CN101802501A - Improved fuel utilization - Google Patents
Improved fuel utilization Download PDFInfo
- Publication number
- CN101802501A CN101802501A CN200880101605A CN200880101605A CN101802501A CN 101802501 A CN101802501 A CN 101802501A CN 200880101605 A CN200880101605 A CN 200880101605A CN 200880101605 A CN200880101605 A CN 200880101605A CN 101802501 A CN101802501 A CN 101802501A
- Authority
- CN
- China
- Prior art keywords
- fuel
- temperature
- charge
- fuel charge
- air
- 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.)
- Pending
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
- F23D—BURNERS
- F23D11/00—Burners using a direct spraying action of liquid droplets or vaporised liquid into the combustion space
- F23D11/36—Details, e.g. burner cooling means, noise reduction means
- F23D11/40—Mixing tubes or chambers; Burner heads
- F23D11/402—Mixing chambers downstream of the nozzle
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
- F23D—BURNERS
- F23D11/00—Burners using a direct spraying action of liquid droplets or vaporised liquid into the combustion space
- F23D11/36—Details, e.g. burner cooling means, noise reduction means
- F23D11/44—Preheating devices; Vaporising devices
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
- F23N—REGULATING OR CONTROLLING COMBUSTION
- F23N5/00—Systems for controlling combustion
- F23N5/02—Systems for controlling combustion using devices responsive to thermal changes or to thermal expansion of a medium
- F23N5/022—Systems for controlling combustion using devices responsive to thermal changes or to thermal expansion of a medium using electronic means
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
- F23N—REGULATING OR CONTROLLING COMBUSTION
- F23N5/00—Systems for controlling combustion
- F23N5/18—Systems for controlling combustion using detectors sensitive to rate of flow of air or fuel
- F23N5/184—Systems for controlling combustion using detectors sensitive to rate of flow of air or fuel using electronic means
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
- F23C—METHODS OR APPARATUS FOR COMBUSTION USING FLUID FUEL OR SOLID FUEL SUSPENDED IN A CARRIER GAS OR AIR
- F23C2202/00—Fluegas recirculation
- F23C2202/20—Premixing fluegas with fuel
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
- F23N—REGULATING OR CONTROLLING COMBUSTION
- F23N2221/00—Pretreatment or prehandling
- F23N2221/04—Preheating liquid fuel
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
- F23N—REGULATING OR CONTROLLING COMBUSTION
- F23N2221/00—Pretreatment or prehandling
- F23N2221/08—Preheating the air
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
- F23N—REGULATING OR CONTROLLING COMBUSTION
- F23N2221/00—Pretreatment or prehandling
- F23N2221/12—Recycling exhaust gases
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
- F23N—REGULATING OR CONTROLLING COMBUSTION
- F23N2227/00—Ignition or checking
- F23N2227/02—Starting or ignition cycles
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)
- Ignition Installations For Internal Combustion Engines (AREA)
- Means For Warming Up And Starting Carburetors (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Embodiments of the present invention provide a fuel supply system for combustion engines, whereby the temperatures of an oxidizer and fuel may be increased so that the temperatures approach but do not achieve an auto-ignition temperature for the fuel charge. The fuel charge may result in substantial improvements in fuel efficiency.
Description
Related application
The present invention is relevant to and requires the U.S. Provisional Application submitted on July 2nd, 2007 number 60/947,623 and the priority of U.S.'s non-provisional application of submitting on October 12nd, 2007 number 11/871,743.
Technical field
Embodiments of the present invention are related to engine field vaporization or liquid fuel are provided, and relate more particularly to gas and liquid fuel system, and wherein the various parameters of fuel mixture can be changed the efficient that improves given fuel charge.
Background is described
Vaporized fuel can produce the performance of improvement before fuel enters cylinder, particularly the fuel economy about improving in fact.The applicant discussed in the current patent of vapor fuel system and co-pending application about the advantage of vapor fuel system and various invention (referring to, United States Patent (USP) NO.6,681,749; 6,907,866; 6,966,308; 7,028,675 and application number 11/465,792 and 11/421,698).Though certain of these patents and application some instructed move engine " poor fuel (lean) " advantage (promptly, under greater than about 15 to 1 air-fuel ratio), they have also been instructed and have been designed to improve fuel economy in the conventional system that moves under current stoichiometric condition, for example about 14.7 to 1 air-fuel ratio.
More recently, in case system has concentrated on when fuel enters the combustion chamber point that mixture that the temperature that improves fuel charge arrives air and fuel is automatically lighted a fire.In such a way, other gasoline of typical grade low side temperature of beginning to light a fire is about 500 °F.Most systems reaches this essential temperature by increasing compression factor.The example of such system comprise controlled automatic igniting (Controlled Auto Ignition, CAI) and the homogeneous charging combustion ignition (Homogeneous Charge Combustion Ignition, HCCI).These systems have some shortcomings, can not be well suited for handling time moment, for example, the period of quickening or slowing down.One of shortcoming may be from wide region and the diversity (for example, 500 °-1100) for the required temperature of the automatic igniting of given fuel charge.For example, these systems attempt once to light simultaneously all reinforced.Because this point, their temperature generally is lifted to the higher end points near temperature range.The combination of the wide region of this firing temperature and the firing temperature of rising can allow that fuel charge lights a fire in advance, for example, before the piston arrives top dead centre, may cause that the reduction of efficient and possible engine damage.Otherwise the firing temperature that does not raise may be facilitated the environment that helps combustion duration more of a specified duration, and wherein having at first lights a fire than the composition of low ignition temperature spreads then, as forest fire, passes the more composition of high ignition temperature.
In addition, various these systems may need also basically that the condition of stable state works effectively.For example, in the HCCI pattern, there is not sparking equipment to trigger combustion incident.More precisely, the condition in the cylinder is depended in burning individually, that is, and and temperature, pressure, air-fuel ratio (" AFR "), combustion situation and waste gas recirculation (" EGR ").When automatic point is fought thereby is burnt, these conditions generally be change and can not control.If exist each quick variation of these conditions, for example, increase apace load during, then combustion incident becomes unpredictable.For instance, when engine increased its revolutions per minute (" RPM "), the time of fuel charge change state seldom in cylinder.This has reduced the possibility of the density of the density of coupling fuel and air inlet effectively, thereby causes the AFR mismatch.This density mismatch may cause premature firing, possible engine to damage and unacceptable emission.
The applicant has developed technology and has improved burning, thereby fuel economy all is enhanced in the system of steam and liquid feed.In various embodiments, fuel (liquid or steam) and air can be by the density that heats and control each independently.When mixing air and fuel, before entering the combustion chamber or within the combustion chamber, the air-fuel ratio of 14.7-1 can keep under the temperature that improves.In various embodiments, improve temperature before the burning make it near and do not reach the auto-ignition temperature of given fuel charge, can produce more effective burning and can handle the system of transition better.This may comprise the uniformity of fuel charge, the flame speed of increase, the interior temperature of cylinder of increase and/or a plurality of flame fronts that meet with owing to Several Factors.In further embodiment, fuel economy can allow that various other parameters of the burning of controlling fuel charge better improve by change.These parameters can be by improving flame speed and reducing combustion duration and improve efficient simultaneously.
Accompanying drawing is briefly described
Together with accompanying drawing, embodiments of the present invention will easily be understood according to following detailed description.The mode that embodiments of the present invention are not limited in the figure by accompanying drawing by the mode of embodiment illustrates.
Fig. 1 for example understands the block diagram according to various embodiments of the present invention;
Fig. 2 for example understands according to various embodiments of the present invention, the diagrammatic representation of the relation between the demand of the burning of the quantity of dilution fuel and improvement;
Fig. 3 for example understands the diagrammatic representation about the various combustion durations of the top dead centre of various combustion incidents;
Fig. 4 for example understands the diagrammatic representation of the inner cylinder pressure (" ICP ") of illustrational various combustion incidents respectively in Fig. 3;
Fig. 5 for example understands flow chart, and it has described the burn operation according to various enforcement power formulas of the present invention; And
Fig. 6 for example understands flow chart, and it has described the burn operation according to various embodiments of the present invention.
