Internal combustion engine and electricity generation system

Abstract

An internal combustion engine, comprising: a cylinder head having an intake port that provides a passage through which an airflow travels to a combustion chamber of the engine; a guide adapted to induce turbulence into the airflow; and a separator that extends through the passage for delivering a supply of fuel to the combustion chamber; wherein the guide and the separator cooperate to provide controlled combustion of air and fuel within the combustion chamber. 20 25 24 86 28 07 O ct 2 02 5 2 1 A B S T R A C T A n i n t e r n a l c o m b u s t i o n e n g i n e , c o m p r i s i n g : a c y l i n d e r h e a d h a v i n g a n i n t a k e p o r t t h a t p r o v i d e s a p a s s a g e t h r o u g h w h i c h a n a i r f l o w t r a v e l s t o a c o m b u s t i o n c h a m b e r o f t h e e n g i n e ; a g u i d e a d a p t e d 2 0 2 5 2 4 8 6 2 8 0 7 O c t 2 0 2 5 t o i n d u c e t u r b u l e n c e i n t o t h e a i r f l o w ; a n d a s e p a r a t o r t h a t e x t e n d s t h r o u g h t h e p a s s a g e f o r d e l i v e r i n g a s u p p l y o f f u e l t o t h e c o m b u s t i o n c h a m b e r ; w h e r e i n t h e g u i d e a n d t h e s e p a r a t o r c o o p e r a t e t o p r o v i d e c o n t r o l l e d c o m b u s t i o n o f a i r a n d f u e l w i t h i n t h e c o m b u s t i o n c h a m b e r . 2 0 2 5 2 4 8 6 2 8 0 7 O c t 2 0 2 5 26 12, 14 28 1 / 11 10, 34 28 12, 14 26 56 54 Figure 1 20 25 24 86 28 07 O ct 2 02 5 1 / 1 1 O c t 2 0 2 5 2 0 2 5 2 4 8 6 2 8 0 7 1 0 , 3 4 2 8 1 2 , 1 4 2 6 5 6 5 4 F i g u r e 1 O c t 2 0 2 5 2 0 2 5 2 4 8 6 2 8 0 7 1 0 , 3 4 2 8 5 6 5 4

Description

RELATED APPLICATIONS [0001a] This application is a divisional application of International (PCT) Patent Application No. PCT / AU2024 / 050887 filed 20 August 2024, and claims priority from Australian Provisional Patent No. 2024900658 filed 13 March 2024, the entire contents of which is incorporated herein by reference. TECHNICAL FIELD

[0001] The invention relates to an internal combustion engine, and more specifically, but not exclusively, to an internal combustion engine having a hydrogen fuel source for use in an electricity generation system. BACKGROUND

[0002] There is a global desire to reduce emissions and to provide more environmentally friendly or "green" electricity generation. Existing methods of green electricity generation are generally reliant on favourable weather conditions and provide inconsistent electricity supply, making such methods generally unsuitable for remote locations that may not have access to wider electricity grids or networks, and / or where connection to such grid is inherently difficult due to comparative environmental isolation. Accordingly, remote locations in particular require specific forms of electricity generation that are low cost and is easily maintainable.

[0003] At present, remote locations are generally reliant on diesel fuelled internal combustion engine ("ICE") based generators to meet their electricity needs. Such generators produce voluminous amounts of unwanted carbon-laden and sulphurous emissions, and, as such, are environmentally undesirable. Additionally, with diesel being derived from crude oil, reducing reserves of this finite resource have resulted in volatile cost fluctuations of diesel fuel and electricity generated therefrom over the past fifty years, which show little sign of abating. Against this backdrop, attempts have been made to utilise alternative fuels with ICE based generators, such as liquid petroleum gas (LPG) and compressed natural gas (CNG, methane). While the amount of hydrocarbons and / or carbons present in such fuels is lower than that of diesel, combustion of these fuels still produces unwanted carbon dioxide (CO2) and particulate emissions. Hydrogen has also been mooted as a potential fuel for ICE based generators with the promise of "zero" emissions. Notably, however, the low auto-ignition temperature and volatile 2025248628   07 Oct 2025 combustibility of hydrogen at high injection pressures make it a generally difficult to use and impractical fuel source, with previous attempts at hydrogen based ICE generators being prohibitively expensive and difficult to maintain.

[0004] Hydrogen fuel cells represent an alternative to ICE based electricity generation. Notably, however, such systems demand a particularly pure source of hydrogen fuel and are expensive to manufacture and maintain, having a complexity that requires specialised tooling and knowledge for construction and maintenance, which may not be readily available in remote locations. Furthermore, it is generally accepted that hydrogen fuel cells are slow to respond to changes in load / power demand, which, when operating as an electricity generator, may result in frequent power outages and unreliable service. In addition, existing hydrogen fuel cells have a finite life span, with the complexity of the internal components necessitating complete replacement of expired cells, often with almost no option of repair. Understandably, such factors make fuel cells particularly unsuited to use in remote, isolated locations.

