CA2136613A1 - Process and device for operating an internal combustion engine or a combustion plant - Google Patents
Process and device for operating an internal combustion engine or a combustion plantInfo
- Publication number
- CA2136613A1 CA2136613A1 CA002136613A CA2136613A CA2136613A1 CA 2136613 A1 CA2136613 A1 CA 2136613A1 CA 002136613 A CA002136613 A CA 002136613A CA 2136613 A CA2136613 A CA 2136613A CA 2136613 A1 CA2136613 A1 CA 2136613A1
- Authority
- CA
- Canada
- Prior art keywords
- fuel
- temperature
- preheater
- tank
- heating
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P3/00—Other installations
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B51/00—Other methods of operating engines involving pretreating of, or adding substances to, combustion air, fuel, or fuel-air mixture of the engines
- F02B51/04—Other methods of operating engines involving pretreating of, or adding substances to, combustion air, fuel, or fuel-air mixture of the engines involving electricity or magnetism
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
- F02M31/02—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating
- F02M31/12—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating electrically
- F02M31/125—Fuel
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
- F02M31/02—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating
- F02M31/12—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating electrically
- F02M31/135—Fuel-air mixture
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M33/00—Other apparatus for treating combustion-air, fuel or fuel-air mixture
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P23/00—Other ignition
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
- F23K—FEEDING FUEL TO COMBUSTION APPARATUS
- F23K5/00—Feeding or distributing other fuel to combustion apparatus
- F23K5/02—Liquid fuel
- F23K5/14—Details thereof
- F23K5/20—Preheating devices
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Fuel-Injection Apparatus (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
The invention relates to a process for the operation of an internal combustion engine or a combustion plant in which liquid fuel is heated before being introduced into a combustion chamber. In order, especially with high power outputs, to create a minimum quantity of pollutants, the fuel is taken to an intramolecular instable state at about vaporisation temperature before its introduction into the combustion chamber by heating in a preheating stage to a basic temperature of between 40 and 60°C, subsequent expansion of the fuel is produced in an expansion stage by heating to a temperature of between 50 and 150°C at a constant energy density, subsequent conversion occurs in a reaction stage to an intramolecular unstable state by heating to a temperature of between 80 and 200°C, with final heating in a vaporisation stage at a pressure of between 15 and 40 bar up to vaporisation temperature.
The invention relates to a process for the operation of an internal combustion engine or a combustion plant in which liquid fuel is heated before being introduced into a combustion chamber. In order, especially with high power outputs, to create a minimum quantity of pollutants, the fuel is taken to an intramolecular instable state at about vaporisation temperature before its introduction into the combustion chamber by heating in a preheating stage to a basic temperature of between 40 and 60°C, subsequent expansion of the fuel is produced in an expansion stage by heating to a temperature of between 50 and 150°C at a constant energy density, subsequent conversion occurs in a reaction stage to an intramolecular unstable state by heating to a temperature of between 80 and 200°C, with final heating in a vaporisation stage at a pressure of between 15 and 40 bar up to vaporisation temperature.
Description
The invcntion ~elates first of all to a method for operaling an internal combustion eng~ne or a furnace, whcrein liquid ~uel is heated before i~ is iI~troduced into the combustion space. Moreover, the invention also re]ates to an apparatus of the introductosy portiorl of claim 9.
During the opcration of in~ernal combustion engines, ~he p~eheatin~ of the ~uel bcforc it is brought inlo the combus~ion chambcr, in order to affect particularly the fuel cor;sumplion and also the cmission of pol~utants in a favorable m~nner by expanding the gasoline or fuel during lhe heating, is we~l h~o- n Thc Gcrman Offcnlcgungsschrift 32 03 764 discloses an apparatus ~or supplying ll~uid or gaseous gasoline or ~uels to internsl combustion eng~nes such as rcciprocating intcrnal colnbustion engines opcrating on ~he spark-ignition or aulomfltlc ;gnitiorl principlc, or also to stationary combustion installa~ions, In wh~ch c prehe~tc~ Is integrated in the gasoline or fuel supply line. The prehcater i6 dcsig~ed and controllcd in such ~ manner hese, that Ihe fuel is brought to a part~cular tempcraturc. Th~ cmissjon of pollutants is af~ected advantageously.toonly a ~light dcgrcc by thesc means.
It ls th~cforc an objcct of thc prescnt invcntion to provide a method and an apparatus of ~hc in;tially tcscribcd type, with which the cmission ~f pollutants can bc r¢duccd significantly during the opcration of an internal combustion engine or also o~ furnaces.
''~ "~'''','''' To accomplish Ihis objective, thc rnethod of the above-named type is characteriz~d by the di~tin~uishing features ~iven in the characteriz;ng part of claim 1. Important further developments of the in~entive method are given in claims ~ to 1().
An apparatus for carr)~ing out the method is given ir. claim 11. Signific.ant refinements of this apparatus are given in claims 1~ to 23. .