Embodiment describes in detail
In the following detailed description, with reference to the accompanying drawing of a part that constitutes this paper, wherein the mode of explanation has shown and can put into practice embodiments of the present invention by way of example.It being understood that and can utilize other embodiments, can carry out structure or reasonably change and do not deviate from scope of the present invention.Therefore, following detailed description is not considered to have restrictive meaning, and scope is according to the embodiment of the present invention defined by subsidiary claim and their equivalent.
Various operations can be described to a plurality of discontinuous operations successively with the form that helps to understand embodiments of the present invention; Yet the order of description should not be interpreted as meaning that these operations depend on order.
Described description can be used the description based on perspective view, for example, on/following, front/rear and top/bottom.Such description only is used for being convenient to discussing, and is not intended to limit the application of embodiments of the present invention.
Can use term " connection " and " connection " and their derivatives.It being understood that it is mutual synonym that these terms do not mean that.More precisely, in specific embodiment, " connection " can be used to represent that two or more elements are mutual direct physical or electrically contact." connection " can mean that two or more elements are direct physical or electrically contact.Yet " connection " can mean that also two or more elements are not in mutual direct contact, but still cooperation or interaction mutually.
For describing, the term of " A/B " form means A or B.For describing, the term of " A and/or B " form means " (A), (B) or (A and B) ".For describing, the term of " at least one of A, B and C " form means " (A), (B), (C), (A and B), (A and C), (B and C) or (A, B and C) ".For describing, the term of " (A) B " form means and " (B) or (AB) " that is to say that A is optional element.
Description can be used term " in one embodiment, " or " in embodiment ", and it is meant the identical or different embodiments of one or more kinds separately.In addition, term " comprises ", " comprising ", " having " or the like, and is employed for embodiments of the present invention, is synonym.
In various embodiments, fuel efficiency can be improved in even more matter in nature by making fuel charge, that is, given reinforced vapour composition has the similar component of higher concentration, and correspondingly, more similar firing temperature.What find is, the fuel vapour evener matter that becomes in nature, and their the combustion duration more homogeneous that becomes, thereby easier discovery and maintenance are used for improving the optimum temperature of the overall efficiency of system.For example, the temperature of fuel charge is brought up to optimum temperature and can improve effective flame speed.Temperature by optimizing fuel charge and helping starts the timing of the spark of the reinforced igniting of special fuel, and combustion duration can be more effective, that is, more near the shorter of TDC and more homogeneous combustion duration and under better crank angle.In various embodiments, can use multiple fuel, include but not limited to that based on the fuel of ethanol, fossil fuel comprises their derivative and fuel combination.The invention is not restricted to this.
In various embodiments,, can improve efficient for the fuel charge of firing temperature with certain limit by starting the chain reaction in the combustion cylinder.For example, the given fuel charge with a series of compositions by lighting a part of fuel charge and creating the spark of flame front, can start burning.The flame front and the burning of part fuel charge can improve combustion chamber temperature inside and pressure, cause that having more the composition of low ignition temperature lights a fire automatically.This automatic igniting can produce more flame front, thereby further improves the temperature and pressure in the cylinder.The further raising of temperature and pressure is lighted then has the more composition of high ignition temperature.This chain reaction can continue to burn synergistically up to all basically reinforced quilts.In various embodiments, the evener matter because fuel charge becomes, the quantity of step can reduce in the chain reaction, and the result can reduce combustion duration, and it allows optimization timing and other parameters better subsequently.In various other embodiments, such chain reaction can not use spark to start, for example by EGR is introduced in the combustion cylinder.
Combustion duration be often referred to that the burning of given fuel charge spent the time interval.As selection, and for this explanation, flame speed is often referred to the speed of fuel combustion.In theory, for maximal efficiency, all fuel will be in accurate synchronization burning.For example, if all fuel charge has 500 auto-ignition temperature, when the temperature in the combustion chamber reached this temperature, all fuel is instantaneous ignition basically, thus transform this given fuel charge the energy of possible maximum.Yet this is unpractical, because fuel contains the various compositions of the different firing temperatures of needs, thereby in different time igniting, that is, and longer combustion duration.For example, in current system, the various compositions in feeding in raw material change widely, and it may cause so reinforced firing temperature to change hundreds of degree usually.Thereby have the reinforced of this firing temperature that changes widely in order to burn, and run into more flame front, at the interim energy that consumes remarkable quantity of longer time, it reduces fuel efficiency subsequently.In various embodiments, thereby there is the firing temperature scope of significantly dwindling in the homogeneity of improving feed streams in given fuel charge, thereby reduces flame front and allow better temperature and timing, has improved fuel efficiency fully.
In various embodiments, described steam and/or liquid fuel with before air or other oxidants mix, can be separated into general similar composition, thus the more even matter of described fuel charge.Be lower than or be under the situation of lighting required temperature automatically of similar component in the combustion chamber in temperature, such homogeneity can be improved combustion duration.In various embodiments, liquid fuel can be regarded as comprising the cut that can vaporize under different temperatures.Can realize this vaporization, for example, by preliminary heated liquid fuel under first temperature (for example, 70), increase temperature subsequently, the different fractions of liquid fuel is vaporized and/or detects the vaporization of the reduction of fuel.In the fractionation of this indication, the applicant knows, and generally supplies the cut of steam continuously to the combustion chamber, by allowing more predictable and even combustion duration, will improve efficient, and described combustion duration can trigger with being adjusted and maximize the energy transfer.
Though dispensable, in various embodiments, fractionation can help reduce combustion duration by the variability that reduces the firing temperature in the fuel charge.For example, though the igniter motor of various standards can be utilized the fuel charge with the firing temperature that can change between 500 °-1100, fractionation can produce first cut of steam, wherein firing temperature can change between about 500 °F-700 °F, and second cut, wherein firing temperature can change between about 700 °F-1100 °F.In various embodiments, the band of more even matter can be narrower or wideer.Thereby when fuel charge was lighted a fire, " forest fire " effect of mentioning in the early time can be lowered, that is, combustion duration is lowered.Along with combustion duration reduces, in various embodiments, the timing of spark can be conditioned will shortening combustion duration place and just be later than TDC basically.This has also improved the thermal efficiency of system, because the thermal losses (this have the auto-ignition temperature of wide region for example from 500 °F to 1100 °F system take place) relevant with the burning of crossing over different firing temperatures is lowered.
Yet heating fuel and steam may change the density of fuel vapour.Therefore, in order to keep balance, oxidant also can be heated the density that changes it.In various embodiments, the heating of oxidant can be worked and be kept the AFR that conforms to discharge standard, and/or keeps the AFR of current acceptance.In various embodiments, this AFR can be controlled during operation by the density balance control strategy, and realize by controller.In various embodiments, the density balance control strategy can be controlled the density of the variation of oxidant and fuel vapour by the sensor that uses the combustion incident upstream.For example, these sensors can be monitored oxygen, temperature, hydro carbons and/or vapour density.By this monitoring, sensor can be controlled the heating of oxidant and fuel vapour and/or compound event, keeps 14.7 to 1 AFR.By keeping this ratio, the quantity of fuel charge can change, and, with respect to the cylinder volume dilution, and allows that adjustment constantly changes combustion intensity and reaches efficient that is.In various embodiments, sensor can also or alternatively be used for the downstream of combustion incident, and adjustment can be carried out according to emission content.