[0005] The present invention was conceived with the above shortcomings in mind, and aims to provide the public with a useful alternative to existing electricity generation systems. SUMMARY

[0006] In a first aspect of the present invention, there is provided an internal combustion engine, comprising: a cylinder head having an intake port that provides a passage through which an airflow travels to a combustion chamber of the engine; a guide adapted to induce turbulence into the airflow; and a separator that extends through the passage for delivering a supply of fuel to the combustion chamber, wherein the guide and the separator cooperate to provide controlled combustion of air and fuel within the combustion chamber.

[0007] In some embodiments, the engine is a multiple cylinder engine, the multiple cylinder engine having an intake port for each of the cylinders, each of the intake ports having a corresponding guide. The or each guide may serve as a venturi. The or each guide may be configured to increase a velocity of the airflow through the passage to increase turbulence in the combustion chamber. The or each guide may be a unitary member. The or each guide may be in the form of a plate. The plate may comprise a ramp that extends toward a wall of the passage to reduce the cross sectional size of said passage. The ramp may define an opening to the passage through which the airflow travels. The or each guide may be configured to removably attach between the intake port and an intake manifold of the engine. The or each guide may be removably attachable between the intake port and the intake manifold by intake manifold fasteners. The or each guide may include a sealing surface for sealing between the intake port 2025248628   07 Oct 2025 and the intake manifold. The engine may be a multiple cylinder engine, the multiple cylinder engine having an intake port for each of the cylinders, and a separator extending through each of the intake ports. In some embodiments, delivery of the fuel occurs only when an intake valve of the cylinder head is open. The or each separator may be configured to deliver fuel directly atop an intake valve of the combustion chamber. The separator may pass through the guide. The or each separator may extend from the combustion chamber, through the intake port and at least partially into or through an intake manifold of the engine to a fuel rail thereof. Fuel delivery may be driven by a fuel injector positioned between the or each separator and a fuel rail of the engine. The fuel may be hydrogen fuel. The hydrogen fuel may be injected at low pressure. The internal combustion engine may be an internal combustion engine generator. The engine may further comprise a forced induction device for providing air to the engine at a pressure higher than atmospheric pressure. The forced induction device may be at least one of a supercharger or a turbocharger. The or each guide may be made of aluminium plate. The or each separator may be made of aluminium tube.

[0008] In a second aspect of the present invention, there is provided a generator comprising the internal combustion engine according to the first aspect.

[0009] In a third aspect of the present invention, there is provided a kit of components installable to an existing internal combustion engine, the kit comprising: a guide mountable to an intake of the engine and adapted to promote a turbulent airflow into a combustion chamber of the engine; and a separator extendable from the intake and adapted to deliver a supply of fuel directly to the combustion chamber, wherein the guide and separator together provide controlled combustion of air and fuel within the combustion chamber.

[0010] In a fourth aspect of the present invention, there is provided a method of operating an internal combustion engine comprising the steps of: providing an airflow to a combustion chamber of the engine via a passage, the passage including a guide adapted to promote turbulence within the airflow; delivering a supply of fuel to the combustion chamber by a separator which extends through the passage, wherein the guide and separator together provide controlled combustion of the air and fuel within the combustion chamber.

[0011] In some embodiments, the method further comprises the steps of: sensing a required load output of the engine; and tuning the operating parameters of the engine in response to the sensed load output of the engine. The steps of the method may be repeated iteratively while the engine is operating. The load output may be sensed by a load sensor. The operating parameters of the engine may include: the amount of fuel injected thereinto; and the timing of the fuel injected thereinto. In some embodiments, the method further comprises an electronic control unit for 2025248628   07 Oct 2025 reading the load output of the load sensor, and for actuating the amount and timing of fuel delivered to the combustion chamber of the engine. The engine may be configured to operate at an air / fuel ratio of between about 60:1 and about 110:1. The engine may be configured to operate at an air / fuel ratio of about 102:1.

[0012] In a fifth aspect of the present invention, there is provided an electricity generation system, comprising: a hydrogen-based generator; a supply of renewable energy; and a producer for producing hydrogen fuel for the generator, wherein the producer is powered by the renewable energy supply such that the generator, renewable energy supply and producer form a closed loop system. The producer may be an electrolyser.

[0013] In some embodiments, at least some of the energy generated by the supply may be provided to a downstream load that is also supplied by the generator. The generator may comprise an internal combustion engine according to any one of claims 1 to 23. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] The invention will now be described, by way of non-limiting example only, with reference to the accompanying drawings, in which: Figure 1 is a perspective view of an internal combustion engine in accordance with an embodiment of the present invention; Figure 2 is a chemical balance representative of diesel combustion; Figure 3 is a chemical balance representative of hydrogen combustion; Figure 4 is a graph plotting air fuel ratio against engine speed for hydrogen-fuelled operation of the internal combustion engine of Figure 1; Figures 5 and 6 are perspective views of an intake manifold of the internal combustion engine of Figure 1; Figure 7 is a perspective view of the cylinder head of the internal combustion engine of Figure 1; Figure 8 is a perspective view of an intake manifold of the internal combustion engine of Figure 1; Figure 9 is another perspective view drawing of the cylinder head of the internal combustion engine of Figure 1; 2025248628   07 Oct 2025 Figure 10 is a perspective view drawing of the intake manifold with a mount of the internal combustion engine of Figure 1; Figure 11 is a perspective view of the intake manifold, fuel injectors and fuel rail of the internal combustion engine of Figure 1; Figure 12 is a flowchart schematically illustrating an electricity generation system in accordance with an embodiment of the present invention; and Figure 13 is a flowchart schematically illustrating a method of controlling an internal combustion engine in accordance with an embodiment of the present invention. DETAILED DESCRIPTION

