INTERNAL COMBUSTION ENGINE

Abstract: An improvement to an internal combustion engine (10, 90) having a fuel system for feeding a fuel-air mixture to the combustion chambers which utilizes ammonia gas as an auxiliary fuel which is partially dissociated and added to the fuel-air mixture of the engine (10, 90). The dissociated ammonia allows the engine to have its fuel-air ratio leaned down well below the misfire limits of hydrocarbon fuel and air to thereby improve the mileage of a vehicle and reduce certain pollutants in the exhaust of the engine. The ammonia is stored in a liquefied state under pressure in a storage container (24, 98) and is fed to a dissociator (28) including a heater (30, 106) using heat from the engine's exhaust and a catalyst chamber (31, 107) and is then fed to the engine (10, 90). The partially dissociated ammonia being fed to the engine is metered simultaneously with the changing of the fuel-air mixture and is controlled to lean the normal fuel-air mixture down.

Description: Internal Combustion Engine Background of the Invention Field of the Invention The present invention relates to internal combus¬ tion engines and especially to improvements in internal combustion engines having an auxiliary ammonia gas feed metering gas through a dissolution system into the combustion chambers, and also reducing the normal hydrocarbon fuel-air mixture of the engine to lean the engine below its normal operating mixture. Description of the Prior Art In the past, a variety of internal combustion engines have been provided and typically these engines have a system for feeding a hydrocarbon fuel, such as gasoline mixed with air, into the combustion chamber for running the engine. Such engines typically also have an electrical system which includes a generator or an alternator which may be connected through an electrical regulating circuit for charging a storage battery and for operating the electrical components of the engine of the vehicle. Internal combustion engines sometimes have hydrocarbon fuels mixed with air in a carburetor where the mixture is distributed into the combustion chambers of the engine. It is also typical to feed the air to the combustion cham- bers v/hile using a fuel injection system for .injecting fuel directly into the combustion chambers. The pre¬ sent invention can be adapted to operate v/ith either a carburetor or fuel injection system. A variety of hydrogen fueled engines have been suggested in the past, including those using combi¬ nations of hydrogen and oxygen, which in some cases are generated in an electrolytic cell having an electrolyte including solutions of salts, acids or bases in water. The electrolytic cell breaks the water down between hydrogen and oxygen through electrolysis and the hydrogen or the hydrogen and oxygen in combination can then be used to run the engine. The advantage of the hydrogen and oxygen fuel is that it is an efficient fuel which generates no pollution in that the combustion forms water in very minute quantities. Such engines, however, have not been brought into general use because of the inefficiency in the generation of hydrogen and oxygen through electrolysis v/hich takes far more power than can be generated from the hydrogen and oxygen used as a fuel, even in high efficiency engines. It has also been suggested to use small amounts of hydrogen added to the hydrocarbon fuel-air ιr.ixture to increase the efficiency or reduce the pollution of the internal combustion engine. One prior patent, U.S. Patent No. 3,906,913, discusses in detail the advantages of the use of small amounts of hydrogen v/ith the hydrocarbon fuel-air mixture of a vehicle and points out that the advantages of reduced pollu¬ tion and increased mileage result from running the engine much leaner than can otherwise be accor. ushed because the misfire limit for hydrocarbon fuels can be well exceeded. The carbon monoxide and other emissions have been found to decrease as the fuel-air ratio is made leaner and that if the fuel-air ratio can be sufficiently lean, it can be made substantially pollutant free. This patent shov/s a hydrogen generator and means to control the feed of the hydrogen to the engine so that theconventional fuel engine can be run very lean, well below v/here the engine would normally misfire as the engine approaches the flammability limit of fuel. The normal flammability limit for hydrocarbon fuel-air mixtures occurs with a relatively high N0 X formation rate and thereby imposes severe limitations on the lean limit operation for the fuel. Since hydrogen exhibits a