In various other embodiments, what also find is that the temperature of increase fuel and oxidant can produce the extra benefit to combustion engine.The applicant finds, along with the fuel of the vaporization of the combustion chamber that is transported to engine mixes with air, may occur condensing.For example, the temperature that has as air is lower than the result of liquid fuel evaporation temperature, and this may take place.Along with air mixes the air-fuel ratio that reaches expectation with fuel vapour, the colder temperature of air has reduced the temperature of the fuel of vaporization, makes it return liquid state, that is, it is condensing.This condensing combustion characteristics and/or the homogeneity that can change fuel charge, thereby lower efficiency and/or flame speed.Therefore, in various embodiments, the temperature of air, steam and/or mixture can be lifted to be higher than the required point of vaporization, thereby fuel will remain in the vaporization form, even quality is mixed into the ratio of expectation, and does not have condensing basically.Such heat treatment promptly, is created higher temperature, and Steam/air mixture can help to reach the performance of improvement.
Further such heating of the mixture of air supply, vaporized fuel and/or air-vaporized fuel can also further improve the flame speed of fuel/air mixture and shorten combustion duration.This can enlarge " the poor fuel limit " (that is, engine can be worked satisfactorily, does not have the highest air-fuel ratio of excessive loss, misfire and/or the unacceptable hydrocarbon emissions of power) subsequently.This expansion of the poor fuel limit has several advantages, includes but not limited to: (1) improves the quantity of the NOx of fuel economy and (2) reduction generation.This preheating can also help to reach some benefit of improving engine performance, not only comprises preventing from the condensing of fuel from also to comprise the increase flame speed.
In various embodiments, waste gas recirculation (" EGR ") quantity can be increased, and it can increase efficient and fuel economy subsequently.EGR gets back to cylinder with the part of the exhaust of engine (its can above 1000) recirculation effectively.EGR is mixed the temperature of feeding in raw material in the raising combustion chamber in order to help with the fuel charge that enters, thereby increase flame speed and reduce combustion duration.It also uses inert gas, it mainly is the volume that nitrogen, carbon dioxide and steam have been filled bin, it has not only reduced the quantity in the diluted fuel charge of using during with the matched load requirement, allows that also the air ratio fuel mixture remains on the stoichiometric proportion of expectation (for example, about 14.7 to 1).In one embodiment, EGR can be between 15% and 30%.
In another embodiment, the temperature of fuel charge can be by changing with the temperature of the oxidant of fuel mix and/or being allowed that the quantity of the EGR that enters the combustion chamber improves or reduces.In fact, the density of diluting owing to the raising of the temperature of fuel charge can be used as coarse regulation and allows flame speed faster, and EGR carries out the meticulous adjustment that can react to the quick change of condition.
In another embodiment, these temperature can be allowed the efficient of the raising when needs quicken, thereby, can adopt spark plug (or other incendiary sources) to come starting ignition.In one embodiment, the temperature of fuel vapour can be added to a temperature, described temperature just has been lower than the reinforced required temperature of fire fuel automatically, then spark plug can be just the reinforced igniting of starting fluid before TDC or in TDC, thereby the pressure and temperature that produces essential increase comes basically, and fire fuel is reinforced automatically.According to various embodiments, the generally properties of combination of even matter of the temperature of the raising of fuel charge and fuel charge can produce flame speed, shorter combustion duration, the efficient and the better control of raising faster.
In various other embodiments, fractionation discussed above can be applied to the liquid fuel injecting systems, because the homogeneity of fuel charge can be improved efficient.In the embodiment of an example, liquid fuel can be vaporized, or separates by additive method, and condensing, thereby fuel is not mixed up hill and dale, but be separated into have similar vaporization, the general alike composition of spontaneous combustion, condensing temperature and/or flame speed.Such cut can be injected into then and be used for burning in the combustion chamber.The homogeneity of fuel charge allows that the temperature of fuel charge is enhanced, thus it is approaching before spark, but do not reach the similar basically auto-ignition temperature of whole fuel charge.Therefore, when spark is activated, allows that the combustion duration of reduction shifts more energy more near TDC, thereby allow the efficient of improvement.
In addition, the plate borne computer system that has been noted that standard can further improve benefit discussed above.For example, in the plate borne computer system of standard, in the accelerating period, the quantity of EGR is lowered, and the timing of spark plug is by in advance.In one embodiment, the reduction of EGR needs more fuel to be added in the cylinder, thereby allows acceleration.In addition, the ignition timing that shifts to an earlier date makes spark take place more quickly in compression cycle, and it can be in before the firing temperature and burning automatically that fuel charge satisfies the demand.Thereby, in various embodiments, the effect of the ignition mode that the spark that the EGR of reduction and the ignition timing that shifts to an earlier date can have the temperature that reduces fuel charge and make engine get back to standard starts.If when fuel charge is operated under the temperature of the required raising of automatic igniting, this will be impossible, as carried out in the current system (for example, HCCI).In fact, this may cause the premature firing of fuel charge, and thereby infringement engine.In addition, even in the ignition mode of standard, have reduction, but be higher than the fuel mixture of environment temperature, with vaporization not and/or not pre-heated fuel compare, still have the effect that reduces combustion duration.
In the embodiment of an example, be known that the steam that produces evener matter at 70 following vaporized fuels, it can (for example, 500 °F-788 °F) automatically be lighted a fire in the known temperature band basically.Therefore, according to the vapor fuel system of various embodiments can gasification gasoline first cut, and adjust operating condition and come heating steam and/or oxidant, thereby mixture is under the ratio of 14.7-1 and near 450 temperature, this temperature near but do not reach automatic igniting.Therefore, in various embodiments, the explosive motor with combustion chamber then can import the fuel charge (for example, the fuel vapour of fractionation) of sparing matter in the combustion chamber.After this, the spark from spark plug can be used for the reinforced igniting of starting fluid.Under these circumstances, the speed that whole fuel charge are consumed can be improved fully, thereby improves the overall efficiency of engine.Along with combustion duration constantly reduces, timing can be changed and make burning more near TDC, shifts with the maximization energy.
In various embodiments, along with the thermal efficiency improves, owing to combustion pressure will improve, and the duration of combustion incident will reduce.Along with combustion duration reduces, ignition timing can be conditioned and make igniting more near TDC, and when reaching the fastest flame speed and the shortest combustion duration (for example, being in or approaching igniting automatically), igniting can take place at the TDC place or near TDC ground.In various embodiments, sensor or a plurality of sensor and logic can be discerned the pressure of increase, except aforesaid timing changes, improve the quantity of EGR, thereby combustion pressure can mate the power that will be produced by normal combustion.Other EGR will be as filler and the quantity of diluting fuel and air in the cylinder fully, thereby reduce the quantity of the fuel that consumes, thereby improve efficient and mate the energy that is consumed by standard method simultaneously.Ignition timing moved to more dilutes fuel and air quantity near the point of TDC and by adding hot feed, this thereby changed density, and to increase EGR be the coupling energy requirement, the key element protecting engine and improve fuel economy.
With reference to figure 1, it provides the block diagram of the parts of system according to the embodiment of the present invention.Combustion chamber 110 can connect with blender 108, and the blender combination is from the air of the heating of air inlet 104 and air heater 106 and from fuel vaporization and/or fractionation of fuel tank 100 and vaporizer 102.In addition, in various embodiments, gas extraction system 112 can connect with combustion chamber 110 and/or blender 108.Gas extraction system 112 is allowed the recirculation of exhaust, that is, and and waste gas recirculation (" EGR ").In various embodiments, gas extraction system 112 can connect with miscellaneous part directly or indirectly.The invention is not restricted to this.
In various embodiments, the air that mixes with fuel vapour (or other oxidants) can pass through special-purpose thermal source (for example, being configured in the heat(ing) coil within the air-flow), or heats by the passive heating from engine or other vehicle parts.Further, air can be heated (for example, passing through engine) before air inlet 104.In one embodiment, when thinking essential according to the vapourizing temperature of the fuel vapour of the content of emission and/or fractionation, thermal source 106 can be controlled the temperature of air-flow, and improves the temperature that air is supplied with.In various embodiments, air flows into can controllably be elevated to about 100 to 120 or higher temperature from for example about 60 to 80 scope on temperature.Moreover, the temperature that air is supplied with can depend on emission content and/or vaporization and fuel combination when the required temperature of front-end volatiles, and can control based on them.In various embodiments, air and/or oxidant can controllably be heated to keep the oxidant ratio of expectation.In various other embodiments, the air that enters needn't be heated.