[0015] In the following detailed description, reference is made to the accompanying drawings which form part of the detailed description. It will be readily understood that the aspects of the present disclosure, as generally described herein and illustrated in the drawings may be arranged, substituted, combined, separated and designed in a wide variety of different configurations, all of which are contemplated in this disclosure.

[0016] Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. Although any methods and materials similar or equivalent to those described herein can also be used in the practice or testing of the present invention, a limited number of the example methods and materials are described herein.

[0017] In general terms, the invention relates to an internal combustion engine 10 having an intake 12 that provides an enclosed passage 14 for communicating an airflow 16 of intake air into a combustion chamber 18 of the engine 10. A guide 20 is provided towards an intake end of the passage 14. The guide is configured to promote turbulence within the airflow 16. A separator 22 is arranged to deliver a supply 24 of fuel directly to the combustion chamber 18. Together, the guide 20 and separator 22 cooperate to provide controlled combustion of the air and fuel mixture in the combustion chamber 18.

[0018] The applicant has identified that thorough mixing of the air and fuel mixture is necessary to provide stable and controlled combustion of hydrogen fuels. In order to address this, engine 10 has been designed to operate with a turbulent airflow 16. This is in stark contrast to conventional internal combustion engines - especially those devoid of forced induction devices - where the intake airflow is generally smooth and laminar. In particular, the guide 20 is arranged to induce turbulence into the intake airflow 16 with the non-directional components of the airflow 2025248628   07 Oct 2025 16 promoting enhanced mixing with the fuel supply 24, whilst the separator 22 ensures that said mixing of the air and fuel is substantially confined within the combustion chamber 18 only, thereby mitigating against premature combustion.

[0019] An example engine 10 is shown in Figure 1. In this example, the engine 10 is a four-stroke internal combustion engine, being liquid-cooled and of a vertical inline six-cylinder configuration. The engine 10 has a bore diameter of about 123 mm and a stroke length of about 145 mm, resulting in a total displacement of about 10.3 litres. It is understood, however, that different engine configurations are also contemplated within the scope of this disclosure. An intake manifold 26 extends from the cylinder head 28. Whilst not shown in the Figure, it is contemplated that at least part of the passage / s 14 of the cylinder head 28 may be provided by a runner or extension of the intake manifold 26. The engine 10 also includes a turbocharger 30. The turbocharger 30 is arranged to increase pressure and / or velocity of intake airflow 16. It is understood that other forms of forced induction device may also be used with or as an alternative to a turbocharger 30, such as, for example, a supercharger. In addition, whilst not shown in the Figures, it is also contemplated that the engine 10 may include an intercooler 32 that is configured to reduce a temperature of the airflow 16.

[0020] The engine 10 is a modified engine in the sense that it has been retrofitted to run on hydrogen-based fuels, the engine having previously been operated using diesel fuel. In particular, the engine 10 has been modified by fitment of a kit of parts 34, including at least one guide 20 and separator 22. The kit 34 is thus configured to convert an existing internal combustion engine (such as conventional diesel fuelled internal combustion engine generators) to an engine 10 suitable for operation with fuels such as hydrogen and other alternative fuels previously unsuited to internal combustion engines due to a propensity to combust prematurely (i.e pre-ignition / detonation) and / or fuels where a premature mixing with air may prevent ideal combustion events and controlled engine operation. It is understood that the engine 10 may, alternatively, be provided as a bespoke engine whereby parts of the kit 34 as described herein are factory fitted thereto during manufacture and assembly of said engine 10.

[0021] The applicant has designed engine 10 to be particularly suitable for operation with a hydrogen-based fuel supply 24. What is meant by a hydrogen-based fuel supply is a fuel supply which comprises hydrogen as a main or primary element combustive, but may also include additives or mixtures, such as, for example, methanol or ammonia. In particular, the engine 10 is adapted to have a supply 24 of gaseous hydrogen injected into the engine 10 at a relatively low pressure. Preferably, the injection pressure of the fuel supply 24 is less than 100 bar. The applicant has elected to focus on hydrogen as a fuel source due to it being a renewable resource (unlike fossil fuels such as diesel and methane), and due to its clean combustion ability that does 2025248628   07 Oct 2025 not produce undesirable emissions, such as carbon dioxide (and produces very little nitrogen oxides). Figures 2 and 3 are chemical balances which demonstrate the inherent advantages of "clean" combustion of hydrogen (Figure 3) as opposed to the "dirty" burning of diesel fuels (Figure 2).

