temporarily stores oxyhydrogen for short-term requirements of a particularly large amount of hydrogen or oxygen.

[66] The electrolysis tank 50 shown in FIGS. 3 to 6 can be used instead of the electrolysis tank 10 of FIGS. 1 and 2, by having its outer electrodes 52 and 54, respectively, of a further three electrodes 56 comprising nickel plates arranged in parallel with the DIN Designation LC-Ni99 (Ni 201) via terminals 58 to the battery 15 (Figure 1) and gas outlets 60 are connected to the intake manifold 7 (Figure 1).

[67] The electrolysis tank 50 is double-walled, wherein the inner wall 62 encloses an electrolysis space, in which the electrodes 52, 54, 56 are arranged. The outer wall 64 encloses on the one hand a supply of water 66 and on the other hand a

Moisture separation space 68. Water supply 66 and moisture separation space 68 are separated by a wall 70 having two passages 72 through which water and electrolyte can be transferred from the moisture separation space 68 into the water supply 66. In this case, water via a refill 74, which with a

Closure 76 is closed, refilled. Any electrolyte which is in the

Moisture deposition chamber 68 is deposited by the refilling in the

Water supply 66 backwashed. Potassium hydroxide may be via separate refill openings 78

(numbered only by way of example), which are each closed also closures 80 (only exemplified), are refilled.

[68] Water can also flow from the water reservoir 66 to the electrodes 52, 54, 56 via equalizing openings 82. The flow direction minimizes the loss of electrolyte. For this reason, the compensation openings 82 are also formed relatively small. Alternatively or additionally, by membranes or similar measures to minimize backflow of electrolytes. Likewise, each gap between the electrodes 52, 54 56 only a compensation opening 82 is provided, which are also mutually arranged so that short circuits can be avoided as possible.

[69] Above the electrolyte, a foam space 84 is also formed in this exemplary embodiment, in which, in particular, oxygen and hydrogen can be temporarily stored and, if appropriate, also mixed to form oxyhydrogen gas. In the inner wall gas outlet openings 86 are arranged (numbered example), which extend into the foam space 84, wherein the constriction caused thereby serves as a retaining means for the foam - and in particular for the electrolyte which forms the foam. The gas outlet openings 86 open into the moisture deposition space 68, in which residual electrolyte can be deposited. Likewise, moisture can separate there and the lane, hydrogen, oxygen and possibly also water molecules mix intimately before they leave the electrolysis tank 50 via the gas outlets 60.

[70] The electrolytic tank 50 is disposed in the vicinity of the engine 1 so that the waste heat of the engine 1 is appropriately tempered.

Claims

claims:

An internal combustion engine having a combustion chamber to which a hydrogen-enriched fuel is supplied and an electrolytic tank connected to the combustion chamber and in which hydrogen is recovered by electrolysis of water, characterized by monovalent hydroxides as electrolytes for electrolysis in a concentration over 25%.

2. Internal combustion engine according to claim 1, characterized by monovalent hydroxides as electrolyte for electrolysis in a concentration of about 28%.

3. Internal combustion engine according to claim 2, characterized by monovalent

Hydroxides as electrolyte for electrolysis in a concentration of over 30%.

4. Internal combustion engine according to one of the preceding claims, characterized in that the monovalent hydroxides comprise potassium hydroxide.

5. internal combustion engine according to, characterized in that as monovalent hydroxide to more than 90% potassium hydroxide is used.

6. internal combustion engine with a combustion chamber, which is supplied with a hydrogen-enriched fuel, and with an electrolysis vessel, which is connected to the combustion chamber and in which hydrogen is obtained by electrolysis of water, in particular according to one of the preceding claims, characterized by at least one

Electrode Metals of the VI. or VII. subgroup contains.

7. Internal combustion engine according to claim 6, characterized in that the one electrode has at least one active surface with a carbon content below 0.15%.

8. Internal combustion engine according to claim 7, characterized in that the

Carbon content is below 0.025%.

9. Internal combustion engine according to one of claims 6 to 8, characterized in that the one electrode has a specific electrical resistance below 0.090 WmmV, preferably below 0.086 WmmV.

10. internal combustion engine one of claims 6 to 8, characterized in that both as an anode and as a cathode electrodes with metals of the VI. or

Vn. Subgroup can be used.

11. internal combustion engine according to claim 10, characterized in that an electrode is used both as an anode and as a cathode.

12. Combustion engine according to one of claims 6 to 11, characterized in that the one electrode consists essentially of nickel, preferably with a purity of more than 95%.

13. Internal combustion engine with a combustion chamber, which is supplied with a hydrogen-enriched fuel, and with an electrolysis tank, which is connected to the combustion chamber and in which hydrogen is obtained by electrolysis of water, in particular according to one of the preceding claims, characterized in that the Hydrogen is abandoned behind a throttle valve of the internal combustion engine.

14. Internal combustion engine according to claim 13, characterized in that the hydrogen is fed via a derivative of a brake booster.