In various embodiments, the liquid fuel in the fuel tank 100 can be vaporized in vaporizer 102.Vaporizer 102 can comprise that a plurality of thermal source (not shown)s come heated liquid fuel controllably, include but not limited near engine components, engine fluid, circuit, independent firing equipment and/or from the hot-air that adds of air inlet 104 or air heater 106.In various embodiments, vaporizer 102 can be by the fractionation vaporized fuel, that is, heating fuel incrementally is to improve the homogeneity feature of fuel vapour.More specifically, in one embodiment, fuel can be transferred to vaporizer 102 from fuel tank 100.Fuel can occupy the latter half of jar, heating element heater and temperature sensor (not shown) can be set little by little to improve the temperature setting, is used for heating the fuel of vaporizer 102, thereby causes the fractionation of fuel.As previously mentioned, the fuel of fractionation is in more even matter in nature, and it has improved combustion duration, thereby has improved efficient.In various embodiments, sensor can be monitored the various features of the steam of generation, and the further vaporization of control fuel keeps mixture density and/or the homogeneity scope expected.
In one embodiment, air heater 106 can be coupled to vaporizer 102 so that promote fuel vapour to mixing chamber 108, transporting to combustion chamber 110 subsequently.Yet when air was transported, as discussed earlier, possible was that a part of mixture may be condensed into liquid state before entering mixing chamber 108 and/or combustion chamber 110.In one embodiment, in order to prevent condensation, air heater 106 can be set up the temperature of air, and this temperature is in or is higher than the temperature of the fuel vapour of fractionation.In another embodiment, be carried to the temperature that fuel that fuel vapour in the blender 108 can be heated to above fractionation once more is vaporized by the air of heating.This helps to improve efficiency of combustion and prevents condensation in mixing chamber self.In various embodiments, the fractionated fuel that enters air and heating that blender 108 can combined heated forms fuel charge.This mixture can be controlled by the controller (not shown), to keep the oxidant ratio of expectation.
In one embodiment, after fuel vapour and/or fuel charge were admitted to combustion chamber 110, the spark plug (not shown) can produce spark and light described fuel charge fully.The timing of spark can be adjusted by controller, thus the burning of fuel charge can be after the crank angle of the best and/or in take place.In other embodiments, the adjustment of spark can be at least based on fuel reinforced/feature of fuel vapour.
After burning, exhaust then can be transferred to gas extraction system 112.In various embodiments, gas extraction system can be disposed exhaust, or waste gas recirculation is got back in combustion chamber 110 or the air-steam mixture to be burnt.In one embodiment, waste gas recirculation (" EGR ") can be used to improve efficient and fuel economy.In various other embodiments, the quantity of the EGR that is recycled can be determined and controlled by airborne computer and a series of valve (not shown).The optimized percentage of EGR changes, and is subjected to fuel characteristic, the quantitative limitation of the fuel that for example auto-ignition temperature of fuel charge, and various load condition is required.In addition, in other embodiments, EGR can be recycled to blender 108, to enter the temperature that improves fuel and/or oxidant before the combustion chamber 110 in fuel charge.
In various embodiments, one or more sensors can be configured in the feed streams of combustion chamber 110, and are adapted to detect the feature of fuel charge, for example, and hydrocarbon content, temperature, density, ignition temperature, air-fuel ratio, or the like.Sensor can be coupled on the airborne computer, and it can be transferred to adjust various parameters and improve specific reinforced burning.For example, if the amount imbalance of the hydro carbons in the fuel charge that detects, this can produce incorrect igniting, and the quantity of EGR can increase or reduce, and regularly can shift to an earlier date or postpone, and/or the temperature of fuel charge can improve or reduce.In another embodiment, reinforced density or temperature can be detected and be proofreaied and correct according to hope, to be implemented in the best combustion under the normal stoichiometric condition.
Fig. 2 be explanation dilution treat in the cylinder burnt fuel amount, and the more effective burning of fuel with the figure of the relation between the demand that keeps acceptable performance level.In various embodiments, this can realize by the burning that the reinforced various features of based on fuel are adjusted the fuel charge of dilution.
In various embodiments, the dilution of fuel charge can produce mixing from the oxidant of the vaporization of a certain amount of fuel and/or fuel and heating.For example, along with a certain amount of fuel becomes gas phase from liquid phase, its density will reduce.Fuel mixes the density that can also or additionally reduce fuel with the oxidant of heating.In various embodiments, fuel and/or oxidant can be diluted to keep the oxidant ratio of expectation, for example, and about 14.7 to 1.This can allow the optimization of power and fuel economy, if avoid the known NOX problem of the catalytic converter of use standard simultaneously.Because the temperature that they improve has the density of reduction for fuel and/or oxidant, the possibility of result is to fill up combustion cylinder required fuel still less and the oxidant calculated by weight.After this manner, can consume fuel still less, thereby raise the efficiency.
In various embodiments, another effect that improves the temperature of fuel and/or oxidant may be shorter and more effective combustion duration.The combustion duration that improves can be by allowing that at the fuel of the crank angle of the best (for example, 3 to 15 degree after the TDC) burning dilution down the fuel charge of dilution provides acceptable performance level.After this manner, the temperature that improves fuel and/or oxidant not only can be used for diluting fuel charge, also provides and has improved the efficient of combustion incident to keep the mechanism of acceptable performance level.As previously mentioned, in other various embodiments, EGR also can be used to dilute and improve the temperature of fuel charge.
As shown in Figure 2, performance line 204 has been described.This can represent the acceptable performance level for given fuel charge.Online 212 places, fuel charge can be diluted by any method previously discussed.Online 212 places because fuel charge has been diluted, exist raising to the demand of the active combustion of fuel charge to produce the performance of desired amount.Similarly, online 208 places, fuel charge is represented as with respect to line 212 is further diluted.Thereby in order to keep the identical performance level with respect to line 212, the further raising of temperature and/or active combustion also needs.Therefore, Fig. 2 has illustrated the further dilution because fuel charge becomes, and therefore needs the more active combustion of the fuel charge of dilution to keep the performance level of expecting.As described, line 208 has produced identical performance and has used still less fuel.This relation is more completely described with reference to figure 3 and 4.
It being understood that it only is purpose for universal relation between the demand of active combustion that fuel dilution and dilution fuel are described that Fig. 2 provides.Fig. 2 is not intended accurately to show illustrated relation, and this is that the technical staff will readily appreciate that.It only is in order to should be readily appreciated that.In addition, this figure can only illustrate the part of described relation.
With reference now to Fig. 3 and 4,, a series of figure 1-4 have illustrated that the flame speed that improves is for the influence of required time of the fuel of (combustion duration) equivalent of fully burning.The figure 5-8 of Fig. 4 has illustrated the combustion incident difference corresponding inner cylinder pressure (" ICP ") in accompanying drawing 3.
At first reference pattern 1, illustrated typically, slower propagation of flame incident.Flame front begins from spark plug, and continues to begin up to the burned or next circulation of fuel.Burning continues fully by best crank angle (for example, 45-50 degree after the TDC).Because combustion duration is very long, that is, fuel still burns when piston leaves TDC, shown in the figure among Fig. 45, ICP is also relatively low.
With reference now to figure 2,, better combustion incident has been described.Figure 2 has illustrated and the intimate self-ignition of the fuel of the same amount of burning in figure 1 or igniting automatically.As shown, combustion duration is faster, that is, all the fuel of amount consumes quickly.This combustion duration fast makes most burning just pass through TDC.This has produced the raising of TDC place pressure, shown in the figure among Fig. 46.Compare figure 6 and figure 5, as can be seen, along with the combustion duration reduction with at TDC place timing optimization, the fuel of same amount has produced bigger pressure under littler crank angle changes, thereby engine power is enhanced.