For the inventivc n~ethod and apparatus, the fuel is heated and p~epared ;n fourstcps in the preheatcr I)epending on thc nature of the fuel used to operate the in~crn~l combust30n engine or the f~rnace, the fuel is first of all b~ought ~o a base tempcrature bet-veen 40 and 60DC (depending on the fucl) in the prehea~in~ step!
in order tO have the same parameters continuously, whether it ~e summer or win~er, for the subsequent warming or heating step. In the second preheatin~ or ~arming s~cp ~hat follows, which is an expansion s~ep, the fuel is exp~nded by heatin~ to a tcmpcrature between 50C and 150C (fuel-specific) at constant enèrgy density, inorder to be transfcrrcd then into an innermolecularly unstab~e sta~c in the ~ub~quent thlrd step (reaction s;ep) wl~ll further heating to temperatures betwecn ~o~ ~nd ~aoçc. In this innermoleculaTly unstable state, the fuel ~s then hcsted ~rther ~n thc fourth and last ctep, thc vaporization step, with an in~seasc in prcssure up to sl tempcrature, ~ust bclow that at which the gasolin~i or fuel cvapora~es or ou~gasscs (vaporiz~tJon tcr~pcraturc), so that, after It Is brought into ~h~ combustlon lipacc ~nd mixed wlth air lhrough a carburetor, an inJection nozzle ~r ~he likc, thcrc exisls a fuel~air n~ixturc, whlch makes possiblc an in~med;a~e, approximately reslduc~frcc combustion ~vith a maximum release of encrgy and a minimurn cmission of pollutants, for cx~mplc, directly at tOp dead centcr of a rcciprocatlng plston ~ntcrnal combustion engine. The fuel is to be introduced in this rtatc dlrectly a~ the vaporization or v~por transit;on point as a fine, casDy , , , ,. , . ~- ~ , .~ ; . . . ..
.
, ... . . . ... . . . . .
,.. -.- ~: , . . . , ., .. ", , , inflammable (liquid) spray mist This offers significant 2dva~tagesl especially also in thc case of spontaneou~ly igniting internal combustion eng;nes. A~so in the case of spark-ignited internal combustion engines, the fuel mixture introduced should be 3gnited In ~he shor~est possible time.
In the individual prehealing and heztir.g steps, the tempcrature to ~e reached can be controlled exact]y by means o control electronics. Lilc~wise, the i~lpUt andoutput data, such as throughput and pressure before the preheater, s.:lould ~e ~3etesmined, in order to con~rol ~hc fuel-specific operatin~ parameters wilh a view to reaching the Jnnetmolecul~rly unstable state shortly before ~he vapor ;ransition or vapor;zation point precisely in the prcheater.
Due to thc overall a~tainable expansion of the fuel, the easy and r2pid igrita~ility and thc changes in the state of thc material in the combustion space, ~ogether with the thcreby released energy and thc there~rom resullin~ hi~h enc-gy density, outstanding rcsults arc achievable wjth respcct to performsr,ce and approximately rc~iduclc~s combu~tion. As~ aftertrca~ment of the e~haust gas gencraly is not requlrcd.
.
Convcnt~onal inlcrnal combustion engines can also be retrofitted with the apparatus.
Such retro~llting is aosociatcd with appreciable reductions in fuel consum~tion and decrcascs to a minlmum In thc pollutan~s cmitted. Fuel sa~lngs bch~cen 50 and 80% haYc bccn conf~rmed by expcrirncn~s in conventlonal intcrna~ combst~on cn~nc6~ Likcwl!lc, an ~ncrease In power ~y 17 to ~3~o was observed.
:`
, Thc ~cl-air m~turc, ~orought into the combustion spacc, mus~ also be preparcd for the Ignltlon by mcan~ of simple control clectronics and thc ignition equlp~ncnt, on thc olle hand, as provi~ed for in an advantageous refinement of the invenlion, by fir~t of all polarizing the mixtu~e by applying a negative ~oltage of 120 V (from the catho~e of the spark plug to the cylinder walls (electrode)). A~ter that, the region betwecn the electrode and the cathode of Ihe spark pll~g can be ionized by applying a negative voltage of 320 V, so that an ionized field (cloud) can be generated about thc cathode and th~ e!ectrode of the spark p1ug. By apply~ng a negat;~e spike pulse voltage of ~hc order of 3,000 V to 5,000 V, the igr~ilion spar}; ignites the cloud, ~vh'ch Is then transformed Into a plasma slate, exception~lly high tempcraturcs of up to 20,000~C resulting. With th~t, the ~uel mLxture as a who]ecan bc ignitcd q~llclcly and reliably.
