GB2124298A - Hydrogen fuelled I.C. engine - Google Patents
Hydrogen fuelled I.C. engine Download PDFInfo
- Publication number
- GB2124298A GB2124298A GB08205510A GB8205510A GB2124298A GB 2124298 A GB2124298 A GB 2124298A GB 08205510 A GB08205510 A GB 08205510A GB 8205510 A GB8205510 A GB 8205510A GB 2124298 A GB2124298 A GB 2124298A
- Authority
- GB
- United Kingdom
- Prior art keywords
- hydrogen
- fuel
- engine
- gaseous
- carburettor
- Prior art date
- Legal status (The legal status 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 status listed.)
- Withdrawn
Links
Classifications
-
- 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
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
Liquid hydrogen is vaporised and expanded in heat exchanger heated by exhaust gas and pumped to a carburettor where it mixes with air prior to engine induction. Alternatively, gaseous hydrogen, supplied from a tank, is introduced into the carburettor without previous expansion or heating. Descriptive reference is made to associated hardware e.g. tanks, filters, stop valves, expander etc.
Description
SPECIFICATION
Liquid hydrogen, gaseous air, internal combustion reciprocating piston engine, and related systems 1. Liquid Hydrogen Fuel Tanks
Contents of tanks includes, liquid hydrogen, temperature sensors, volume sensors.
Information from the sensors is carried to a micro processor which works out what approximate pressure is within fuel tank. The information on fuel tank temperature, fuel volume, and tank pressure is then fed from micro processor to instrumentation on flight deck.
Dump of fuel in an emergency situation is provided for by selection and dumping of fuel tanks. As the tanks are located in a compartment in the fuselage, they can be readily ejected from aircraft upon opening of ejection hatch (normally used for access to, and loading of, fuel tanks), decoupling of selected tanks both electrically and fuel wise, then tanks, which are mounted on spring loaded rails can be released. Upon jettison of tanks from aircraft, parachutes on the fuel tanks will open to reduce impact of landing. Each tank is equipped with three parachutes. Upon disconnection of fuel tanks fuel wise, the tank is made to seal against leakage.
2. Filters
Filters are of large surface area (40 mm x 40 mm approximately), plate form, or similar surface area multi stage wire form. Large surface area helps to reduce the dynamic load per unit area, thereby helping prevent breakage of filter at very low temperatures. The dynamic load is caused by the flow of liquid hydrogen. Filter will remove any excessively large (in bodily size) contaminants from fuel. Along the flow line that the filters occupy are pressure sensitive membranes which, in the event of one of the filters becoming blocked, there will be a pressure build up on one membrane until it breaks. This will allow fuel to pass through onto the other filter.
Should the second filter become blocked soon after the first, then pressure on another membrane will cause the said membrane to break and allow fuel to flow unfiltered to the rest of the system.
Indication is given, both on flight deck and on filters, that change over and override of filters has occurred when it occurs.
Filters are made easy to change by simple fitment.
3. Stop Valve
Stop valve is manually controlled to either switch on or close down fuel supply system. When stop valve is closed, the flow of fuel from fuel tanks is completely stopped.
4. Flow Control Valve
The flow control valve can never be completely closed, even with throttle selected fully closed.
Flow control valve meters flow of fuel from fuel tanks to expander. Flow control valve is mechanically linked with controls governing variable speed feed pump, the throttle lever, and the air inlet valve to carburettor, so that upon setting of throttle lever to reduce engine speed, the flow control valve closes down, the variable speed feed pumps slows down, the air control valve to carburettor, thereby ailowing engine to slow down, and the reverse is true for engine speed increase.
The flow control valve is in the form of a sliding plate inside a pressure body.
5. Expander
The expander converts liquid hydrogen into warm hydrogen gas. The expander is in the form of a coiled tube, which, at the liquid hydrogen end is small in internal diameter, as the tube goes towards the gas end, the internal diameter increases. The expander tube is mounted within a chamber which is fed with hot exhaust water vapour from the engine. The complete unit is insulated on the outside against heat loss.
The amount of exhaust vapour fed to the expander can be varied according to the temperature of the gas drawn from the expander.
The temperature of the gas is monitored by sensitive Pyrometers. Information from pyrometers is fed to a servo motor via an amplifier circuit. The servo motor alters the amount of exhaust water vapour passed around expander.
6. Variable Speed Feed Pump
Variable speed feed pump is used to draw liquid gas through expander by drawing either on gaseous hydrogen or by causing a partial vacuum.
When fuel does reach pump, pump then charges carburettor. The variable speed feed pump is electrically driven.
7. Air Supply to Carburettor for Fuel Mixing
Air enters the air supply system either by impeller or simply by engine induction. At low altitude (high atmospheric pressure), the air passes directly into carburettor.