Figure 3 and 4 has illustrated the auxiliary automatic igniting of discussing with reference to various embodiment as mentioned of spark.In figure, when spark plug was lighted a fire before TDC, the condition in the cylinder was very near supporting the required condition of igniting automatically.In figure 3, the flame front of generation improves temperature and pressure apace, arrives the point value that remaining fuel is lighted a fire fully automatically.In figure 4, in order to realize the condition of supporting igniting automatically required, the pressure and temperature of raising, as the result of flame, combustion incident needs more fuel burned.Thereby figure 4 is effective not as figure 3.When ICP relatively, figure 8 and 7, this becomes clearly.Because the combustion duration of figure 4 is longer than figure 3 a little, the ICP of figure 8 is a shade below figure 7, thereby, be poor efficiency a little.Figure 8 is than figure 7 poor efficiency a little, and as can be seen, figure 8 and 7 all has the ICP greater than figure 5, propagation of flame incident slowly.
With respect to figure 5, the raising of ICP has illustrated that the raising of efficient is possible in the figure 6,7 and 8.More specifically, in figure 6,7 and 8, fuel can dilutedly mate the ICP of figure 5.This fuel that changes into is still less realized and the typical identical workload of propagation of flame incident.
These figures are not intended to accurately illustrate phenomenon, but the general remark of the effect of various combustion duration/flame speeies.
With reference now to accompanying drawing 5,, various embodiments according to the present invention have illustrated the flow chart of burn operation 500.Operation can begin at square frame 502 places, proceeds to square frame 504, and the temperature of fuel charge is adjusted herein.In various embodiments, the temperature of adjusting fuel charge can be included in fuel charge is imported combustion chamber heated oxidant composition and/or propellant composition before.In various embodiments, this heating can realize by waste gas recirculation and oxidant and/or propellant composition are made up.
At square frame 506,, can monitor and control adjustment to the temperature of oxidant and/or fuel and/or amount and keep the oxidant ratio expected according to various embodiments.If do not reach the ratio of expectation, operation can be returned square frame 504 with further adjustment fuel charge.In various embodiments, propellant composition can the heating before by fractionation, or propellant composition can by fractionation then condensation return liquid state.Like this, fuel charge can comprise liquid fuel composition or vapor fuel composition.
In various embodiments, after reaching the oxidant ratio of expectation, operation can proceed to square frame 508, and wherein fuel charge is imported into the combustion chamber.In case be within the combustion chamber, based on the feature of fuel charge 510, the timing of combustion incident can be conditioned automatic fully igniter fuel reinforced at least.In various embodiments, the feature of fuel charge can comprise the homogeneity of fuel charge, the temperature of fuel charge, the combustion duration and/or the flame speed of fuel charge.These features can be allowed the initial timing of adjusting combustion incident, thus igniting automatically fully after the top dead centre of fuel charge in the piston arrives combustion chamber.
In various embodiments, be adjusted at the timing of combustion incident so that after the maximizing efficiency, operation can start the combustion incident in the square frame 512.In one embodiment, the startup of combustion incident comprises that starting spark comes automatic fully fire fuel reinforced.Operating in square frame 514 then finishes.
With reference now to Fig. 6,,, the flow chart of burn operation 600 has been described according to various embodiments.Operation can begin at square frame 602 places, proceeds to square frame 604, wherein judges, combustion engine is with first operator scheme or with second operation mode.If combustion engine is with first operation mode, described method can proceed to square frame 606, preheats fuel quantity herein and is imported into the combustion chamber.In various embodiments, preheating fuel quantity can mix with oxidant, and has the oxidant ratio of about 14.7-1.Subsequently, at square frame 608 places, amount of exhaust gas recirculation and the combination of pre-heating fuel amount.At square frame 616 places, described fuel quantity can be lighted a fire.In various embodiments, this may be the raising owing to the temperature that EGR provided, or in other embodiments, can use spark and EGR to make up fire fuel.The timing of waste gas recirculation combination can be adjusted according to the feature of pre-heating fuel amount at least.In other embodiments, spark can make jointly with amount of exhaust gas recirculation and be used for combustion preheater fuel quantity fully, as mentioned above.Like this, first operator scheme can comprise the self-ignition of fuel charge.Described method can be returned decision block 604 then, can judge once more herein whether first operator scheme or second operator scheme are expected.
If second operator scheme expects that described method can proceed to square frame 610, herein the pre-heating fuel recruitment is imported in the combustion chamber.In various embodiments, for the load that improves, for example in the process of acceleration, the fuel recruitment may need.After the fuel recruitment was imported in the combustion chamber, described method can proceed to square frame 612, herein waste gas recirculation reduction and the combination of pre-heating fuel recruitment.In various embodiments, the combination of pre-heating fuel recruitment and waste gas recirculation reduction can reduce the phenomenon of automatic igniting fully, and for example, waste gas recirculation reduction may not be lighted the pre-heating fuel recruitment fully.Described method can proceed to square frame 614 then, can produce spark herein and light described fuel charge fully.In various embodiments, spark can be shifted to an earlier date to take place quickly in compression cycle.In one embodiment, spark in advance can be by the airborne computer system control of standard.After the igniting of fuel charge, described method can be got back to decision block 604.
Therefore, in various embodiments, the method for operating internal-combustion engines comprises: the steam or the liquid fuel stream (for example, passing through fractionated fuel) that produce general even matter; Fuel vapour is mixed the temperature that improves air fuel mixture with the air of heating; Described air fuel mixture is imported in the combustion chamber; And the described air fuel mixture that burns comes produce power, is shown and described.Embodiment temperature before the burning of mixture can be remained on given reinforced auto-ignition temperature place or near, and by improving flame speed and reducing the completing combustion duration and improve gross efficiency.Combine with the timing that can control burning, further improved the ability of efficient and system responses instantaneous state.
Though in order to describe preferred embodiment purpose in this explanation with described some embodiment, but those of ordinary skills are understood that, multiple change and/or embodiment or estimation of equal value realize that identical purpose realizes replacing embodiment shown and that describe, and do not deviate from scope of the present invention.Those of ordinary skill in the art will readily appreciate that, can realize in extensive multifarious mode according to the embodiment of the present invention.The application's intention covers any modification or the change of the embodiment of this discussion.Therefore, intention is only limited by claims and equivalent thereof according to the embodiment of the present invention expressly.
Claims (25)
1. method, this method comprises:
The temperature that fuel metering is reinforced, thus described temperature near but do not reach auto-ignition temperature;
Described fuel charge is imported the combustion chamber; And
Start combustion incident and come to light automatically fully described fuel charge.
2. method according to claim 1, wherein said fuel charge comprises oxidizer composition and propellant composition; And
The temperature of regulating described fuel charge is included in described fuel charge is imported combustion chamber heated oxidant composition and/or propellant composition before.
3. method according to claim 2, this method comprise that further the heating of described oxidizer composition of control and/or propellant composition keeps oxidant-fuel ratio of expecting.
4. method according to claim 1, the temperature of wherein regulating described fuel charge comprise that the temperature that improves described fuel charge dilutes described fuel charge.
5. method according to claim 1, wherein said fuel charge comprises the vapor fuel composition.
6. method according to claim 1, wherein the startup of combustion incident comprises that starting spark comes automatic fully fire fuel reinforced.
7. method according to claim 1, this method further comprise at least the timing according to the startup of the adjustment of features combustion incident of described fuel charge, with in the igniting automatically fully of the place, crank angle of expectation.
8. method according to claim 7, the feature of wherein said fuel charge comprises the homogeneity of fuel charge, temperature, combustion duration and/or flame speed.
9. method, this method comprises:
During first operator scheme:
The pre-heating fuel amount is imported in the combustion chamber; And
With amount of exhaust gas recirculation and the combination of described pre-heating fuel amount, to light described pre-heating fuel amount fully; And
During second operator scheme:
The pre-heating fuel recruitment is imported in the described combustion chamber;
Waste gas is recycled reduction and the combination of pre-heating fuel recruitment, and described waste gas recirculation reduction can not be lighted described pre-heating fuel recruitment fully; And
Produce spark and light described pre-heating fuel recruitment fully.