[0022] Moving now to Figure 3, it is generally known that hydrogen is combustible at higher air fuel ratios - that is to say, at a lean fuel mixture having comparatively higher amounts of air compared to fuel - than hydrocarbon fuels such as diesel. For example, typical diesel based engines are configured to operate at around stoichiometry, having an air / fuel ratio of about 14.5:1. In comparison, hydrogen fuels achieve stoichiometry at an air / fuel ratio of about 34:1. The applicant has designed engine 10 for operation at conditions above stoichiometry (i.e. at a lean air / fuel ratio). In particular, engine 10 is suitable for configuration to operate at an air (to) fuel (air / fuel) ratio of between about 60:1 (i.e. at a lambda value of about 2) and about 110:1 (i.e. at a lambda value of 3). As shown in the Figure, operation of engine 10 at or towards the higher end of this range (i.e. "lean operation") results in reduced fuel use and NOx emissions - noting that NOx emissions resulting from the combustion of hydrogen are already significantly smaller than those generated by the burning of hydrocarbon fuels.

[0023] Components of the engine 10 and / or kit 34 will now be described in detail with reference to the remaining Figures.

[0024] Shown in Figures 5 to 7, the guide 20 is provided in the form of a substantially unitary plate. It is understood, however, that in other embodiments, the guide 20 may comprise several discrete parts that may be spaced along the intake port 12. The guide 20 is arranged to be fitted between the intake port 12 and intake manifold 26 of the engine 10.

[0025] The guide 20 is shaped as a generally planar perimeter surface 36 that is configured to extend around the intake port 12. The perimeter surface 36 is configured to attach or otherwise couple with the intake port 12 and intake manifold of 30 of the engine 10. In particular, as shown, the guide 20 is removably attached between the port 12 and manifold 30 by way of fasteners that are received by threaded holes within the cylinder head 28. In this way, the guide 20 may easily be fitted and removed from the engine 10. Opposing sides of the perimeter surface 36 may be configured to form a seal with the manifold 30 and / or with the cylinder head 28. For example, the perimeter surface may be a machined or otherwise generally planar surface. Whilst not shown, It is also contemplated that deformable members such as an O-ring or gasket may be provided between the guide 20 and the manifold 30 and / or with the cylinder head 28. 2025248628   07 Oct 2025

[0026] Seen best in Figure 7, the perimeter surface 36 defines an opening or aperture 38. The opening 38 of the guide 20 is substantially aligned with the passage 14 so as to receive the airflow 16 therethrough. A sloped ramp or "fence" surface 40 extends from the perimeter surface 36 of the guide 20 and into the opening 38. In particular, when the guide 20 is fitted to the intake port 12, the ramp surface 40 projects into the passageway 14 and towards an inner side wall 42 thereof. The ramp surface 40 chokes or otherwise restricts at least part of the opening 38, by fencing or otherwise directing the airflow 16 against the inner wall 42 thereof. The size of opening 38 as defined by guide 20 is selected to suit desired operating conditions of the engine 10. For example, the effective size of the opening 28 may be set by the extent or length by which the ramp surface 40 projects toward the passage wall 42, and / or by the slope or angle of said surface 40. Preferably, the guide 20 may be configured to allow adjustment of the opening 38. For example, the angle and / or length of the ramp surface 40 may be adjustable in-situ by way of bending or other means.

[0027] In this manner, guide 20 is adapted to act as a venturi. What is meant by this is that the guide 20 has the effect of choking or otherwise restricting the effective cross sectional area of the passage 14, thereby increasing the velocity and promoting turbulence within airflow 16 without requiring modification to passage 14 itself. In use, the airflow 16 arrives in the combustion chamber 18 in an at least partly turbulent flow condition. The turbulent flow condition of the airflow 16 provides improved mixing with the fuel supply 22 within the combustion chamber 18, thereby resulting in a more stable and controlled combustion. It is contemplated to provide a shaped profile to the guide 20, such as the sloped ramp or "fence" surface 40 as described herein, so as to additionally assist in preventing intake reversion. What is meant by this is that, in certain running conditions of an engine, a 'reverse flow' pulse may be directed backward from the combustion chamber 18 toward the intake manifold 26 (i.e. opposite or reverse to the normal direction of airflow 16). This 'reversion' is disruptive to normal airflow and undesirable. However, the provision of guide 20 beneficially acts as a blocking element or choke by which reversion of intake air is prevented.

[0028] It is understood, that for multiple cylinder engines, a guide 20 is fitted to each intake port 12 thereof. It is contemplated that the engine 10 may be an engine 10 which includes multiple intake ports 12 for each cylinder, and that, in such embodiments, a guide 20 may be fitted to each of these intake ports 12. It is also contemplated that multiple guides 20 may be fitted to each intake port 12.

[0029] The separator 22 will now be described in detail with reference to Figures 8 and 9. 2025248628   07 Oct 2025

[0030] The separator 22 is configured to deliver the supply of fuel 24 to the combustion chamber 18. In particular, the separator 22 provides a closed channel 44 through which the fuel travels. With respect to the example shown, the separator 20 is provided in the form of a tube member or pipe that extends through the passage 14, with fuel travelling through a central bore thereof. Preferably, the separator 22 passes through the ramp surface 40 of the guide 20 so as not to further choke or otherwise interfere with the airflow 16 through the opening 38.