At higher altitudes (lower atmospheric pressure), the impeller is brought into operation to supply the engine with as much air mass as is necessary to keep the engine running.
The impeller is electrically powered, and can be made to vary its output. The impeller is triggered into operation by pressure activated switches, and made to vary its output by pressure sensitive control devices. "Pressure" meaning atmospheric pressure.
The air intake is heated by bleed exhaust to prevent ice forming on air intake.
8. Carburettor
On the induction stroke of the engine, air and gaseous hydrogen are drawn into the carburettor from, the air intake and the output from variable speed feed pump.
The two gases are mixed in a swirl chamber, which while remaining stationary, induces the travelling gas to mix by virtue of strategically placed fins in the carburettor tube.
9. Safety Factors
a. Engine over heat warning and working temperature indicator.
b. Engine over-speed warning, and revolutions per minute indicator.
c. Expander 'exit' gas temperature warning and indicator, over heat and under heat.
d. Air impeller temperature, and output pressure indicators and warnings.
e. Fuel tanks capacity and temperature indicators and warnings. Warning of over pressurization of fuel tanks is supplied by micro processor when necessary.
f. Variable speed feed pump output pressure indicator.
g. Fuel filter blockage and change over indicators, including "LINE OPEN" function, i.e.
"NO FILTER" indicator.
h. All above indicators and warning devices have built in early warning factors to allow time between shut down of system and stop of system
Upon shut down of system the machine does not stop immediately, so upon selection of system shut down, the machine will continue to function for a short period, this is why there must be early warning.
i. CO2 discharge into fuel tanks bay prior to dump of fuel tanks to inhibit fire or explosion. CO2 tanks to be fitted with "armed and ready" indicators, contents indicators, and circuit test facility.
The CO2 extinguisher system is bonded electrically to airframe.
The CO2 fuel tank bay fire extinguisher system has not yet been tested for full function safety, though it is intended that this will be done before flight test.
j. Fuel leak, and fire detection, and extinguishing units are fitted in fire risk areas. All detection and extinguishing equipment is fitted with "armed and ready" check, automatic discharge of extinguishers upon detection of fire, and a manual override on all equipment.
All extinguishers to indicate their contents and indicate (on extinguisher and on flight deck) whether or not they have been discharged, even partly.
k. All aircraft components (systems, structures and Engine) are bonded electrically to airframe, thus complete aircraft systems, airframe and engine are connected electrostatically.
I. The Expander is fitted with a pressure sensor to give indication of pressure and give warning of over-pressurization, and under-pressurization.
10. Other Notes
a. Engine is electrically started from an onboard battery.
b. The engine drives two generators for service to systems and for battery charging.
c. The engine can either be air or water cooled.
d. The fuel supply system can be modified to be fed from a primary fuel source of gaseous
hydrogen, as opposed to liquid hydrogen. This
would mean the exclusion from the supply system
of the following.
1. Fuel volume sensors in fuel tank.
2. Micro processor.
3. Fuel tank volume indicator on flight deck.
4. Expander unit.
5. Gas temperature pyrometers (which would monitor temperature of gas from already removed expander).
6. Amplifier circuit and servo motor, which is normally used for variation of exhaust vapour fed to expander chamber.
7. Variable speed feed pump.
Safety Factor Exclusions
1. Expander 'exit gas temperature warning and indicator.
2. Warning of fuel tank over pressurization will not be supplied by micro processor.
3. Expander pressure sensors.
Inclusions to Supply System, for a Primary Source of Gaseous Hydrogen as Follows.
1. Fuel tank pressure sensors and indicators.
Safety Factor Inclusions
1. Fuel tank pressure indicator and over pressure warning are supplied by signals from a transducer in fuel tank.
Statement as to How Liquid Hydrogen System and
Engine Differs from Existing Engines and Fuel
Supply Systems
1. The invention uses liquid hydrogen as its primary fuel as opposed to other fuels used by other engines and fuel supply systems, i.e. fossil fuels such as oil-petroleum, coal, and others like natural and manufactured gases.
2. The invention uses its own exhaust directly to convert is primary fuel source of liquid hydrogen to a gaseous hydrogen by means of an expander, as described in this specification.
Statement as to How the Gaseous Hydrogen Fuel
Supply System and Engine Differs from Existing
Engines and Fuel Supply Systems
1. The invention uses gaseous hydrogen as its primary fuel source, as opposed to other fuels used by other engines and their fuel supply systems, i.e. fossil fuels such as oil-petroleum, coal, and natural and manufactured gases.