flammability limit well below that of conventional hydrocarbon fuels, it is possible to reduce the N0 X simply by using the hydro¬ gen to change the fuel-air mixture to a much leaner mixture than would normally be allowed. The extension of the misfire limit to very lean equivalence ratios with hydrogen fuel also yields significant increases in the thermodynamic efficiency of the combustion pro¬ cess, thereby allows a substantial increase in the mileage obtained on a conventional internal combustion fueled engine vehicle. The difficulties in using hydrogen either as the sole fuel or in combination with a conventional inter¬ nal combustion engine results from the hydrogen being a ubiquitous and very flammable gas, so that the stor- age increases the hazards of operating the engine and in the general inefficiency in generating the hydro¬ gen such as through electrolysis on the vehicle. The present invention is directed toward the use of an ammonia gas used in combination v/ith a conven- tional hydrocarbon fuel-air mixture to increase the efficiency of the engine and to reduce pollution in the engine. Ammonia has been mentioned as a consti¬ tuent of various types of fuels in the past, both for internal combustion engines and for jet propulsion. One such fuel is a liquid mixture of ammonious nitrate in liquid ammonia which is a self-sustaining fuel combination requiring no addition of an oxident such as air. Ammonia is also used to manufacture hydrozene, a v/ell known rocket fuel, and while ammonia does not support combustion it v/ill burn when mixed v/ith oxygen in air to give a variety of products, princi^ pally nitrogen and water. Mixtures of nitrous oxide and ammonia in a rate of 3 to 2 will detonate with some violence yielding nitrogen and water. One prior U.S. patent showing the use of ammonia as a constituent in fuel for internal combustion en¬ gines can be seen in the Drouilly Patent, No. 2,559,605, for a fuel mixture for internal combustion engines. In this patent, ammonia gas is fed from one storage cylinder into a pressure reducing chamber and a sec¬ ond bottle containing an auxiliary gas, such as ethanized illuminating gas, is fed into a second ex¬ pansion chamber and the two gases are then fed into a mixing chamber, and from the mixing chamber into a carburetor. This patent also discusses the use of carbon monoxide, methyl ether, ehtyl ether, methyl amine and ethyl a ine in combination with ammonia. In the U.S. patent to Meyer, No. 1,671,158, a fuel for use in internal combustion engines consists of a mixture of hydrocarbon distillates with ether and a highly volatile basic material, which may be ammonia. This mixture can then be used in internal combustion engines according to the patent. The U.S. patent to Brooks, No. 1,748,507, shows a process of reducing stable hydrocarbon oils in which ammonia or certain alkaline compounds are mixed with light hydrocarbon oils to prevent discoloration and sedimentation. In two of these U.S. patents, ammonia is used in small amounts in a fuel mixture, which may then be used as a fuel in an internal combustion engine, while in the Drouilly patent, expanded ammonia gas is mixed with another gas to form a gaseous fuel mixture for running an internal combustion engine. The advantage in using ammonia in the present invention is that ammonia is useful as a convenient means for transporting small volumes of hydrogen OMPI since the gases obtained by decomposition contains 75% by volume of hydrogen and 25% by volume of nitro¬ gen. The ammonia is easily liquefied either by cool¬ ing to below its normal boiling point of -33.42°C or by compression and can be stored in small compression cylinders. Ammonia can be thermally dissociated in the presence of certain catalysts to give nitrogen • and hydrogen and dissociation can also be affected by photochemical means or by passing an electrical discharge through the gas. Ammonia can be obtained a number of ways, but is normally prepared syntheti¬ cally by a modification of the Haber process using pressures between 200 and 1,000 atmospheres and temperatures between 400 and 500°C along with a variety of catalysts. The present invention advan¬ tageously can be adapted as an add-on to existing hydrocarbon fueled internal combustion engines as well as designed for new vehicles and allows a sub¬ stantial increase in the mileage obtained from the hydrocarbon fuels and a reduction of at least certain pollutants in the exhaust of the vehicles and since the dissociated ammonia is metered in accordance v/ith the requirements of the engine and the leaning of the