In order to take into account the further heating of fue], brought to the ~aporization temperature, in a fucl distributor in the fuel not required at the momcnt for the opcra~ion of the internal combustion engine before it is re-introduced into the prehcatcr, a particularly preferred de~,elopment of the inventive method or af the Invcntivc apparatus pro~r~dcs two indcpendent fuel cycles with an erp~ed ~ompensa~ion ~tep. ~or this, the preheater and the fuel distributor are ~dvlsably contalned in a fir6t ~ucJ cyclc, The second fuel cycle is connected to the fuel tank, If Ih~ arnount of fùel, not required to operate th~ internal cc~rnbust;on cn~nc, is rcturned to thc f~rst fuel cyclc (recycled), the fuel can be mixed in the compe~s~ting tAnlc or ~hc compcnsat~on step with thc fuel from the fuel tank, which haa not been prehcstcd, In ordcr to compensate îor any prevlous outga6sing procc~sc~ and rcgaln lhc de~rcd tcmperature levcl. 4ny exccss amounts of fuel can be rcturned to the fucl tank ovcr a rccycl~ng line irl the second fuel cycle. The amount of fucl to bc adrnixcd can bc controllcd by the control electronics as a func~on of the opetatine paramctcrs, In addltion, an electronically controlled 3-way mlxer can bc prcscnt in the compensating tank, 2136~13 For a further explanalion of the Illvention, reference is made to the drc~wing and the su~scqucnt dcsctip~ion. In the drawing ~i~ure 1 shows a no-4 and control diagram of the in~entive me~hod and the inventive apparatus and FJgure ~ shows a further inventive flow d-agram with an ~ddition~l compensation ; ~::
step In thl: drawing, the apparatus for carrying out thc inventive melhod is generally labeled l. In lhc ernbodimcnt illustratcd, it is constructed as equipmen~, ~hich can al~o gcnerally be mounted on existing internal combustion engines or furnaces with, for example, a housing of an impact-resistant plastic or metal. :
A~l componcnls arc to be thcrmally insula~cd, so tha~ the current consumption as~ wholc ren~ains small and no heat penetrates to parts, which do not have to be ~:
he~tcd, Thc conlrol clcctronics c~n bc constructcd and mounted as a hybrld in a con~act ~trlp In Ihe in~crior ot th~ ho~slng. The ex~ernal connecting p;eccs for the fucl arc o~ ~tandard constructlon and can thus also be adapted to existin~ vehicles with gssol3nc or dicsel cngines. The housing can, moreover, be equipped w~th ~Jbratlon-damplng mountings, by mear~s o~ which it is mo~nted on the chicle. - ~ .
Thc tanlc for the liquid fu~l, such as supcr or dicsel ~u~ s labeled 2. A fuel line 3 lcad~ from th~ lsnk a tO a fuel pump 4, to which are connccted in series a check vaho 5, a flo~v sensor 6 bnd a prcssure scnsor 7. The flow sensor 6 and the : :
prc~;su~c scnsor 7 arc connected o~er leads 8 and 9 with the control electronics, ~hlch atc gcnctally labelcd 10 and can take Into consideration fuel-specific flow and "' ~1366~3 `
pressure VAlUeS, The ~oltage is supplicd by a generator 11, on which lkewise a sensot 12 is mounted to monj~or the running. The sensor 12, in turn, is connected ~th the control electronics 10. A vehicle electrical system b]ade 13 is connected with nehvork preparation system 14 Ihat is provided at the control electronics 10.
The preheater, as a whole, is labeled 15. This preheater 13 is ccnstructed as thermal, coaxial heater coil and prefer2bly has 12 coils in a ler,~th of 36 cm per coil and consists of a coppcr pipe with a minimum internal diamcter of 8 mm. The hea~er c4il 16 is cnveloped by an insu~ation 1~ erall, the heater coil is constrJcted in 4 stages, in which in cach case follr heating elements/thermal sensor clcments 17, 18, 19 and 20 are pro~ided. Each of the heating elcmen~s c~n be controlled by the control electronics 10. The te;nperature of the f~el passing through can be adjusted precisely in the respective sta~es to 1/10C as a function of thc nominallactual value comparison. At the outlet of the coil 15, a thcrmosensor 21 is provided, ~h~ch reports the outlet temperature to thc control clc~tronlcs. The fuel 3s supp~jed over a thcrmo-pressllre pipeline 2~ to a fuel di~trjbutor 23, sUCil as a carburetor, an lnjector pump or a distributor, from ~here th~ fucl or thc ~uel/air m~xturc reaches the combustion space of the ~nternal combustion cnginc or of a furnace.
In thc embodimcnt shown in Figurc 2, ldcntica~ pa~ts ha~e been provided ~Ith theid~ntical reference numbcrs. A closer representation of the detalls of th~ ~rchcater 15 have b~en o~nittcd hcre for the sake of greatcr clarity.
I~o scp~ralc fucl cycles 1 and II, wh~ch can bc connect~d together over a compcnsating tank 24, arc provided for ~his crnbodlments, The fi~st fucl c~clc I has ~he prehca~er 15, as ~vell as the fuel distri~outor 23. In addition, a workIng pump '''', "' ' ''' ' ' ' ,"" ' " ', ", "' '' '' ,'' ;
213661~
2S 1s pr~vided, ~ pressure-measuring si~e is disposed at 26. Mo~eo-er, a ~ulk fitotage facility ~7 is prescnt. The fuel, not supplied to the conlbustion space, can bc s~ppl~cd by the fuel distributor ~3 over she recyc]ing paIt I.l of the first fuel cyclc I to the compensatJng tank 24. 1he pressure line 3 of the se&ond fuel cycle lI i5 also connccted to the compensating tank 24. B~fore the entranc~ to the compenssting tank, a mixer 28 is also connected to this press-~re line so that an amounl cf fuel can, electronically control~ed, be recyc]ed over the b~pass line ll.22 in~o the recycling line 11.3 to the fuel tank 2 inste~d o~ entering the cs~ enssting tank.