[0031] Best shown in Figure 9, an outlet 46 of the separator 22 is disposed within the combustion chamber 18. Preferably, the outlet 46 is positioned atop or proximate to an intake or inlet valve 48 of the cylinder head 28. Such an arrangement of the outlet 46 ensures that the fuel supply 24 is delivered only to the area or volume of the combustion chamber 18 immediately surrounding the intake valve 48, and thus the fuel supply 24 cannot circulate or otherwise return back toward the intake port 12, which may otherwise result in premature mixing with the airflow 16 and resultant backfiring and / or engine operation failures.

[0032] The separator 22 is attached or otherwise fitted to the engine 10 by way of a mount 50. Seen best in Figure 10, the mount 50 is attached to the intake manifold 26. The mount 50 includes an aperture or window that aligns with a corresponding aperture of the intake manifold 26. The mount 50 is also attached to a fuel injector system 52 of the engine 10. The mount 50, may, for example, be machined from aluminium, before being welded to the intake manifold. High tolerance machining of the mount 50 enables the dimensions of the mount 50 to be accurately controlled to ensure correct mounting orientation of the separator 22 and result in optimal positioning of the outlet 46 with respect to the intake valve 48. Further, by welding the mount 50 to the manifold 26, the separator 22 is sealed to ensure that ambient air does not enter the separator 22. It is understood, however, that the mount 50 may be formed and / or installed to the engine 10 in other ways, without departure from the present invention.

[0033] The provision of separator 22 as described herein prevents interaction between the airflow 16 and fuel supply 24 within the passage 14. Put differently, the separator 22 separates the fuel supply 24 from the airflow 16 until the arrival of both within the combustion chamber 18 -thereby mitigating against premature detonation or mixing of the air fuel mixture. Advantageously, the provision of the separator 22 as described herein permits relatively simple modification of an existing internal combustion engine without the need of manufacturing a bespoke cylinder head 28. This being said, it is also contemplated that, in other embodiments, separator 22 may be provided integrally with the cylinder head 28, with the channel 44 extending therethrough.

[0034] The fuel injection system 52 of the engine 10 will now be described with particular reference to Figure 11. 2025248628   07 Oct 2025

[0035] The fuel injection system 52 is arranged to feed the fuel supply 24 through the separator 22 and into the combustion chamber 18. In particular, the fuel injection system 52 includes at least one injector 54. The injector or injectors 54 are arranged to drive fuel from a fuel rail 56 into the separator 20. In particular, the injector 54 receives pressurised supply of fuel from the rail 56 and is adapted to inject the fuel into the separator 22. The injectors 54 are preferably configured to operate at a 'low' pressure (typically below 100 bar, i.e. considerably lower than the fuel pressures used in existing, high pressure, hydrogen engines). Trials by the applicant have seen a successful delivery of fuel to the injector 54 at a pressure of about 5-10 bar, and more particular about 7 bar. The low pressure of the injected fuel provided by this arrangement allows the use of 'off the shelf' or otherwise readily available fuel injectors in the fuel injection system 52, obviating the requirement or reliance on bespoke "high pressure" type fuel injectors typically required for such fuels. In the embodiment shown in Figure 11, the fuel system 52 includes two fuel injectors 54 per / for each separator mount 50, but it is understood that any number of injectors 54 may be used provided that they are suitable for delivering the required fuel supply 24 to the engine 10. With particular reference to the embodiment shown, each injector 54 is a 900 cc / min flow rate injector 54. Notably, the fuel injection system 52 delivers fuel only when the respective intake valves 48 of the cylinder head heads 28 are in an open position, so as to further mitigate against the possibility of premature mixing of the air fuel mixture.

[0036] It is understood, that due to the highly combustible nature of hydrogen, conventional spark plugs are unsuitable for use in the engine 10 and may result in premature ignition of the air fuel mixture due to the temperature of the spark plug surface. Such premature ignition may cause foul running of the engine 10 and may result in potentially hazardous backfiring through intake manifold 26. In view of this, the engine 10 is provided with "cold" spark plugs 58 that operate at a lower (i.e. cooler) heat range (in this case being a heat range of about 9) than conventional spark plugs. The spark plugs 58 are gapped to about 15 thousands of an inch (approximately 0.381 mm), which is a particularly small gap when compared to conventional spark plugs, to further mitigate against such premature ignition of the air fuel mixture. Other ignition systems / types are also contemplated for use in the engine 10 for the purpose of preventing premature ignition of the mixture due to the temperature of the spark plug surface. For example, it is contemplated that a plasma ignition system may instead replace conventional spark plugs for this purpose. It is understood, however, that, when operated using fuel types other than hydrogen, the engine 10 may not require cold spark plugs or even any spark plugs at all (i.e. combustion being initiated by the heat and pressure within the combustion chamber 18 generated by the compression stroke of the engine 10 itself). 2025248628   07 Oct 2025

[0037] Turning back now to Figure 9, the engine 10 includes hardened valve seats 60. What is meant by this is that the inserts onto which the intake valves 48 and exhaust valves are seated during operation of the engine 10 are made from a hardened material, such as a hardened powdered metal steel. The hardened valve seats allow for heightened operating temperatures within the engine 10, typical of those encountered by, for example, the combustion of a hydrogenbased fuel.