engine can be similarly be controlled, the effi- ciency can be easily optimized for any particular internal combustion engine. Accordingly, the aim of the invention is to increase the efficiency of an internal combustion engine by dissociating ammonia, feeding the hydrogen dissociated from the ammonia to the engine with the fuel-air charge and leaning the engine below its normal operating range. Summary of the Invention An improvement in internal combustion engines is provided in an internal combustion engine having a OMPI conventional hydrocarbon fuel-air mixture for producing the internal combustion within the combustion chambers. An ammonia storage tank is used for storing of ammonia in proximity to the internal combustion engine for feeding ammonia from the storage tank to the internal combustion engine with the fuel-air mixture charge. A feed control valve meters the ammonia for varying the rate of feed of the ammonia to the combustion cham¬ ber responsive to varying operating conditions of the internal combustion engine while a catalyst and waste engine heat are coupled between the storage tank and the engine. The ammonia gas being fed to the engine combustion chambers allows the internal combustion engine fuel-air mixture to be leaned to a point below the operating limits of the engine using only hydro¬ carbon fuel. Brief Description of the Drawings Other objects, features and advantages of the present invention will be apparent from the written description and the drawings in which: Figure 1 is a diagrammatic view of an internal combustion engine fuel system in accordance with the present invention; Figure 2 is a cutaway side elevation of a gas metering valve used in the embodiment of Figure 1; Figure 3 is a side elevation of the throttle connection for the gas metering valve of Figure 2; Figure 4 is a diagrammatical view of a second embodiment of the invention; and Figure 5 is a circuit diagram for the electronic control of the valve shown in Figure 4. OMPI Description of the Preferred Embodiments Referring to Figures 1 through 3 of the drawings, an internal combustion engine (10) is illustrated v/ith a carburetor (11) feeding into an intake manifold connected to the engine block (13) , which also has an exhaust manifold (14) connected thereto and a radiator (15) connected to the engine block (13) by water hoses (16, 17). The engine (10) is a standard internal combustion engine using refined hydrocarbon fuels fed from a fuel tank (18) through a gas line (20) to the carburetor (11) , and connected by throttle linkage (21) to accelerator pedal (22) located in a vehicle. The exhaust from the exhaust manifold (14) is fed through the tailpipe (23) through a muffler (24) into the atmosphere, and in recent engines might include a catalytic converter as part of a pollution control package. The engine illustrated is a standard internal combustion engine of the type used in vehicles, but the present invention can be easily adapted to an engine having fuel injection rather than a carburetor or to a diesel engine burning oil rather than gasoline. A tank of anhidrous ammonia (24) is attached to the engine (10) has a pressure gauge (25) and an ammonia safety release valve (26) attached to the ammonia tank (24) . The safety release valve is a spring loaded valve v/hiσh v/ill open momentarily when the pressure exceeds a predetermined pressure, such as 250 psi. Ammonia is stored in the ammonia storage tank (24) in a liquid state, but is fed in a gaseous or liquid state out a line (.27) and in a gaseous state into an ammonia dissociator (28) having an en¬ larged cylinder (30) having a spaced inner cylindrical chamber (31) mounted therein so that exhaust gas coming out of the header (32) passes through the en- larged cylinder (30) into the tailpipe (23) , around OMPI the inner cylinder (31) . The inner chamber (31) is filled with one or more catalysts from a group in¬ cluding iron, nickel, osmium, zinc and uranium. Typically, the catalyst might be iron and nickel, which may be in the form of steel wool, or the like, so that the gas entering the chamber (31) passes therethrough while being heated by the considerable heat of the engine exhaust, so as to utilize the waste exhaust heat for dissociation. In the presence of the catalyst, the dissociation of ammonia begins as low as 300°C and is nearly complete at 500-600°C. The ammonia gas enters the dissociator (28) at the input (33) at one end of the chamber (31) while pass¬ ing through the catalyst. The catalyst baffles the gas and assists in the rapid heating of the gas pass¬ ing