If thc fuel, which has bcen heated approximately to the engine temperature in the fuel distribulor 23 and is not required, reaches the recyGlir~ line 1.1 (expanded), during which process outgassing may occur, preheated fuel is not zdmL;~d in ihe compensa~ing ~anlc 24. Arl electronically controllab~e 3-~ay m~;er, whic.h is not visiblc, is d;sposed in the compensa~ing tank 24. Fuel is adm~xed by way of the 3-~vay mixer in ~n amount and for the time tequired for achiev;ng the desired paramet~rs (tempcraturc~ in the fucl. Any cxcess fuel is then returned ovcr clln~ line lI.3 b~ck into thc fucl t~nk 2.
.
During the opcration of in~ernal combustion engines, ~he p~eheatin~ of the ~uel bcforc it is brought inlo the combus~ion chambcr, in order to affect particularly the fuel cor;sumplion and also the cmission of pol~utants in a favorable m~nner by expanding the gasoline or fuel during lhe heating, is we~l h~o- n Thc Gcrman Offcnlcgungsschrift 32 03 764 discloses an apparatus ~or supplying ll~uid or gaseous gasoline or ~uels to internsl combustion eng~nes such as rcciprocating intcrnal colnbustion engines opcrating on ~he spark-ignition or aulomfltlc ;gnitiorl principlc, or also to stationary combustion installa~ions, In wh~ch c prehe~tc~ Is integrated in the gasoline or fuel supply line. The prehcater i6 dcsig~ed and controllcd in such ~ manner hese, that Ihe fuel is brought to a part~cular tempcraturc. Th~ cmissjon of pollutants is af~ected advantageously.toonly a ~light dcgrcc by thesc means.
It ls th~cforc an objcct of thc prescnt invcntion to provide a method and an apparatus of ~hc in;tially tcscribcd type, with which the cmission ~f pollutants can bc r¢duccd significantly during the opcration of an internal combustion engine or also o~ furnaces.
''~ "~'''','''' To accomplish Ihis objective, thc rnethod of the above-named type is characteriz~d by the di~tin~uishing features ~iven in the characteriz;ng part of claim 1. Important further developments of the in~entive method are given in claims ~ to 1().
An apparatus for carr)~ing out the method is given ir. claim 11. Signific.ant refinements of this apparatus are given in claims 1~ to 23. .
For the inventivc n~ethod and apparatus, the fuel is heated and p~epared ;n fourstcps in the preheatcr I)epending on thc nature of the fuel used to operate the in~crn~l combust30n engine or the f~rnace, the fuel is first of all b~ought ~o a base tempcrature bet-veen 40 and 60DC (depending on the fucl) in the prehea~in~ step!
in order tO have the same parameters continuously, whether it ~e summer or win~er, for the subsequent warming or heating step. In the second preheatin~ or ~arming s~cp ~hat follows, which is an expansion s~ep, the fuel is exp~nded by heatin~ to a tcmpcrature between 50C and 150C (fuel-specific) at constant enèrgy density, inorder to be transfcrrcd then into an innermolecularly unstab~e sta~c in the ~ub~quent thlrd step (reaction s;ep) wl~ll further heating to temperatures betwecn ~o~ ~nd ~aoçc. In this innermoleculaTly unstable state, the fuel ~s then hcsted ~rther ~n thc fourth and last ctep, thc vaporization step, with an in~seasc in prcssure up to sl tempcrature, ~ust bclow that at which the gasolin~i or fuel cvapora~es or ou~gasscs (vaporiz~tJon tcr~pcraturc), so that, after It Is brought into ~h~ combustlon lipacc ~nd mixed wlth air lhrough a carburetor, an inJection nozzle ~r ~he likc, thcrc exisls a fuel~air n~ixturc, whlch makes possiblc an in~med;a~e, approximately reslduc~frcc combustion ~vith a maximum release of encrgy and a minimurn cmission of pollutants, for cx~mplc, directly at tOp dead centcr of a rcciprocatlng plston ~ntcrnal combustion engine. The fuel is to be introduced in this rtatc dlrectly a~ the vaporization or v~por transit;on point as a fine, casDy , , , ,. , . ~- ~ , .~ ; . . . ..
.
, ... . . . ... . . . . .
,.. -.- ~: , . . . , ., .. ", , , inflammable (liquid) spray mist This offers significant 2dva~tagesl especially also in thc case of spontaneou~ly igniting internal combustion eng;nes. A~so in the case of spark-ignited internal combustion engines, the fuel mixture introduced should be 3gnited In ~he shor~est possible time.
