Hydrogen Motor Basic Principles

This web site describes an efficient engine system that utilizes a hybrid hydrogen motor. This technology is expected to be useful across a wide range of civilian and military applications, including commercial vehicles and light, medium-size and heavy duty trucks.

Our motor can work with a wide variety of fuels, including diesel, hydrogen, natural gas and propane, but hydrogen is the preferred fuel.  The present design provides a high torque density, high power density, efficient engine. The compression and expansion of our combustion engine have a closer resemblance to adiabatic processes than those in a classical internal combustion engine. The reason for this is due to the linear trajectory of the crankpin during a full displacement of the piston. This linearity allows the force of the explosion to be more readily transferred to kinetic motion of the piston.  There is little resistance found during piston descent. By contrast, in a typical internal combustion engine, the crankpin follows a circular trajectory at all times. There is acceleration of the crankpin at all times.

Hydrogen is preferentially added because it burns 7 to 9 times faster than high carbon fuels and can be used to accelerate their detonation. Due to the relative instantaneity of the explosive event during ignition, there is less of the wasted translational energy that is found in traditional internal combustion engines. This also allows for better cooling of internal components.

Burned fuel turns a motor which is coupled to a turbo-generator that efficiently cools various hot components. The rotation of the turbo is used to generate electrical energy. This electrical energy can be used to directly power an electrolyser which serves to break water into hydrogen and oxygen. The latter can be fed back into the engine as fuel and oxidant, respectively. A battery acts as an electrical reserve that can store the electrical energy generated by the turbo. The battery may also power the electrolyser  and power the compressors that compress the output from the electrolyser.  This design is efficient because it converts part of what would normally be waste heat back into fuel. The turbo-generator is expected to turn at typical turbo speeds of 20,000 to 100,000 rpm. This in turn will ensure that rapid cooling occurs throughout all relevant engine components.  Carbon dioxide is eliminated via the reaction with hydroxide generated by another electrolyser.

There is a wide range of concentration (from 20% to 100%) at which hydrogen mixed with oxygen can form an explosive mixture. Pressure inside a typical combustion engine is controlled by varying the piston travel, but in our case this is achieved by injecting controlled amounts of fuel and oxidant into two separate compressible chambers. This is achieved via the use of a secondary easily sliding piston. Fuel and oxidant are mixed via the use of a specially designed valve.

 
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