therethrough. The gas in line (34) is substan¬ tially dissociated ammonia, 3 parts hydrogen and 1 part nitrogen, but would retain at least traces of ammonia with the disassociated gas. The dissociation of ammonia appears to be analogous to the reverse of the Haber process, which uses high pressure so that it is believed that the negative pressure generated by the intake manifold vacuum enhances the disassociation of the ammonia. The gases in line (34) are fed to valve (35) , the operation which is shov/n more clearly in Figure 2. The valve (35) has an air input line (36) and is actuated from a linkage (37) connected to the throttle linkage (21) which is operated by the accel- erator pedal (22) . The gas from line (34) and the air from the air input line (36) are fed through a line (38) and through individual lines (40) into individual inputs to the intake manifold (12) so as to distribute the air mixed with the dissociated ammonia and any ammonia evenly into each cylinder. The air is fed through line (36) in a controlled ratio and is an easy method of leaning down the normal air to hydrocarbon fuel mixture of the carburetor (11) . That is, the more air fed into line (36) and into the intake manifold, the leaner the intake mixture. The amount of air being fed to the combustion chambers, as well as the amount of dissociated ammonia is actuated through a connection to the throttle link¬ age (21). The hydrogen input, as well as the amount of leaning, is varied in accordance with the operation of the throttle to give a more efficient mixture of hydrogen, hydrocarbon fuel and air. An alternate ammonia preheater (41) is illustrated connected to a water line (42) through a T-joint (43) connected in the water line (44) and back into the cooling system of the engine (10) . An ammonia inlet line (45) can be connected to the line (27) , pass through a coiled pipe or heat exchanger located in the preheater (41) where it is connected to the line (33) feeding into the dissociator (28) . The preheater can remove the chill from the rapidly expanding ammonia gas and thereby reduce the total amount of heat that must be provided in the dissociator (28) . A preheater can also be made in other ways such as wrapping the ammonia line around the tailpipe without departing from the scope of the invention. Turning to Figure 2, the valve (35) is illustrated in more detail and has a throttle linkage connection member (47) connected to a throttle linkage member (48) , attached to a standard linkage (50) . The throttle linkage (47) abuts against a plate (51) which is spring loaded by spring (52) against stop nuts (53) . Spring (52) is held in place by members (54, 55) . The pressing on the accelerator pedal pushes the throttle linkage (50) and bracket (58) to push the connecting bracket (47) , which may be welded or MP bolted to the bracket (48) to push the plate (51) against spring (52) , driving a pair of sliding rods (55, 56). Rod (46) rides in a gas feed housing (57) fed by line (34) , as seen in Figure 1, while sliding rod (55) slides in a housing (58) fed by the air input line (36) . Sliding rod (56) may have an O-ring seal (60) and a threaded adjusting rod (61) threaded into the shaft (56) . The adjusting rod (61) slides in a chamber (62) and engages a truncated cone valve element (63) , which operates in connection with the valve seat (64) . The valve element (63) is spring loaded by a spring (65) , so that raising or lowering the plate (51) raises or lov/ers the shaft (56) , and threaded member (61) to push against the bottom (69) of the valve element (63) to drive the valve element (63) agsinst the spring (65) thereby opening the valve in proportion to the movement of the throttle linkage to allow gas to pass around the valve seat (64) through a passageway (66) into a T-connection (67) and out line (38) . Similarly, lifting of the plate (51) lifts the shaft (55) which has an O-ring seal (68) and a thread¬ ed adjusting member (70) which is then threaded into the shaft (55) and v/ill push against the base (71) of a truncated cone valve element (72) operating in con- junction with valve seat (73) . The valve element (72) is spring biased by spring (74) in a chamber (75) . The shaft (70) passes through a smaller chamber (76) opening to a passageway (77) into the T-connection (67) . This side of the valve also has an adjusting valve (78) , adjusted with a handle (80) to provide a fixed adjustment for the flow of air from the pipe (36) . In operation, the accelerator pedal (22) , of Figure 1, is operated in a normal manner, but drives the throttle