In the individual prehealing and heztir.g steps, the tempcrature to ~e reached can be controlled exact]y by means o control electronics. Lilc~wise, the i~lpUt andoutput data, such as throughput and pressure before the preheater, s.:lould ~e ~3etesmined, in order to con~rol ~hc fuel-specific operatin~ parameters wilh a view to reaching the Jnnetmolecul~rly unstable state shortly before ~he vapor ;ransition or vapor;zation point precisely in the prcheater.
Due to thc overall a~tainable expansion of the fuel, the easy and r2pid igrita~ility and thc changes in the state of thc material in the combustion space, ~ogether with the thcreby released energy and thc there~rom resullin~ hi~h enc-gy density, outstanding rcsults arc achievable wjth respcct to performsr,ce and approximately rc~iduclc~s combu~tion. As~ aftertrca~ment of the e~haust gas gencraly is not requlrcd.
.
Convcnt~onal inlcrnal combustion engines can also be retrofitted with the apparatus.
Such retro~llting is aosociatcd with appreciable reductions in fuel consum~tion and decrcascs to a minlmum In thc pollutan~s cmitted. Fuel sa~lngs bch~cen 50 and 80% haYc bccn conf~rmed by expcrirncn~s in conventlonal intcrna~ combst~on cn~nc6~ Likcwl!lc, an ~ncrease In power ~y 17 to ~3~o was observed.
:`
, Thc ~cl-air m~turc, ~orought into the combustion spacc, mus~ also be preparcd for the Ignltlon by mcan~ of simple control clectronics and thc ignition equlp~ncnt, on thc olle hand, as provi~ed for in an advantageous refinement of the invenlion, by fir~t of all polarizing the mixtu~e by applying a negative ~oltage of 120 V (from the catho~e of the spark plug to the cylinder walls (electrode)). A~ter that, the region betwecn the electrode and the cathode of Ihe spark pll~g can be ionized by applying a negative voltage of 320 V, so that an ionized field (cloud) can be generated about thc cathode and th~ e!ectrode of the spark p1ug. By apply~ng a negat;~e spike pulse voltage of ~hc order of 3,000 V to 5,000 V, the igr~ilion spar}; ignites the cloud, ~vh'ch Is then transformed Into a plasma slate, exception~lly high tempcraturcs of up to 20,000~C resulting. With th~t, the ~uel mLxture as a who]ecan bc ignitcd q~llclcly and reliably.
In order to take into account the further heating of fue], brought to the ~aporization temperature, in a fucl distributor in the fuel not required at the momcnt for the opcra~ion of the internal combustion engine before it is re-introduced into the prehcatcr, a particularly preferred de~,elopment of the inventive method or af the Invcntivc apparatus pro~r~dcs two indcpendent fuel cycles with an erp~ed ~ompensa~ion ~tep. ~or this, the preheater and the fuel distributor are ~dvlsably contalned in a fir6t ~ucJ cyclc, The second fuel cycle is connected to the fuel tank, If Ih~ arnount of fùel, not required to operate th~ internal cc~rnbust;on cn~nc, is rcturned to thc f~rst fuel cyclc (recycled), the fuel can be mixed in the compe~s~ting tAnlc or ~hc compcnsat~on step with thc fuel from the fuel tank, which haa not been prehcstcd, In ordcr to compensate îor any prevlous outga6sing procc~sc~ and rcgaln lhc de~rcd tcmperature levcl. 4ny exccss amounts of fuel can be rcturned to the fucl tank ovcr a rccycl~ng line irl the second fuel cycle. The amount of fucl to bc adrnixcd can bc controllcd by the control electronics as a func~on of the opetatine paramctcrs, In addltion, an electronically controlled 3-way mlxer can bc prcscnt in the compensating tank, 2136~13 For a further explanalion of the Illvention, reference is made to the drc~wing and the su~scqucnt dcsctip~ion. In the drawing ~i~ure 1 shows a no-4 and control diagram of the in~entive me~hod and the inventive apparatus and FJgure ~ shows a further inventive flow d-agram with an ~ddition~l compensation ; ~::
step In thl: drawing, the apparatus for carrying out thc inventive melhod is generally labeled l. In lhc ernbodimcnt illustratcd, it is constructed as equipmen~, ~hich can al~o gcnerally be mounted on existing internal combustion engines or furnaces with, for example, a housing of an impact-resistant plastic or metal. :
A~l componcnls arc to be thcrmally insula~cd, so tha~ the current consumption as~ wholc ren~ains small and no heat penetrates to parts, which do not have to be ~:
he~tcd, Thc conlrol clcctronics c~n bc constructcd and mounted as a hybrld in a con~act ~trlp In Ihe in~crior ot th~ ho~slng. The ex~ernal connecting p;eccs for the fucl arc o~ ~tandard constructlon and can thus also be adapted to existin~ vehicles with gssol3nc or dicsel cngines. The housing can, moreover, be equipped w~th ~Jbratlon-damplng mountings, by mear~s o~ which it is mo~nted on the chicle. - ~ .