[0038] The applicant has designed engine 10 to have particular application when used as an electrical energy (i.e. electricity) generator. In particular, trials by the applicant have demonstrated that the engine 10 is able to operate while undergoing controlled and reliable combustion, and act as a useful and stable electricity generator. During said trials, engine loads were simulated using a load bank, and the engine 10 operated normally. The testing proved that the engine 10 is capable of operating smoothly and efficiently at load outputs ranging between about 10 kW and in excess of about 100 kW. While operating under these loads, the engine 10 successfully maintained an air fuel ratio of between about 60:1 and about 110:1 (between lambda 2 and 3). When operating in this range, the engine 10 generates substantially zero / no NOx emissions. The trials also demonstrated an ability of the engine 10 to respond substantially instantaneously to load changes in the load bank, even as the load was changed in large increments of up to about 30 kW.

[0039] In the following passages, an electricity generation system 100 that incorporates at least one engine 10 will now be described with reference to Figure 12.

[0040] Electricity generation system 100 provides an environmentally sustainable system for generating a consistent supply of electrical energy to downstream loads connected thereto. The system 100 may be particularly useful for providing electricity to remote locations, being substantially closed circuit and therefore operable independent from grid infrastructure. It is therefore understood that the system 100 may be referred to as a hydrogen-based integrated electricity / energy management or "HIEMS" system.

[0041] As shown in the Figure, electricity generation system 100 includes at least one generator 110 in the form of an internal combustion engine 110, an energy source 120, and a producer 130 (i.e. a device or apparatus suitable for producing hydrogen). The energy source 120 is a renewable electricity / energy source that is used to farm electrical energy from renewable sources. For example, the energy source may be a solar or wind farm. It is understood that the source 120 may comprise multiple solar panels or wind turbines, or may also comprise a combination of solar panels or wind turbines or other means of generating electricity which is renewable and / or environmentally friendly. 2025248628   07 Oct 2025

[0042] During operation, electrical energy generated by source 120 is supplied to loads 140 connected downstream thereof - such as, for example, remote towns or settlements. The source 120 is also connected to the producer 130, with surplus electrical energy from the energy source 120 (i.e. during times when the supply of electrical energy produced by source 120 exceeds the demand required by the downstream loads 140) being used for powering the producer 130.

[0043] The producer 130 may generate clean hydrogen from a supply of water through electrolysis. For example, the producer 130 may be provided in the form of an electrolyser. Water used by the electrolyser 130 is preferably sourced from local supplies such as, for example, ground water, a stream or river or another natural water source located proximate the system 100. During operation, electrolyser 130 utilises the surplus electrical energy supplied by the source 120 to convert the water into hydrogen, which in turn is used as the fuel source for generator 110. It is also contemplated that the producer 130 may be provided in other forms. For example, other known hydrogen generations means may be suitable for use in the system 100, such as, for example: gasification (waste to hydrogen); biomass-derived liquid reforming; and microbial biomass conversion.

[0044] With hydrogen fuel being provided by electrolyser 130 to generator 110, the generator 110 may be coupled to the downstream load 140 and operated as an electricity generator to provide "on-demand" electricity thereto. In this way, the generator 110 may operate as a buffer that supplements the energy supplied by source 120 in order to meet demand and provide continuity of electrical supply. For example, wind and solar farms may have fluctuating electrical output due to changes in environmental conditions. In such situations, the generator 110 is operable to act as a "top up" or battery that may provide additional electricity "as needed" to the downstream load.

[0045] A method 200 of operating an engine, for example engine 10 as described herein, will now be described with reference to Figure 13.

[0046] In a first or providing step 210, an airflow is provided to the combustion chamber 18 of the engine 10 via a passage 14 associated with an intake port 12. During this step, a guide 20 may be used to induce turbulence into the intake airflow.

[0047] In a further or delivering step 220, fuel is delivered to the combustion chamber 18 via a separator 22. The separator 22 extends through the passage 14 and is arranged to prevent mixing of the fuel with the intake airflow. In this way, fuel is delivered directly to the combustion chamber 18, preferably atop an intake valve thereof. It is contemplated that, in some embodiments, the delivery of fuel may be timed so as to occur only when the intake valve is in an 2025248628   07 Oct 2025 open position such that the potential for uncontrolled combustion (caused by mixture of fuel with the intake airflow) is further limited.

[0048] During operation of the engine 10, it is understood that the steps 210 and 220 are repeatedly cycled, permitting the engine 10 to operate with controlled and stable combustion of the fuel air mixture.