linkage and thereby the bracket (47) attached to throttle plate (48) to raise and lower plate (51) to vary the input of hydrogen, nitrogen and any residual ammonia from the line (34) and the air from the air line (36) into the line (38) , which is coupled into the individual intake manifold in¬ lets. The valve (35) is supported by a bracket (81) and a bolt (82) and nut (83) to the carburetor (11) . It should be clear at this point that an ammonia, hydrocarbon fuel and air system has been provided for internal combustion engines. It should also be clear that the system can be adapted for fuel injection sys¬ tems, and that the dissociator (28) and the catalyst do not have to be in the combined unit as illustrated in Figure 1, but can be separate units if desired. It should also be clear that a significant increase in the mileage obtained in a standard gasoline engine is believed to be due to the leaning of the engine below the normal misfire limits by the use of disso¬ ciated hydrogen, and that the leaned down engine is believed to provide significant improvement in the reduction of at least certain of the pollutants gen¬ erated by the conventional internal combustion engine, even with the addition of added nitrogen to the engine from the dissociated ammonia. However, ammonia that has not dissociated, as well as added nitrogen, are believed to increase the benefits obtained in combus¬ tion. Turning now to Figures 4 and 5, a third embodiment of the present invention is illustrated having an internal combustion engine (90) with an intake mani¬ fold (91) , an exhaust manifold (92) and a standard carburetor (93) , having a liquid hydrocarbon fuel line (94) feeding into a fuel bowl (95) , forming part of the carburetor (93) . Air is fed through ar. air filter (95) into the carburetor (93) and into the intake manifold (91) and thus into the combustion chambers of the internal combustion engine (90) . While exhaust gases from the combustion chambers is fed through a tailpipe (96) , a muffler (97) and into the atmosphere. An ammonia storage tank (98) stores ammonia in a liquefied state and has a pressure gauge (100) and ammonia safety release valve (101) which is adapted to momentarily open when the pressure exceeds the predetermined set pressure and to close after a short opening. The ammonia as a liquid or gas is fed from the cylinder (98) containing liquid ammonia through a line (102) through an electronically con¬ trolled fuel valve (103) which varies in accordance with the voltage applied thereto by a central elec¬ tronic control (104) . Ammonia passing through the valve (103) passes through a line (105) into the heating unit (106) capturing heat from the exhaust of the engine. The heating unit is located as close to the combustion cylinders as possible, and . may be in¬ corporated into the exhaust header. Ammonia gas also passes through a catalyst (107) which normally would be combined with the heating unit (106) as illustrated in connection with Figure 1. Ammonia gas from the catalyst (107) is fed into a distribution manifold (108) which is connected to an air inlet (110) through a second electronic controlled valve (111) which meters the air being fed to the distribution manifold (108) . The combination of air and at least partially dissociated ammonia is fed through a plurality of gas lines (112) to individual manifold inlets (113) of the intake manifold (91) . Thus, in this embodiment, the control unit (104) varies the valves (103, 111) to vary the amount of dissociated ammonia gas and air fed to the intake manifold, thereby varying the input of gas as well as leaning the engine in accordance with the control unit. OM?l The control unit has an electrical conductor (114) which is connected to the accelerator pedal (115) which is connected to the throttle linkage (116) and to the throttle (117) . Conductor (114) then feeds a signal that can vary the output voltage or signal through line (118) to the valve (103) and through the line (120) to the valve (111) to open the normally closed valves in proportion to the movement of the throttle. A temperature sensor (121) can be inserted in the exhaust system, such as in the exhaust header, to produce a signal through the line (122) to the control unit (104) . The control unit (104) can be more clearly understood in connection with fiture 5 , in which the accelerator pedal (115) is connected through a link¬ age (123) to the movable contact of a potentiometer (124) which is connected from an electrical terminal (125) through the ignition switch (126) through the potentiometer (124) to