Thc tanlc for the liquid fu~l, such as supcr or dicsel ~u~ s labeled 2. A fuel line 3 lcad~ from th~ lsnk a tO a fuel pump 4, to which are connccted in series a check vaho 5, a flo~v sensor 6 bnd a prcssure scnsor 7. The flow sensor 6 and the : :
prc~;su~c scnsor 7 arc connected o~er leads 8 and 9 with the control electronics, ~hlch atc gcnctally labelcd 10 and can take Into consideration fuel-specific flow and "' ~1366~3 `
pressure VAlUeS, The ~oltage is supplicd by a generator 11, on which lkewise a sensot 12 is mounted to monj~or the running. The sensor 12, in turn, is connected ~th the control electronics 10. A vehicle electrical system b]ade 13 is connected with nehvork preparation system 14 Ihat is provided at the control electronics 10.
The preheater, as a whole, is labeled 15. This preheater 13 is ccnstructed as thermal, coaxial heater coil and prefer2bly has 12 coils in a ler,~th of 36 cm per coil and consists of a coppcr pipe with a minimum internal diamcter of 8 mm. The hea~er c4il 16 is cnveloped by an insu~ation 1~ erall, the heater coil is constrJcted in 4 stages, in which in cach case follr heating elements/thermal sensor clcments 17, 18, 19 and 20 are pro~ided. Each of the heating elcmen~s c~n be controlled by the control electronics 10. The te;nperature of the f~el passing through can be adjusted precisely in the respective sta~es to 1/10C as a function of thc nominallactual value comparison. At the outlet of the coil 15, a thcrmosensor 21 is provided, ~h~ch reports the outlet temperature to thc control clc~tronlcs. The fuel 3s supp~jed over a thcrmo-pressllre pipeline 2~ to a fuel di~trjbutor 23, sUCil as a carburetor, an lnjector pump or a distributor, from ~here th~ fucl or thc ~uel/air m~xturc reaches the combustion space of the ~nternal combustion cnginc or of a furnace.
In thc embodimcnt shown in Figurc 2, ldcntica~ pa~ts ha~e been provided ~Ith theid~ntical reference numbcrs. A closer representation of the detalls of th~ ~rchcater 15 have b~en o~nittcd hcre for the sake of greatcr clarity.
I~o scp~ralc fucl cycles 1 and II, wh~ch can bc connect~d together over a compcnsating tank 24, arc provided for ~his crnbodlments, The fi~st fucl c~clc I has ~he prehca~er 15, as ~vell as the fuel distri~outor 23. In addition, a workIng pump '''', "' ' ''' ' ' ' ,"" ' " ', ", "' '' '' ,'' ;
213661~
2S 1s pr~vided, ~ pressure-measuring si~e is disposed at 26. Mo~eo-er, a ~ulk fitotage facility ~7 is prescnt. The fuel, not supplied to the conlbustion space, can bc s~ppl~cd by the fuel distributor ~3 over she recyc]ing paIt I.l of the first fuel cyclc I to the compensatJng tank 24. 1he pressure line 3 of the se&ond fuel cycle lI i5 also connccted to the compensating tank 24. B~fore the entranc~ to the compenssting tank, a mixer 28 is also connected to this press-~re line so that an amounl cf fuel can, electronically control~ed, be recyc]ed over the b~pass line ll.22 in~o the recycling line 11.3 to the fuel tank 2 inste~d o~ entering the cs~ enssting tank.
If thc fuel, which has bcen heated approximately to the engine temperature in the fuel distribulor 23 and is not required, reaches the recyGlir~ line 1.1 (expanded), during which process outgassing may occur, preheated fuel is not zdmL;~d in ihe compensa~ing ~anlc 24. Arl electronically controllab~e 3-~ay m~;er, whic.h is not visiblc, is d;sposed in the compensa~ing tank 24. Fuel is adm~xed by way of the 3-~vay mixer in ~n amount and for the time tequired for achiev;ng the desired paramet~rs (tempcraturc~ in the fucl. Any cxcess fuel is then returned ovcr clln~ line lI.3 b~ck into thc fucl t~nk 2.
.
Claims (23)
1. A method for operating an internal combustion engine or a furnace, wherein liquid fuel is heated before it is introduced into the combustion space, characterized in that the fuel, before it is introduced into the combustion space, is brought in an innermolecularly unstable state to about the vaporization temperature by the following preheating and heating steps:
a) the fuel is heated in a preheating step to a base temperature between 40° and 60°C;
b) the fuel is expanded in an expansion step by being heated to a temperature between 50° and 150°C at a constant energy density;
c) the fuel is connected in a subsequent reaction step by being heated to a temperature between 80° and 200°C into an innermolecularly unstable state;
d) the fuel is heated in a vaporization step with increase in pressure to a value between 2.5 and 40 bar up to the vaporization temperature.
a) the fuel is heated in a preheating step to a base temperature between 40° and 60°C;
b) the fuel is expanded in an expansion step by being heated to a temperature between 50° and 150°C at a constant energy density;
c) the fuel is connected in a subsequent reaction step by being heated to a temperature between 80° and 200°C into an innermolecularly unstable state;
d) the fuel is heated in a vaporization step with increase in pressure to a value between 2.5 and 40 bar up to the vaporization temperature.