[0049] In a further or sensing step 230, an output load - i.e. a power output - acting on the engine 10 is sensed by a load sensor 62 which may, for example, convert the force output at a crankshaft of the engine into a measurable electrical output, which is fed into an electronic control unit (ECU) of the engine 10. The load sensor 62 may, for example, be provided in the form of a current sensor. In alternate embodiments, it is contemplated that the load sensor 62 could be in the form of a load cell. In this way, the method 200 can be seen to be one in which the system responds to load changes directly (i.e. when the load increases, the system responds to an electronic indication of this load change). This starkly contrasts with conventional operations, which generally rely on a mechanical approach, whereby the response to an increasing load first affects engine performance, before an ECU utilises the effects on the engine performance to control load inputs (such as, for example, fuel and ignition timing) thus controlling engine operation in a responsive rather than direct manner. The sensing step 230 permits the engine 10 to be used as a generator, and results in substantially no dimming or drops in electricity generation, thereby providing a consistent and reliable power supply to loads downstream thereof.

[0050] In a further or tuning step 240, operating parameters of the engine 10 are tuned in response to the engine load output measured by the load sensor 62. For example, such operating parameters of the engine 10 may include fuel injection timing, for example the time at which the fuel is injected (relative to the rotational position of the engine 10) and the duration of time for which the injector 54 is opened or activated (corresponding to the amount of fuel injected). The operating parameters may further include tuning of a position of a throttle body, to therefore throttle the intake airflow into to the engine 10.

[0051] Advantageously, steps 230 and 240 may be continuously repeated during operation of engine 10, such that the load output of the engine 10 is varied in line with the power demands placed upon the engine 10 by downstream loads. Accordingly, it is understood that method 200 provides a method of operating internal combustion engine 10 which permits the engine 10 to adapt to variable load outputs in a responsive (in some cases, substantially instantaneous) manner without disturbance to normal engine operation. 2025248628   07 Oct 2025

[0052] Summarily, it is to be understood that embodiments of engine and component kit thereof provide several advantages over existing electricity generation means. In particular, the engine provides for a renewable, low emission and zero-carbon electricity generator when run utilising hydrogen based fuels. This ability to run on hydrogen based fuels is provided, at least in part, by the provision of guide and separator which provide for controlled combustion during operation thereof. As described, the guide acts to introduce or otherwise promote turbulence into the airflow as it passes through the passage, resulting in the airflow arriving at the combustion chamber in a turbulent flow condition to provide enhanced mixing with the fuel supply. The separator meanwhile, delivers the fuel supply directly to combustion chamber, preferably proximate the intake valve thereof. Accordingly, there is no opportunity for the airflow and fuel supply to mix together and prematurely combust prior to entering the combustion chamber. In this manner, the guide and the separator allow for controlled and stable combustion in the engine, combustion which occurs only in the combustion chamber and which is particularly suitable for use with a hydrogen fuel. Preferably, the guide and separator are provided in the form of a component kit which allows an existing engine to be retrofitted to operate as an engine as described.

[0053] Trials by the applicant have shown that the engine described herein has particular application as an electricity generator for use in remote locations, due at least in part to its similarity to existing diesel engines resulting in familiarity and common components for installation and maintenance purposes. When operated as part of an electricity generation system, the engine provides part of a closed-loop and substantially renewable means of electricity generation, the engine requiring only infrequent and simple oil changes, and occasional water top-ups where the engine exhaust is captured to recycle water output therefrom.

[0054] While various embodiments of the present invention have been described above, it should be understood that they have been presented by way of example only, and not by way of limitation. It will be apparent to a person skilled in the relevant art that various changes in form and detail can be made therein without departing from the spirit and scope of the invention. Thus, the present invention should not be limited by any one of the above described embodiments.

[0055] The reference in this specification to any prior publication (or information derived from it), or to any matter which is known, is not, and should not be taken as an acknowledgment or admission or any form of suggestion that that prior publication (or information derived from it) or known matter forms part of the common general knowledge in the field of endeavour to which this specification relates. 2025248628   07 Oct 2025

[0056] Throughout this specification and the claims which follow, unless the context requires otherwise, the word ‘comprise’, and variations such as ‘comprises’ and ‘comprising’, will be understood to imply the inclusion of a stated integer or step or group of integers or steps but not the exclusion of any other integer or step or group of integers or steps. 2025248628   07 Oct 2025 LEGEND 10 Engine 100 Electricity Generation System 12 Intake 110 Generator 14 Passage 120 Source 16 Airflow 130 Producer 18 Combustion chamber 140 Load 20 Guide 22 Separator 200 Method of Operating 24 Fuel Supply 210 Providing air step 26 Intake manifold 220 Delivering fuel step 28 Cylinder head 230 Load sensing step 30 Turbocharger 240 Tuning step 32 Intercooler 34 Kit 36 Perimeter surface 38 Opening 40 Ramp surface 42 Passage wall 44 Fuel channel 46 Outlet 48 Intake valve 50 Mount 52 Fuel injection system 54 Injector 56 Fuel rail 58 Spark plug 60 Valve seat 62 Load sensor

Claims

1. An internal combustion engine, comprising:a cylinder head having an intake port that provides a passage through which an airflow travels to a combustion chamber of the engine;a guide adapted to induce turbulence into the airflow; anda separator that extends through the passage for delivering a supply of fuel to the combustion chamber,wherein the guide and the separator cooperate to provide controlled combustion of air and fuel within the combustion chamber.