15. Internal combustion engine with a combustion chamber, which is supplied with a hydrogen-enriched fuel, and with an electrolysis tank, which is connected to the combustion chamber and in which hydrogen is obtained by electrolysis of water, in particular according to one of the preceding claims, characterized by a

Operating temperature of the electrolysis tank below 90 ⁰ C.

16. Internal combustion engine according to claim 15, characterized by an operating temperature of the electrolysis vessel below 85 ⁰ C, in particular below 80 ⁰ C.

17. Internal combustion engine according to claim 15 or 16, characterized by means for generating a negative pressure in the electrolysis tank.

18. Internal combustion engine with a combustion chamber, which with a

Hydrogen-enriched fuel is supplied, and with an electrolysis vessel, which is connected to the combustion chamber and in which hydrogen is obtained by electrolysis of water, in particular according to one of the preceding claims, characterized by means for retaining an electrolyte foam.

19. Internal combustion engine according to claim 18, characterized in that the retaining device comprises a filter.

20. Internal combustion engine according to claim 18 or 19, characterized in that the retaining device comprises a gas outlet opening in a foam space wall.

21 internal combustion engine with a combustion chamber, which is supplied with a hydrogen-enriched fuel, and with an electrolysis vessel, which is connected to the combustion chamber and in which hydrogen is obtained by electrolysis of water, in particular according to one of the preceding claims, characterized by a

Moistures.

22. Internal combustion engine according to claim 21, characterized in that the moisture separator is arranged behind a device for retaining an electrolyte foam.

23. Internal combustion engine according to claim 21 or 22, characterized in that the moisture separator is arranged in the electrolysis tank.

24. An internal combustion engine according to any one of claims 21 to 23, characterized in that the moisture separator comprises means for recycling the separated moisture, which are connected to the electrolysis space comprises.

25. Internal combustion engine according to any one of claims 21 to 24, characterized in that the moisture separator has a refill opening, via which in particular water can be given to the electrolysis container having.

26. A method for operating an internal combustion engine with a combustion chamber, which is supplied with a hydrogen-enriched fuel, and with an electrolysis tank, which is connected to the combustion chamber and in which hydrogen is obtained by electrolysis of water, in particular according to one of the preceding claims, characterized in that an electrolyte bubbles in the electrolysis vessel at least at selected times.

27. The method according to claim 26, characterized in that the electrolyte boils at least at selected times.

28. A method for operating an internal combustion engine with a combustion chamber, which is supplied with a hydrogen-enriched fuel, and with an electrolysis tank, which is connected to the combustion chamber and in which hydrogen is obtained by electrolysis of water, in particular according to one of the preceding claims, characterized in that maintained in the electrolysis tank, a negative pressure and the operating temperature of the electrolysis vessel is maintained below 90 ⁰ C.

29. Internal combustion engine according to claim 28, characterized by an operating temperature of the electrolysis vessel below 85 ⁰ C, in particular below 80 ⁰ C.

30. A method for operating an internal combustion engine with a combustion chamber, which is supplied with a hydrogen-enriched fuel, and with an electrolysis vessel, which with the combustion chamber in which hydrogen is obtained by means of electrolysis of water, in particular according to one of the preceding claims, characterized in that an electrolyte in the electrolysis vessel is covered at least at selected times by a foam layer formed by him.

31. A method for operating an internal combustion engine with a

Combustion chamber, which is supplied with a hydrogen-enriched fuel, and with an electrolysis tank, which is connected to the combustion chamber and in which hydrogen is obtained by electrolysis of water, in particular according to one of the preceding claims, characterized in that the water equivalent of the amount produced hydrogen corresponds to between 0.1% and 10% of spent fuel.

32. The method according to claim 31, characterized in that the water equivalent of

Amount of hydrogen produced corresponds between 0.2% and 5% of spent fuel.

33. Internal combustion engine or method for operating a

Internal combustion engine according to one of the preceding claims, characterized in that the hydrogen of the internal combustion engine is at least partially abandoned in the form of oxyhydrogen gas.

34. Internal combustion engine or method for operating an internal combustion engine according to any one of the preceding claims, characterized in that the fuel comprises carbonaceous fuels which are burned with the addition of an oxidizing agent.

35. Internal combustion engine or method for operating an internal combustion engine according to one of the preceding claims, characterized in that the electrolysis via an electrical system of

Internal combustion engine is operated.

36. Internal combustion engine or method for operating an internal combustion engine according to claim 35, characterized in that the electrolysis is operated with a voltage between 5 V and 48 V.

37. Internal combustion engine or method for operating an internal combustion engine according to claim 36, characterized in that the

Electrolysis with a voltage between 5 V and 8 V, between 11 V and 15 V or between 22 V and 30 V is operated.

38. Internal combustion engine or method for operating an internal combustion engine according to any one of the preceding claims, characterized in that the electrolysis container comprises a housing of irreversibly cross-linked

Plastic, preferably made of synthetic resin or polypropylene (PP) comprises.