2. The method of claim 1, characterized in that the temperature of the fuel in each preheating and heating step is determined separately and controlled as a function of a nominal/actual value comparison.
3. The method of one of the claims 1 to 2, characterized in that the fuel, supplied at the vaporization temperature under pressure, is mixed with compressed air and the fuel/air mixture is ignited by means of an igniter with negative ignition pulses.
4. The method of claim 3, characterized in that preparations are made for the ignition by polarizing the fuel/air mixture by applying a negative voltage of 120 V to an igniter.
5. The method of claim 4, characterized in that the polarization is brought about by applying a negative voltage of 120 V,
6. The method of one of the claims 3 to 5, characterized in that the spatial region of the combustion space between the electrode and the cathode of the spark plug is ionized by the application of a negative voltage.
7. The method of claim 6, characterized in that the ionization of the region between the electrode and the cathode of the igniter is accomplished by the application of a negative voltage of about 320 V.
8. The method of one of the claims 4 to 7, characterized in that the ignition spark of the igniter is generated by a negative spike pulse voltage of the order of 3,000 V to 5,000 U
9. The method of one of the claims 1 to 8, characterized in that the preheated fuel, not brought into the combustion space, is mixed in a compensating step with fresh fuel that has not been preheated.
10. The method of claim 9, characterized in that, by admixing fuel, which has not been preheated in the compensating step, the fuel can be cooled back to a specifiable temperature below the vaporization temperature and any excess fuel can be discharged from the compensation step.
11. An apparatus for operating an internal combustion engine or a furnace with an igniter, as well as with a combustion space, which has an inlet duct and an outlet duct and can be acted upon over a fuel-supply system, comprising a fuel tank (2) as well as a fuel-supply line (3), with a liquid fuel and/or a fuel airmixture, the fuel-supply system having a preheater (15) for the fuel that is to be supplied, especially for carrying out the method of one of the claims 1 to 10, characterized in that the preheater (15) is constructed in four steps with heating elements (17, 18, 19, 20) and temperature sensors assigned to each step and that the fuel, flowing from the preheater (15), can be supplied over a thermal pressure line (22) to the combustion space.
12. The apparatus of claim 11, with a fuel distributor (23) for the fuel that is to be supplied, characterized in that the preheater (15) is disposed ahead of the fuel distributor (23).
13. The apparatus of claims 11 or 12, characterized in that the heating elements(17, 18, 19, 20) can be controlled separately at each step by means of control electronics (10) as a function of a nominal value/actual value comparison,
14, The apparatus of one of the claims 11 to 13, characterized in that the preheater is constructed as a heater coil.
15. The apparatus of claim 13, characterized in that the heater coil is constructed from a copper pipe with a minimum internal diameter of 8 mm,
16. The apparatus of claims 13 or 14, characterized in that the heater coil has twelve coils.
17. The apparatus of claim 16, characterized in that the heater coil is 36 cm long per coil.
18. The apparatus of one of the claims 11 to 17, characterized in that flow sensors (6) and pressure sensors (7), as well as an adjustable check valve (5), which can be connected with control electronics (10), are disposed ahead of the preheater (15).
19. The apparatus of one of the claims 11 to 18, characterized in that a negative pressure switch, which can be connected with the control electronics (10), is disposed after the preheater (15).
20. The apparatus of one of the claims 11 to 19, characterized in that the preheater (15) and the fuel distributor (23) are connected to a first fuel cycle (I) and the fuel tank (2) is connected to a second fuel cycle (II), the first and the secondfuel cycles (I, II) being connectable over a compensating tank (24).
21. The apparatus of claim 19, characterized in that the compensating tank (24) is disposed (in the flow direction of the fuel) after the fuel distributor (23) in the first fuel cycle (I).
22. The apparatus of claims 20 or 21, characterized in that fuel can be returned from the compensating tank (24) to the fuel tank.