a ground (127) to thereby vary the voltage in the line (114) to the control unit (104). A variable resistance (128) can be used to determine the minimum value of the signal of the moving contact of the potentiometer (124) . The control unit (104) includes a standard amplifier for amplifying the signal from the line (114) as well as a relay or solenoid switch actuated by the thermal sensor (122) . The thermal switch disables the con¬ trol unit (104) until a sufficient temperature is reached in the exhaust manifold. This prevents ammonia and air from being fed to the unit until sufficient heat is available to dissociate a portion of the ammonia. A momentary delay circuit can momen¬ tarily delay the signal in the line (120) to the valve (111) to assure that the air and ammonia gas will reach the distribution manifold (108) at the same time, so as not to momentarily lean the engine (90) down, prior to dissociated ammonia being fed to the engine. A simplified electrical control embodiment of the invention has been illustrated in connection with Figures 4 and 5, but it should be clear that the next generation control unit would typically include a microprocesse , receiving signals not only from the throttle, but may include an exhaust sensor which changes it's electrical conductivity corresponding to the concentration of certain exhaust gases, oxygen or hydrogen over the sensor. In addition, exhaust gas control systems such as are commonly used on air¬ planes may be adapted for use in the control unit, alon with sensors indicating engine speed and intake manifold pressure, which input signals can produce an optimum control of the feeding of dissociated ammonia and air to the engine (90) even if the desired feed in non linear. It should be clear that the feeding of air for leaning the engine (90) is easily accom- pushed for add-on units for adding onto existing internal combustion engines (90) , but that the engine can also be leaned through specially designed carbure¬ tors v/ithout departing from the spirit and scope of the invention. A custom designed carburetor or fuel injection unit might also include the control of the feed of the ammonia with the fuel-air mixture leaned in a different manner v/ithout departing from the spirit and scope of the invention. Similarly, the control of the unit of a fuel injection engine can be operated in conjunction with the control of the injectors. It should also be clear that the engine can be switched over entirely to dissociated airmonia. Accordingly, the present invention is not to be construed as limited to the forms shown herein, which are to be considered illustrative rather than restric¬ tive.

Claims: Claims 1. An improvement in internal combustion engines characterized by: an internal combustion engine (10, 90) having fuel feed means for feeding a fuel-air mixture to at least one combustion chamber; ammonia storage means (24, 98) for storing ammonia in proximity to said internal combustion engine (10, 90) ; ammonia feed means (33, 31, 34, 38, 105, 106, 107, 108, 112) for feeding ammonia from said ammonia storage means (24, 98) to said internal combustion engine (10, 90) , combustion chamber with said fuel- air mixture charge; feed control valve means (35, 103) connected to said ammonia feed means for varying the rate of feed of said ammonia to said combustion chamber responsive to operating conditions of said internal combustion engine; and heating means (30, 106) coupled to said ammonia feed means between said ammonia storage means (24, 98) and said internal combustion engine (10, 90) for heating said ammonia being fed to said engine to at least partially dissociate ammonia, whereby ammonia is fed into a combustion chamber at least partially dissociated. 2. An internal combustion engine in accord¬ ance v/ith Claim 1, further characterized by catalyst means (31, 107) coupled between said ammonia storage means (24, 98) and said internal combustion engine (10, 90) to increase the dissociation of ammonia. OMPI 3. An internal combustion engine in accordance with Claim 2, further characterized by means (36, 11) to lean the fuel-air mixture of said internal combus¬ tion engine below the normal operating range when ammonia is being fed from said ammonia storage means by said ammonia feed means to said internal combus¬ tion engine (10, 90). 4. An internal combustion engine in accordance v/ith Claim 3, in v/hich said means for leaning said internal combustion engine includes an air feed means (36, 111, 110) for feeding additional air into said intake system of said engine. 