Claims (3)
1. Gaseous hydrogen from fuel tanks go through filters to remove non solution contamination.
2. Gas hydrogen goes from filter to be regulated, then mixed with air in carburettor.
3. From carburettor the mixed gases go for burning in the engine to produce mechanical energy.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
GB08205510A GB2124298A (en) | 1982-02-25 | 1982-02-25 | Hydrogen fuelled I.C. engine |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
GB08205510A GB2124298A (en) | 1982-02-25 | 1982-02-25 | Hydrogen fuelled I.C. engine |
Publications (1)
Publication Number | Publication Date |
---|---|
GB2124298A true GB2124298A (en) | 1984-02-15 |
Family
ID=10528592
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
GB08205510A Withdrawn GB2124298A (en) | 1982-02-25 | 1982-02-25 | Hydrogen fuelled I.C. engine |
Country Status (1)
Country | Link |
---|---|
GB (1) | GB2124298A (en) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0754844A1 (en) * | 1995-07-19 | 1997-01-22 | MAN Nutzfahrzeuge Aktiengesellschaft | Process for reducing the nitrogenoxides in hydrogen engines |
EP1336738A3 (en) * | 2002-02-14 | 2003-12-17 | Bayerische Motoren Werke Aktiengesellschaft | Device for introducing fuel in an internal combustion engine |
Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB490893A (en) * | 1937-12-29 | 1938-08-23 | Alessandro Beldimano | A method of and means for operating internal combustion engines by injection of pre-compressed hydrogen gas |
GB1332024A (en) * | 1971-02-22 | 1973-10-03 | Lng Services Inc | Fuel system for land vehicle power plant |
US3799124A (en) * | 1972-05-05 | 1974-03-26 | Pollution Free Power Corp | Hydrogen engine and method of fueling same |
US3948224A (en) * | 1970-04-22 | 1976-04-06 | Knapp Edward M | System to prevent pollution of atmosphere |
-
1982
- 1982-02-25 GB GB08205510A patent/GB2124298A/en not_active Withdrawn
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB490893A (en) * | 1937-12-29 | 1938-08-23 | Alessandro Beldimano | A method of and means for operating internal combustion engines by injection of pre-compressed hydrogen gas |
US3948224A (en) * | 1970-04-22 | 1976-04-06 | Knapp Edward M | System to prevent pollution of atmosphere |
GB1332024A (en) * | 1971-02-22 | 1973-10-03 | Lng Services Inc | Fuel system for land vehicle power plant |
US3799124A (en) * | 1972-05-05 | 1974-03-26 | Pollution Free Power Corp | Hydrogen engine and method of fueling same |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0754844A1 (en) * | 1995-07-19 | 1997-01-22 | MAN Nutzfahrzeuge Aktiengesellschaft | Process for reducing the nitrogenoxides in hydrogen engines |
EP1336738A3 (en) * | 2002-02-14 | 2003-12-17 | Bayerische Motoren Werke Aktiengesellschaft | Device for introducing fuel in an internal combustion engine |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US8128739B1 (en) | System and method to make a fuel tank inert | |
US4378920A (en) | Combustibly inert air supply system and method | |
US7219510B2 (en) | Cooling system for an on-board inert gas generating system | |
US8015838B2 (en) | On-board inert gas generation turbocompressor systems and methods | |
SU921459A3 (en) | Emergency hydraulic power system for an aircraft | |
US4066386A (en) | Priming systems for pumps | |
EP3549871B1 (en) | Micro-auxiliary power unit | |
CA2928049C (en) | Environmental control system mixing cabin discharge air with bleed air during a cycle | |
US20240209754A1 (en) | Method for operating a flight-propulsion system | |
US3426527A (en) | Starting system for gas turbine engines | |
GB2124298A (en) | Hydrogen fuelled I.C. engine | |
US3107988A (en) | Liquid vapor separator | |
US2788063A (en) | Fluid flow controls | |
US2763985A (en) | Fuel control for turbine driven compressor unit | |
US4509325A (en) | Turbine engine cold temperature starting system | |
CN205720462U (en) | Aero-engine indirection point firearm exerciser | |
US2700415A (en) | Liquid fuel supply system for aircraft combustion turbines | |
JP4203705B2 (en) | Aircraft explosion-proof system | |
US2649905A (en) | Selective fuel control for turbojet power plants | |
KNIGHT et al. | The AH-64A nitrogen inerting system | |
US20230312126A1 (en) | Inerting tank system | |
US2923926A (en) | wright | |
Альмурзин et al. | Aircraft engine systems | |
Kirkman | Auxiliary and Emergency Power System | |
ANDERSON et al. | Emergency air start system for the F-14B flight test aircraft |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
WAP | Application withdrawn, taken to be withdrawn or refused ** after publication under section 16(1) |