10. method according to claim 9, wherein said first operator scheme is except comprising that further starting spark lights described pre-heating fuel amount fully described amount of exhaust gas recirculation and the combination of described pre-heating fuel amount.
11. method according to claim 9, wherein said second operator scheme further comprise, produce described spark in advance to take place quickly in the compression cycle of combustion chamber.
12. method according to claim 9, wherein said pre-heating fuel is by fractionation.
13. method according to claim 9, wherein said pre-heating fuel amount and described pre-heating fuel recruitment are all mixed with oxidant, and oxidant-fuel ratio remains on about 14.7 to 1.
14. a system, this system comprises:
Vaporizer, this vaporizer comprises the thermal source of vaporized fuel;
Air duct, this air duct are suitable for air supply and with the fuel mix of air and vaporization; With
Controller, this controller control air mixes to keep desired carbon level in the burning and gas-exhausting amount with fuel.
15. system according to claim 14, wherein said controller is further controlled mixing of air and fuel, to keep the air-fuel mixture of expectation.
16. system according to claim 14, wherein:
Described thermal source is suitable for the described fuel of fractionation and/or improves the temperature of fractionated fuel;
Described air duct comprises the air heater that is suitable for improving air themperature; With
Described controller is suitable for controlling the raising of temperature of the fuel of described fractionation and/or intake air to keep the air-fuel ratio of expectation.
17. system according to claim 16, this system further comprises:
Blender, this blender is with the intake air of described heating and the fractionated fuel combination of described heating, to form fuel charge;
The combustion chamber, the described fuel charge of this combustion chambers burn; With
Spark plug, this spark plug produce spark to light described fuel charge fully, and wherein said controller is further controlled the timing that produces described spark.
18. system according to claim 16, the mixing of the intake air of the described heating of the further control of wherein said controller and the fractionated fuel of described heating keeps the air-fuel ratio of described fuel charge.
19. system according to claim 16, this system further comprises sensor, with at least one in the density of monitoring oxygen content, temperature, firing temperature, carbon content, air-fuel ratio and/or described fractionated fuel and/or intake air.
20. the method that combustion fuel is reinforced, this method comprises:
The fuel charge of preparing is imported in the combustion chamber;
Start flame front and light the first of the fuel charge of described preparation, to improve described combustion chamber temperature inside and pressure;
Start the automatic igniting of second portion of the fuel charge of described preparation, result's described combustion chamber internal temperature and pressure improve; With
The remainder of fuel charge that starts flame front subsequently and/or light described preparation subsequently automatically is with the described fuel charge of burning synergistically and fully.
21. further comprising, method according to claim 20, this method regulate the timing that described flame front starts, with the described fuel charge of burning synergistically and fully at the place, crank angle of expectation.
22. method according to claim 20, the fuel charge of wherein said preparation is fractionation.
23. a method, this method comprises:
Be diluted in and treat in the combustion cylinder that burnt fuel is reinforced; With
Regulate the burning of the fuel charge of dilution to small part according to the feature of the fuel charge of described dilution, export with the energy that produces expectation.
24. method according to claim 23 is wherein diluted the temperature that described fuel charge comprises increases fuel quantity and oxidant content, has the fuel charge of the dilution of oxidant-fuel ratio of about 14.7 to 1 with generation.
25. method according to claim 23, the burning of wherein regulating the fuel charge of described dilution are included in burn the fully fuel charge of described dilution of the place, crank angle of expectation.
Applications Claiming Priority (5)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US94762307P | 2007-07-02 | 2007-07-02 | |
| US60/947,623 | 2007-07-02 | ||
| US11/871,743 | 2007-10-12 | ||
| US11/871,743 US20080032245A1 (en) | 2003-11-11 | 2007-10-12 | Fuel utilization |
| PCT/US2008/068278 WO2009006177A2 (en) | 2007-07-02 | 2008-06-26 | Improved fuel utilization |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN101802501A true CN101802501A (en) | 2010-08-11 |
Family
ID=40226769
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN200880101605A Pending CN101802501A (en) | 2007-07-02 | 2008-06-26 | Improved fuel utilization |
Country Status (7)
| Country | Link |
|---|---|
| US (1) | US20080032245A1 (en) |
| EP (1) | EP2176592A2 (en) |
| JP (1) | JP2010532445A (en) |
| CN (1) | CN101802501A (en) |
| AU (1) | AU2008270608A1 (en) |
| BR (1) | BRPI0812991A2 (en) |
| WO (1) | WO2009006177A2 (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103119275A (en) * | 2010-09-23 | 2013-05-22 | 丰田自动车株式会社 | Control device for internal combustion engine |
| CN105275608A (en) * | 2015-10-17 | 2016-01-27 | 孟金来 | Novel efficient internal combustion engine |
| CN109084333A (en) * | 2017-06-14 | 2018-12-25 | 天津金摩洛热陶瓷科技有限公司 | A kind of methyl alcohol vaporizing combustion system |
Families Citing this family (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7028675B2 (en) * | 2003-11-11 | 2006-04-18 | Vapor Fuel Technologies, Inc. | Vapor fueled engine |
| US6907866B2 (en) * | 2003-11-11 | 2005-06-21 | Vapor Fuel Technologies, Inc. | Vapor fueled engine |
| US7631637B2 (en) * | 2006-06-01 | 2009-12-15 | Vapor Fuel Technologies, Llc | System for improving fuel utilization |
| US8061120B2 (en) | 2007-07-30 | 2011-11-22 | Herng Shinn Hwang | Catalytic EGR oxidizer for IC engines and gas turbines |
| US20110030661A1 (en) * | 2009-08-04 | 2011-02-10 | International Engine Intellectual Property Company, Llc | Strategy for enabling intake air heater to clean up white smoke during warm engine re-start in cold weather |
| US10865709B2 (en) | 2012-05-23 | 2020-12-15 | Herng Shinn Hwang | Flex-fuel hydrogen reformer for IC engines and gas turbines |
| US8813691B1 (en) * | 2013-02-18 | 2014-08-26 | Shawn Grannell | High efficiency, ternary mix engine |
| US20160089464A1 (en) * | 2014-09-26 | 2016-03-31 | The Procter & Gamble Company | Malodor reduction compositions |
| AT516490B1 (en) * | 2014-12-19 | 2016-06-15 | Ge Jenbacher Gmbh & Co Og | Method for operating a spark-ignited internal combustion engine |
| US10626790B2 (en) | 2016-11-16 | 2020-04-21 | Herng Shinn Hwang | Catalytic biogas combined heat and power generator |
| CN109812832A (en) * | 2017-11-21 | 2019-05-28 | 吴鲜家 | High-effect combustion control system and its method |