5. An internal combustion engine in accordance with Claim 4, in which said means to lean the uel-air mixture to said engine includes feeding air mixed v/ith dissociated ammonia gas into the intake manifold of said internal combustion engine. 6. An internal combustion engine in accordance v/ith Claim 1, in which said feed control valve means (35, 103) is connected to the throttle linkage of said internal combustion engine (10, 90) and is actuated responsive to the movement of said throttle (22, 115) . 7. An internal combustion engine in accordance with Claim 6, in which said feed control valve means (35) includes a throttle bracket (47) which actuates a pair of valve elements (63, 72) to increase flow of gas and air as the throttle (22) is moved to in¬ crease the feed of hydrocarbon fuel and air to said internal combustion engine (10, 90). 8. An improvement in internal combustion engine in accordance with Claim 2 , in which said catalyst means (31, 107) is mounted in said heating means (30) for heating said ammonia as it passes by said catalyst (31, 107) . 9. An internal combustion engine in accordance with Claim 7, in which said heating means (30, 106) has a chamber (31) mounted for the engine exhaust gases to pass therearound and having a connection for feeding ammonia in one end portion of said chamber and dissociated ammonia out the other end portion of said chamber, said chamber having said catalyst therein. 10. An internal combustion engine in accordance with Claim 9, in which said catalyst includes iron. 11. An internal combustion engine in accordance v/ith Claim 10, in which said catalyst includes nickel. 12. An internal combustion engine in accordance with Claim 1, in which gas heating means (30, 106) is coupled to said internal combustion engine to heat said ammonia gas passing therethrough above 3C0°C. 13. An internal combustion engine in accordance with Claim 1, further characterized by an ammcnia preheater (41) connected to said internal combustion engine cooling system to preheat said ammonia prior to said ammonia in said heating means (30, 106) . OMFI 14. An improvement in internal combustion engines characterized by: an internal combustion engine (10, 90) having fuel feed means for feeding a fuel-air mixture to at least one combustion chamber; ammonia storage means (24, 98) for storing ammonia in proximity to said internal combustion engine; ammonia feed means for feeding ammonia from said ammonia storage means to said internal combus¬ tion engine with said fuel-air mixture charge; ammonia feed control valve means (35, 103) connected to said ammonia feed means for varying the rate of feed of said ammonia fed to said combustion chamber; heat means (30, 106) coupled to the exhaust system of said internal combustion engine (10, 90) and to said ammonia feed means for heating said ammonia being fed to said internal combustion engine; catalyst means (31, 107) coupled between said ammonia storage tank (24, 98) and said internal com¬ bustion engine in said gas feed means for contacting said ammonia gas being fed to said internal combustion engine, whereby ammonia is partially dissociated by said heat means and catalyst means; and internal combustion engine leaning means (36, 111) for leaning said fuel-air mixture being fed to said combustion chamber of said internal combustion engine below the normal operating range of said internal combustion engine using fuel-air mixture. 15. The improvement in internal combustion engines in accordance with Claim 14, in which said internal combustion engine leaning means (36, 111) includes feeding additional air to said internal combustion engine to increase the air intake in re¬ lation to the hydrocarbon fuel being fed thereto. 16. The improvement in internal combustion engines in accordance v/ith Claim 15, in which said catalyst means (31, 107) in said heat means coupled to said exhaust system of internal combustion engine for heating said gas in the presence of said catalyst to dissociate at least a part of said ammonia being fed to said internal combustion engine (10, 90). 