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1. (WO2008041241) THE PROCESS OF USING ATOMIC HYDROGEN AS A FUEL IN INTERNAL COMBUSTION ENGINES AND OTHER COMBUSTION ENGINES
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I Claim,

1. 1. THE PROCESS OF USING ATOMIC HYDROGEN AS A FUEL IN INTERNAL COMBUSTION ENGINES AND OTHER COMBUSTION

ENGINES, comprising the following steps ,
a) An injector and electrode set up for the injection of atomic hydrogen in the combustion chamber,
b) Conversion of molecular hydrogen to atomic hydrogen followed injecting into the combustion chamber, wherein the setup is consisting of an injector and two electrodes which are placed in such a way that an electric arc is formed near the nozzle of the injector (fig.1.1 and fig.1.2 ) during compression stroke, wherein molecular hydrogen is injected through the nozzle and an electric current is supplied to the electrodes which form an electric arc, which would dissociate molecular hydrogen injected through the nozzle of the injector to atomic hydrogen into the combustion chamber of the engine.

2. The process of using atomic hydrogen as a fuel in internal combustion engine and other combustion engine as claimed in claim 1 , wherein the conversion of the molecular hydrogen to atomic hydrogen being processed. In case of atomic hydrogen solenoid injector, the fuel in the injector is present continuously at a pre determined pressure. When an electric current is supplied to the solenoid, it will become a temporary magnet and attract the piston towards itself. This would result in the piston moving in the upward direction which would in turn allow the fuel to flow. The moment the supply of electricity is stopped, the solenoid will loose its magnetic effect and the return spring will force the piston back to its original position which will stop the flow of fuel. This is how the fuel supply would be controlled to the engine. This can be done using conventional micro processors like the Electronic Control Unit (E.G. U.) of the vehicle which is generally used in case of solenoid injectors. The injector should work at pressures ranging between 25 - 100 bars (kg / cm2).

Also, since the operating pressures are quiet low as compared to conventional diesel engines, no fuel return line would be required in the injector. The fuel line inside the injector which directs the flow of the fuel from the inlet of the injector to the nozzle of the injector should have the hydrogen dissociation catalyst suitably placed viz. coating / plating / the line made of the hydrogen dissociation catalyst, which would facilitate the dissociation of the molecular hydrogen to atomic hydrogen prior to the injection of atomic hydrogen in the combustion chamber of the engine. Even the nozzle which is the exit point for the fuel should have the hydrogen dissociation catalyst suitably placed as mentioned before to ensure that hydrogen is in the atomic form at the time of injection and when it enters the combustion chamber. The needle and the piston (if coming in contact with hydrogen) should also have the hydrogen dissociation catalyst suitably place as mentioned earlier to ensure that hydrogen is in the atomic form at the time of injection and when it enters the combustion chamber.

Similarly for the atomic hydrogen piezo injector, the fuel in the injector is present continuously at a pre determined pressure. When an electric current is supplied to the piezo valve setup, the piezo crystal(s) will expands i.e. it would push in the upward direction where the linkage between the piezo setup and the piston is present. Due to the linkage, the piston will move in the upward direction, which would in turn allow the fuel to flow. The moment the supply of electric current is stopped the piezo valve setup will resume its original size / position and thus the piston will also be back to its original position which will stop the flow of fuel. An additional return spring can also be facilitated for the return of the piston. This is how the fuel supply would be controlled to the engine. This can be done using conventional micro processors like the Electronic Control Unit (E. C. U.) of the vehicle which is generally used in case of solenoid injectors. The injector will work at pressures ranging between 25 - 100 bars (kg / cm2). Also, since the operating pressures are quiet low as compared to conventional diesel engines, no fuel return line would be required in the injector. The fuel line inside the injector which directs the flow of the fuel from the inlet of the injector to the nozzle of the injector should have the hydrogen dissociation catalyst suitably placed as mentioned above, which would facilitate the dissociation of the molecular hydrogen to atomic hydrogen prior to the injection of atomic hydrogen in the combustion chamber of the engine. Even the nozzle which is the exit point for the fuel should have the hydrogen dissociation catalyst suitably placed as mentioned above to ensure that hydrogen is in the atomic form at the time of injection and when it enters the combustion chamber. The needle and the piston (if coming in contact with hydrogen) should also have the hydrogen dissociation catalyst suitably place as mentioned above to ensure that hydrogen is in the atomic form at the time of injection and when it enters the combustion chamber.

Adding to this, the parts such as the fuel rail / common rail, the connecting tubes from the rail to the injector, if any etc. should also have the hydrogen dissociation catalyst placed suitably as mentioned above. This is to increase the rate of dissociation of hydrogen. This would ensure the atomic state of hydrogen at the time of injection, which is desired. The supply line from the hydrogen storage device to the fuel rail / common rail could also have the hydrogen dissociation catalyst suitably placed as mentioned above. When molecular hydrogen passes over the hydrogen dissociation catalyst, it will dissociate into atomic hydrogen. The presence of the catalyst till the point of injection would ensure the injection of atomic hydrogen in the combustion chamber.

The process of using atomic hydrogen as a fuel in internal combustion engine and other combustion engine such as here described with reference to accompanying drawings and description.