2. The engine according to claim 1, wherein the engine is a multiple cylinder engine, the multiple cylinder engine having an intake port for each of the cylinders, each of the intake ports having a corresponding guide.

3. The engine according to claim 1 or 2, wherein the or each guide serves as a venturi.

4. The engine according to any one of the preceding claims, wherein the or each guide isconfigured to increase a velocity of the airflow through the passage to increase turbulence in the combustion chamber.

5. The engine according to any one of the preceding claims, wherein the or each guide is a unitary member.

6. The engine according to any one of the preceding claims, wherein the or each guide is in the form of a plate.

7. The engine according to claim 6, wherein the plate comprises a ramp that extends toward a wall of the passage to reduce the cross sectional size of said passage.

8. The engine according to claim 7, wherein the ramp defines an opening to the passage through which the airflow travels.

9. The engine according to any one of the preceding claims, wherein the or each guide is configured to removably attach between the intake port and an intake manifold of the engine.2025248628   07 Oct 202510. The engine according to claim 9, wherein the or each guide is removably attachable between the intake port and the intake manifold by intake manifold fasteners.

11. The engine according to claim 9 or 10, wherein the or each guide includes a sealing surface for sealing between the intake port and the intake manifold.

12. The engine according to any one of the preceding claims, wherein the engine is a multiple cylinder engine, the multiple cylinder engine having an intake port for each of the cylinders, and a separator extending through each of the intake ports.

13. The engine according to any one of the preceding claims, wherein delivery of the fuel occurs only when an intake valve of the cylinder head is open.

14. The engine according to any one of the preceding claims, wherein the or each separator is configured to deliver fuel directly atop an intake valve of the combustion chamber.

15. The engine according to any one of the preceding claims, wherein the or each separator passes through the guide.

16. The engine according to claim 15, wherein the or each separator extends from the combustion chamber, through the intake port and at least partially into or through an intake manifold of the engine to a fuel rail thereof.

17. The engine according to any one of the preceding claims, wherein fuel delivery is drivenby a fuel injector positioned between the or each separator and a fuel rail of the engine.

18. The engine according to any one of the preceding claims, wherein the fuel is hydrogenfuel.

19. The engine according to claim 18, wherein the hydrogen fuel is injected at low pressure.

20. The engine according to any one of the preceding claims, further comprising a forcedinduction device for providing air to the engine at a pressure higher than atmospheric pressure.

21. The engine according to claim 20, wherein the forced induction device is at least one of a supercharger or a turbocharger.

22. The engine according to any one of the preceding claims, wherein the or each separator includes a channel through which the fuel is supplied.2025248628   07 Oct 202523. The engine according to any one of the preceding claims, wherein the or each separator is formed as a tubular member.

24. A generator comprising the internal combustion engine according to any one of the preceding claims.

25. A kit of components installable to an existing internal combustion engine, the kit comprising:a guide mountable to an intake of the engine and adapted to promote a turbulent airflow into a combustion chamber of the engine; anda separator extendable from the intake and adapted to deliver a supply of fuel directly to the combustion chamber,wherein the guide and separator together provide controlled combustion of air and fuel within the combustion chamber.

26. A method of operating an internal combustion engine comprising the steps of: providing an airflow to a combustion chamber of the engine via a passage, the passage including a guide adapted to promote turbulence within the airflow;delivering a supply of fuel to the combustion chamber by a separator which extends through the passage,wherein the guide and separator together provide controlled combustion of air and fuel within the combustion chamber.

27. The method according to claim 26, further comprising the steps of: sensing a required load output of the engine, and tuning the operating parameters of the engine in response to the sensed load output of the engine.

28. The method according to claim 26 or 27, wherein the steps of the method are repeated iteratively while the engine is operating.

29. The method according to claim 27 or 28, wherein the load output is sensed by a load sensor.

30. The method according to any one of claims 27 to 29, wherein the operating parameters of the engine at least include: the amount of fuel injected thereinto; and the timing of the fuel injected thereinto.2025248628   07 Oct 202531. The method according to any one of claims 27 to 30, comprising an electronic control unit for reading the load output of the load sensor, and for actuating the amount and timing of fuel delivered to the combustion chamber of the engine.

32. The method according to any one of claims 26 to 31, wherein the engine is configured to operate at an air / fuel ratio of between about 60:1 and about 110:1.

33. The method according to claim 32, wherein the engine is configured to operate at an air / fuel ratio of about 102:1.

34. An electricity generation system, comprising:a hydrogen-based generator;a supply of renewable energy; anda producer for producing hydrogen fuel for the generator, wherein the producer is powered by the renewable energy supply such that the generator, renewable energy supply and producer form a closed loop system.

35. The electricity generation system according to claim 34, wherein the producer is an electrolyser.

36. The electricity generation system according to claim 34 or 35, wherein at least some of the renewable energy supply is provided to a downstream load that is also supplied by the generator.

37. The electricity generation system according to any one of claims 34 to 36, wherein the generator comprises an internal combustion engine according to any one of claims 1 to 23.

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