17. The improvement in internal combustion engines in accordance v/ith Claim 14, in which a pressure release valve (26, 102) mounted adjacent said ammonia storage means (24, 98) for releasing small amounts of gas to the atmosphere v/hen said stored ammonia exceeds a preset pressure. OMPI ' 18. An improvement in internal combustion engines characterized by: an internal combustion engine (90) having fuel feed means for feeding a fuel-air mixture to said engine combustion chambers; auxiliary fuel storage means (98) for storing an auxiliary fuel under pressure in proximity to said internal combustion engines; auxiliary fuel means (103) for feeding said auxiliary fuel from said auxiliary fuel storage means to said internal combustion engine (90) with said fuel-air mixture charge;- electric control means (104) for metering said auxiliary fuel to said internal combustion engine (10, 90), said electric control means (104) connected to said auxiliary fuel feed means (103) for varying the amount of fuel being fed to said internal combus¬ tion engine; auxiliary fuel dissociation means (106, 107) for dissociating at least a portion of said auxiliary fuel into components of said auxiliary fuel; and engine leaning means (111) for leaning said internal combustion engine (90) below the normal operating range of said internal combustion engine without said auxiliary fuel feed whereby an auxiliary fuel is partially dissociated using the waste heat of said engine and allows the engine to be leaned down to reduce the normal fuel requirements- for operating the engine. OMPI 19. An improvement in internal combustion engines in accordance v/ith Claim 18, in v/hich said electric means (104) includes a throttle sensor (124) for sensing the position of the throttle of said internal combustion engine. 20. An improvement in internal combustion engines in accordance with Claim 19, in which said electric controls means includes a heat sensor (121) for sensing the heat in the exhaust of said internal combustion engine. 21. The apparatus in accordance v/ith Claim 20, in v/hich said throttle sensor (124) includes a potentiometer connected to said throttle for sensing the position of the throttle and actuating electric¬ ally operated valve means for feeding said auxiliary fuel to said internal combustion engine. 22. The apparatus in accordance with Claim 21, in which said throttle potentiometer (124) senses the position of the throttle and controls an electric¬ ally operated valve (111) for increasing feeding of air to said engine for leaning said internal combus¬ tion engine below the normal operating range of said internal combustion engine. 23. The apparatus in accordance with Claim 18, in v/hich said auxiliary fuel dissociation means (106, 107) includes heating means (106) connected to the exhaust manifold system (92) of said internal combus¬ tion engine (90) for heating an auxiliary fuel fed therethrough and catalyst means (107) for contacting said auxiliary fuel with said catalyst. 24. The apparatus in accordance with Claim 23, in which said dissociation means includes at least one chamber (30) located inside the exhaust system of said internal combustion engine and having a catalyst (31) therein for dissociating an ammonia gas passing therethrough. 25. An improvement in internal combustion engines in accordance with Claim 24, in v/hich said catalyst contains iron. 26. The apparatus in accordance with Claim 24, in which said catalyst contains nickel. OMPI 27. A method of improving the operation of an internal combustion engine characterized by: . storing ammonia in a liquid state adjacent an internal combustion engine; feeding ammonia from said storage tank to an ammonia dissociator; at least partially dissociating said ammonia - gas into hydrogen and nitrogen, said dissociating including the steps of heating said ammonia and pass¬ ing said ammonia adjacent a catalyst; feeding said dissociated ammonia into said internal combustion engine; and leaning the normal hydrocarbon fuel-air mixture of said internal combustion engine below the normal operating range of said internal combustion engine using a hydrocarbon fuel-air mixture. 28. The method in accordance with Claim 27, in which said step of heating said ammonia includes heating ammonia gas to at least 300°C in the presence of a catalyst. 29. The method in accordance with Claim 28, in which the step of feeding ammonia includes varying the flow of ammonia gas at least partially responsive to the movement of the engine throttle. 30. The method in accordance v/ith Claim 28, further characterized by the step of delaying the feeding of ammonia until the engine exhaust has reached a predetermined temperature. OMPI 31. The method in accordanc with Claim 27, in which the step of partially dissociating ammonia in¬ cludes the step of heating ' said ammonia and passing said ammonia adjacent a catalyst under a negative pressure from the intake manifold of the internal combustion engine. OMPI

Inventors: VALDESPINO J
Applicants: VALDESPINO J
Application year: 1981
Main classification: F02B43
IPC codes: F02B1, F02B25, F02B43, F02D19