| DE102018212642A1 (en) * | 2018-07-30 | 2020-01-30 | Bayerische Motoren Werke Aktiengesellschaft | Method and control device for operating a vehicle |
Family Cites Families (81)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2434346A (en) * | 1944-01-15 | 1948-01-13 | Breese Burners Inc | Generator burner and fuel control therefor |
| US3442632A (en) * | 1964-10-26 | 1969-05-06 | Girdler Corp | Processes of producing fuel gases by reforming liquid hydrocarbons |
| US3468641A (en) * | 1966-05-02 | 1969-09-23 | Metallgesellschaft Ag | Conversion of liquid hydrocarbons into fuel gas or water gas by a thermal or catalytic splitting |
| US3471274A (en) * | 1966-10-28 | 1969-10-07 | Us Air Force | Hydrogen-oxygen fuel internal combustion engine |
| US3572297A (en) * | 1970-01-26 | 1971-03-23 | Schoeppel Roger J | Hydrogen fueled internal combustion engine |
| US3799124A (en) * | 1972-05-05 | 1974-03-26 | Pollution Free Power Corp | Hydrogen engine and method of fueling same |
| CA971445A (en) * | 1972-10-20 | 1975-07-22 | Canadian Jesuit Missions | Conversion device enabling a gasoline engine to be fueled with hydrogen |
| US3792688A (en) * | 1972-11-09 | 1974-02-19 | L Grainger | Anti-pollution gasified liquid fuel system |
| JPS5083647A (en) * | 1973-11-30 | 1975-07-07 | ||
| US4016837A (en) * | 1974-01-02 | 1977-04-12 | Wentworth Fred Albert Jr | Vapor intake system for internal combustion engines |
| JPS5228447B2 (en) * | 1974-03-06 | 1977-07-27 | ||
| US4181100A (en) * | 1974-12-18 | 1980-01-01 | Nissan Motor Company, Limited | Internal combustion engine operated on injected fuel supplemented with hydrogen |
| JPS5419533B2 (en) * | 1974-12-18 | 1979-07-16 | ||
| US4112889A (en) * | 1974-12-20 | 1978-09-12 | Energy Research Inc. | Fuel system and vaporizer for internal combustion engines |
| DE2517066C2 (en) * | 1975-04-17 | 1983-02-24 | Daimler-Benz Ag, 7000 Stuttgart | Externally ignited reciprocating internal combustion engine with hydrogen as the only fuel |
| US3995600A (en) * | 1975-06-09 | 1976-12-07 | Deluca John J | Hydrogen fueled rotary engine |
| US4022173A (en) * | 1975-08-11 | 1977-05-10 | Read Frank E | Cross-flow vaporizer |
| US4047512A (en) * | 1976-06-21 | 1977-09-13 | Ford Motor Company | Electric fuel vaporizer |
| US4161931A (en) * | 1976-06-21 | 1979-07-24 | Ford Motor Company | Vapor temperature controlled exhaust gas heat exchanger |
| US4099499A (en) * | 1976-06-21 | 1978-07-11 | Ford Motor Company | Vapor temperature controlled exhaust gas heat exchanger |
| US4112875A (en) * | 1976-08-27 | 1978-09-12 | Nasa | Hydrogen-fueled engine |
| US4141326A (en) * | 1977-03-11 | 1979-02-27 | The Bendix Corporation | Closed loop control system for hydrogen fuelled engine |
| US4213433A (en) * | 1977-10-31 | 1980-07-22 | Day John C | Liquid fuel to gas converter for engines |
| US4193755A (en) * | 1978-05-05 | 1980-03-18 | R & G Energy Research Corporation | Liquid to gas fuel conversion burner device |
| US4257366A (en) * | 1979-01-25 | 1981-03-24 | Omnewtronics, Inc. | Fuel feed system and method for gasoline burning internal combustion engine |
| US4274383A (en) * | 1979-08-20 | 1981-06-23 | Vapor Matic Corporation | Fuel vaporizer |
| US4385615A (en) * | 1979-10-05 | 1983-05-31 | Fuel Dimensions, Inc. | Fuel system for diesel engines |
| JPS5918135Y2 (en) * | 1979-10-30 | 1984-05-25 | トヨタ自動車株式会社 | Internal combustion engine intake air heating device |
| US4370970A (en) * | 1980-01-15 | 1983-02-01 | Kunz Paul R | Apparatus for supplying a fuel/air mixture to an internal combustion engine |
| US4368712A (en) * | 1980-08-01 | 1983-01-18 | V.G.A.S., Inc. | Vaporous gasoline fuel system and control therefor |
| US4330492A (en) * | 1980-11-03 | 1982-05-18 | Mohr Russell R | Carburetor |
| US4370870A (en) * | 1980-11-17 | 1983-02-01 | Kroh Norma J | Crocheting aid |
| US4367700A (en) * | 1981-01-19 | 1983-01-11 | Hotspur International Corporation, Inc. | Apparatus for insuring the complete burning of fuel in a six cycle combustion engine |
| US4458653A (en) * | 1981-06-01 | 1984-07-10 | Geddes Harold L | Vapor fuel system for internal combustion engines |
| US4508064A (en) * | 1981-11-12 | 1985-04-02 | Katsuji Baba | Internal combustion engine of hydrogen gas |
| US4389981A (en) * | 1982-02-17 | 1983-06-28 | Meyer Stanley A | Hydrogen gas injector system for internal combustion engine |
| US4458634A (en) * | 1983-02-11 | 1984-07-10 | Carr Edwin R | Internal combustion engine with hydrogen producing device having water and oil interface level control |
| DE3327773A1 (en) * | 1983-05-13 | 1984-11-15 | Robert Bosch Gmbh, 7000 Stuttgart | FUEL INJECTION DEVICE IN COMBUSTION CHAMBER |
| US4622924A (en) * | 1983-06-20 | 1986-11-18 | Lewis William N | Hydrogen engine |
| US4862859A (en) * | 1984-06-21 | 1989-09-05 | Henry Yunick | Apparatus and operating method for an internal combustion engine |
| US4605837A (en) * | 1984-08-06 | 1986-08-12 | Chen Lih Ji | Electric air preheater for an internal combustion engine |
| US4665879A (en) * | 1984-08-10 | 1987-05-19 | Gregory Earl | Fuel evaporation apparatus and method |
| JPS6176734A (en) * | 1984-09-19 | 1986-04-19 | Mazda Motor Corp | Atmospheric pollution prevention device of engine |
| US4807584A (en) * | 1984-11-30 | 1989-02-28 | Davco Manufacturing Corp. | Fuel tank heating system |
| US4628871A (en) * | 1985-11-08 | 1986-12-16 | V. G. C. Corporation | Fuel supply system for an internal combustion engine |
| US4781165A (en) * | 1986-04-23 | 1988-11-01 | Anti-P, Inc. | Internal combustion engine pollutant control system |
| US4881507A (en) * | 1988-01-04 | 1989-11-21 | San Filipo Frank J | Fuel supply mechanism for an internal combustion engine |
| US5092281A (en) * | 1988-07-26 | 1992-03-03 | Kabushiki Kaisha Toyoda Jidoshokki Seisakusho | Hydrogen engine system |
| DE3830722A1 (en) * | 1988-09-09 | 1990-03-15 | Freudenberg Carl Fa | DEVICE FOR FEEDING FUEL FUEL COMPONENTS INTO THE SUCTION PIPE OF AN INTERNAL COMBUSTION ENGINE |
| US4955351A (en) * | 1989-02-02 | 1990-09-11 | Lewis Alfred M | Vapor-accelerated combustion fuel system |
| US5048501A (en) * | 1989-03-27 | 1991-09-17 | Smith Dale T | Fuel economy system for internal combustion engines |
| DE4003729C2 (en) * | 1990-02-08 | 1994-11-10 | Deutsche Forsch Luft Raumfahrt | Internal combustion engine for hydrogen |
| JP2584683B2 (en) * | 1990-04-26 | 1997-02-26 | 義郎 中松 | Energy equipment |
| US5119768A (en) * | 1990-10-12 | 1992-06-09 | Russell Carl D | Petroleum and hydrogen driven engine |
| US5293857A (en) * | 1990-11-02 | 1994-03-15 | Stanley Meyer | Hydrogen gas fuel and management system for an internal combustion engine utilizing hydrogen gas fuel |
| ES2094235T3 (en) * | 1990-11-23 | 1997-01-16 | Arumadura Nandasena Kulasinghe | COMBUSTION OF LIQUID FUELS. |
| US5085176A (en) * | 1990-12-26 | 1992-02-04 | Brinkley Iii William J | Method of and apparatus for generating and injecting hydrogen into an engine |
| JP3116169B2 (en) * | 1991-04-17 | 2000-12-11 | 本田技研工業株式会社 | Fuel control method for hydrogen engine |