23. The apparatus of claim 22, characterized in that the compensating tank. (24) has an electronically controllable 3-way mixer.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DEP4309833.9 | 1993-03-26 | ||
| DE4309833A DE4309833C2 (en) | 1993-03-26 | 1993-03-26 | Method and device for operating an internal combustion engine or furnace |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2136613A1 true CA2136613A1 (en) | 1994-10-13 |
Family
ID=6483912
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002136613A Abandoned CA2136613A1 (en) | 1993-03-26 | 1994-03-08 | Process and device for operating an internal combustion engine or a combustion plant |
Country Status (14)
| Country | Link |
|---|---|
| EP (1) | EP0642627A1 (en) |
| JP (1) | JP2598622B2 (en) |
| KR (1) | KR970004672B1 (en) |
| CN (1) | CN1129028A (en) |
| AU (1) | AU6425294A (en) |
| BR (1) | BR9404761A (en) |
| CA (1) | CA2136613A1 (en) |
| CZ (1) | CZ291394A3 (en) |
| DE (1) | DE4309833C2 (en) |
| FI (1) | FI945512A (en) |
| IL (1) | IL109091A0 (en) |
| PL (1) | PL306416A1 (en) |
| TW (1) | TW265389B (en) |
| WO (1) | WO1994023194A1 (en) |
Families Citing this family (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102337990A (en) * | 2004-08-21 | 2012-02-01 | 周亮俊 | Efficient internal combustion engine fuel system |
| GB2454022A (en) * | 2007-10-27 | 2009-04-29 | Uav Engines Ltd | Fuel heating apparatus to aid cold starts in low ambient temperatures |
| DE202009007875U1 (en) | 2009-06-04 | 2009-08-20 | Wüst, Manfred, Dr. | Preheating device for preheating liquid and / or gaseous fuel for an internal combustion engine |
| CN102817751A (en) * | 2011-06-08 | 2012-12-12 | 吴文镇 | Fuel-saving and carbon-reducing method for fuel use of transportation tool |
| CN107842449B (en) * | 2017-12-14 | 2020-06-05 | 天津大学 | Engine external reforming device with controllable cooling temperature device |
| CN109253023A (en) * | 2018-10-26 | 2019-01-22 | 大连民族大学 | A kind of plasma igniter with double air inlet multianode structures |
| RU2731505C1 (en) * | 2020-02-10 | 2020-09-03 | Федеральное государственное бюджетное образовательное учреждение высшего образования "Новосибирский государственный аграрный университет" | Device for fuel heating in diesel engine high pressure system in pre-launch and starting periods |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4083340A (en) * | 1977-02-25 | 1978-04-11 | Fuel Superheater Systems, Inc. | Gasoline superheater |
| DE3203764A1 (en) * | 1982-02-04 | 1983-08-11 | Eggers Fahrzeugbaugesellschaft mbH, 2805 Stuhr | Device for the feeding of liquid or gaseous fuels |
| EP0200733A1 (en) * | 1984-11-05 | 1986-11-12 | WOODS, John, T. | Fuel vaporization and injection system |
| US4862858A (en) * | 1989-02-28 | 1989-09-05 | James Goldsberry | Fuel expansion system with preheater and EMI-heated fuel injector |
| DE4014902A1 (en) * | 1990-05-09 | 1991-11-14 | Horst Duempert | Fuel preparation for combustion engines and furnaces - by thermal, electrical and magnetic treatment with flow rate taken into account for reduced fuel consumption and gaseous emissions |
-
1993
- 1993-03-26 DE DE4309833A patent/DE4309833C2/en not_active Expired - Fee Related
-
1994
- 1994-03-08 CZ CZ942913A patent/CZ291394A3/en unknown
- 1994-03-08 PL PL94306416A patent/PL306416A1/en unknown
- 1994-03-08 CN CN94192270A patent/CN1129028A/en active Pending
- 1994-03-08 AU AU64252/94A patent/AU6425294A/en not_active Abandoned
- 1994-03-08 CA CA002136613A patent/CA2136613A1/en not_active Abandoned
- 1994-03-08 KR KR1019940704270A patent/KR970004672B1/en active
- 1994-03-08 BR BR9404761A patent/BR9404761A/en not_active Application Discontinuation
- 1994-03-08 EP EP94911870A patent/EP0642627A1/en not_active Withdrawn
- 1994-03-08 WO PCT/EP1994/000709 patent/WO1994023194A1/en not_active Application Discontinuation
- 1994-03-08 JP JP6521590A patent/JP2598622B2/en not_active Expired - Lifetime
- 1994-03-23 IL IL10909194A patent/IL109091A0/en unknown
- 1994-03-24 TW TW083102590A patent/TW265389B/zh active
- 1994-11-23 FI FI945512A patent/FI945512A/en not_active Application Discontinuation
Also Published As
| Publication number | Publication date |
|---|---|
| BR9404761A (en) | 1999-06-15 |
| EP0642627A1 (en) | 1995-03-15 |
| CN1129028A (en) | 1996-08-14 |
| IL109091A0 (en) | 1994-06-24 |
| DE4309833C2 (en) | 1995-04-27 |
| PL306416A1 (en) | 1995-04-03 |
| FI945512A0 (en) | 1994-11-23 |
| JPH07508332A (en) | 1995-09-14 |
| TW265389B (en) | 1995-12-11 |
| WO1994023194A1 (en) | 1994-10-13 |
| KR970004672B1 (en) | 1997-04-02 |
| JP2598622B2 (en) | 1997-04-09 |
| DE4309833A1 (en) | 1994-09-29 |
| AU6425294A (en) | 1994-10-24 |
| FI945512A (en) | 1994-11-23 |
| CZ291394A3 (en) | 1995-11-15 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| FZDE | Discontinued |