| US5140966A (en) * | 1991-06-04 | 1992-08-25 | Wong Men L | Carburetor for an internal combustion engine |
| JP3286348B2 (en) * | 1992-07-22 | 2002-05-27 | 愛三工業株式会社 | Abnormality detection device in evaporative gas treatment device of internal combustion engine |
| JP3229023B2 (en) * | 1992-07-29 | 2001-11-12 | マツダ株式会社 | Hydrogen gas supply system for hydrogen engine |
| US5226400A (en) * | 1992-10-08 | 1993-07-13 | Microfuels, Inc. | Device for conversion of liquid fuel into fuel vapor and microscopic liquid droplets |
| US5282497A (en) * | 1992-10-23 | 1994-02-01 | Allen Allison | Fuel delivery and vapor control system for controlling the release of fuel vapors from a vehicle fuel tank |
| US5357908A (en) * | 1993-04-16 | 1994-10-25 | Engelhard Corporation | Fuel modification method and apparatus for reduction of pollutants emitted from internal combustion engines |
| US5408973A (en) * | 1993-11-26 | 1995-04-25 | Spangjer; Keith G. | Internal combustion engine fuel supply system and method |
| JP3257423B2 (en) * | 1996-12-12 | 2002-02-18 | 三菱自動車工業株式会社 | Exhaust heating device |
| KR100827869B1 (en) * | 1999-08-16 | 2008-05-07 | 가부시키가이샤 에누에프케이 홀딩스 | Device and method for feeding fuel |
| US6295973B1 (en) * | 1999-12-22 | 2001-10-02 | Ford Global Technologies, Inc. | Air-fuel charge controller for a homogeneous-charge, compression-ignition engine |
| CN100476294C (en) * | 2001-06-02 | 2009-04-08 | 多孔燃烧器技术销售有限责任公司 | Method and device for low-emission non-catalytic combustion of liquid fuel |
| US6494192B1 (en) * | 2001-06-12 | 2002-12-17 | Southwest Research Institute | On-board fuel vapor collection, condensation, storage and distribution system for a vehicle |
| US6820864B2 (en) * | 2002-01-15 | 2004-11-23 | Hitachi, Ltd. | Fuel vaporization promoting apparatus and fuel carburetion accelerator |
| DE10252084A1 (en) * | 2002-11-08 | 2004-05-27 | Linde Ag | Fuel system for an LPG engine |
| US6736118B1 (en) * | 2002-11-14 | 2004-05-18 | William H. Velke | Fuel density reduction method and device to improve the ratio of oxygen mass versus fuel mass during ignition in combustion mechanisms operating with fluid hydrocarbon fuels |
| KR20090091242A (en) * | 2003-02-12 | 2009-08-26 | 디-제이 엔지니어링 인코포레이티드 | Air injection engine |
| MY165298A (en) * | 2003-06-20 | 2018-03-21 | Scuderi Group Llc | Split-cycle four-stroke engine |
| JP4115368B2 (en) * | 2003-09-22 | 2008-07-09 | 三菱電機株式会社 | Air-fuel ratio control device for internal combustion engine |
| US7028675B2 (en) * | 2003-11-11 | 2006-04-18 | Vapor Fuel Technologies, Inc. | Vapor fueled engine |
| US6907866B2 (en) * | 2003-11-11 | 2005-06-21 | Vapor Fuel Technologies, Inc. | Vapor fueled engine |
| US7631637B2 (en) * | 2006-06-01 | 2009-12-15 | Vapor Fuel Technologies, Llc | System for improving fuel utilization |
| US20070277790A1 (en) * | 2006-06-01 | 2007-12-06 | Raymond Bryce Bushnell | System for improving fuel utilization |
| US7992549B2 (en) * | 2007-05-21 | 2011-08-09 | Casey Loyd | Method of fueling an internal combustion engine using pressurized and heated fuel |
-
2007
- 2007-10-12 US US11/871,743 patent/US20080032245A1/en not_active Abandoned
-
2008
- 2008-06-26 CN CN200880101605A patent/CN101802501A/en active Pending
- 2008-06-26 JP JP2010515099A patent/JP2010532445A/en active Pending
- 2008-06-26 AU AU2008270608A patent/AU2008270608A1/en not_active Abandoned
- 2008-06-26 EP EP08771988A patent/EP2176592A2/en not_active Withdrawn
- 2008-06-26 WO PCT/US2008/068278 patent/WO2009006177A2/en active Application Filing
- 2008-06-26 BR BRPI0812991-6A2A patent/BRPI0812991A2/en not_active Application Discontinuation
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103119275A (en) * | 2010-09-23 | 2013-05-22 | 丰田自动车株式会社 | Control device for internal combustion engine |
| CN103119275B (en) * | 2010-09-23 | 2015-11-25 | 丰田自动车株式会社 | The control gear of internal-combustion engine |
| CN105275608A (en) * | 2015-10-17 | 2016-01-27 | 孟金来 | Novel efficient internal combustion engine |
| CN109084333A (en) * | 2017-06-14 | 2018-12-25 | 天津金摩洛热陶瓷科技有限公司 | A kind of methyl alcohol vaporizing combustion system |
Also Published As
| Publication number | Publication date |
|---|---|
| BRPI0812991A2 (en) | 2014-12-23 |
| WO2009006177A3 (en) | 2009-02-26 |
| US20080032245A1 (en) | 2008-02-07 |
| AU2008270608A1 (en) | 2009-01-08 |
| WO2009006177A2 (en) | 2009-01-08 |
| EP2176592A2 (en) | 2010-04-21 |
| JP2010532445A (en) | 2010-10-07 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN101802501A (en) | Improved fuel utilization | |
| EP3126656B1 (en) | Use of prechambers with dual fuel source engines | |
| US20150260131A1 (en) | Supplying Oxygen to an Engine | |
| US11255284B2 (en) | Systems and methods for catalyst heating during cold-start with an active pre-chamber | |
| US11346318B2 (en) | Systems and methods for ignition coil multiplexing in a prechamber system | |
| US11156198B1 (en) | Systems and methods for ignition coil multiplexing in a pre-chamber system | |
| EP0643209A1 (en) | Method and apparatus for introducing fuel into a dual fuel system using a hybrid of diffusion and premixed combustion process | |
| KR20110005698A (en) | Combustion method and apparatus | |
| KR20170102443A (en) | Method for operating an internal combustion engine | |
| CN103967629A (en) | Method and system for engine control | |
| JP5661029B2 (en) | Method for starting a self-igniting internal combustion engine at low temperatures | |
| CN105863864B (en) | A kind of low-temperature burning engine cold-start and Smaller load combustion control system and method | |
| EP1200730A1 (en) | Method of operating an internal combustion engine | |
| US8858223B1 (en) | Glycerin fueled afterburning engine | |
| GB2277776A (en) | Compression ignition engine fuel supply control | |
| US11248551B1 (en) | Methods and systems for pre-chamber operation during catalyst heating | |
| Sun et al. | Experimental study on improving cold start performance of diesel engines at extremely low ambient temperatures with diethyl ether | |
| CN104747341A (en) | Novel fuel oil heater | |
| RU2508462C2 (en) | Method of control over cold ice in starting and warming up | |
| RU2505748C1 (en) | Method for lighting-up and maintaining stable combustion in boiler units using coal-water fuel | |
| CN103277200B (en) | Combustion method of ethanol-diesel double direct injection engine | |
| Tutak et al. | The effect of methanol-diesel combustion on performance and emissions of a direct injection diesel engine | |
| CN101929364B (en) | Diffusion combustion method for knock-resisting compression ignition of equivalence-ratio gasoline direct injection engine | |
| Bhiogade et al. | A comparative experimental study on engine operating on premixed charge compression ignition and compression ignition mode | |
| US20130000568A1 (en) | Fuel cracking for internal combustion engines |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C06 | Publication | ||
| PB01 | Publication | ||
| C02 | Deemed withdrawal of patent application after publication (patent law 2001) | ||
| WD01 | Invention patent application deemed withdrawn after publication |
Open date: 20100811 |