TW201527635A - Engine operation for viscosity control - Google Patents
Engine operation for viscosity control Download PDFInfo
- Publication number
- TW201527635A TW201527635A TW103136126A TW103136126A TW201527635A TW 201527635 A TW201527635 A TW 201527635A TW 103136126 A TW103136126 A TW 103136126A TW 103136126 A TW103136126 A TW 103136126A TW 201527635 A TW201527635 A TW 201527635A
- Authority
- TW
- Taiwan
- Prior art keywords
- fuel
- engine
- temperature
- water
- methanol
- Prior art date
Links
- 239000000446 fuel Substances 0.000 claims abstract description 563
- OKKJLVBELUTLKV-UHFFFAOYSA-N Methanol Chemical compound OC OKKJLVBELUTLKV-UHFFFAOYSA-N 0.000 claims abstract description 477
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims abstract description 173
- 238000001816 cooling Methods 0.000 claims abstract description 123
- 230000006835 compression Effects 0.000 claims abstract description 112
- 238000007906 compression Methods 0.000 claims abstract description 112
- 238000000034 method Methods 0.000 claims abstract description 87
- 238000002485 combustion reaction Methods 0.000 claims abstract description 65
- 238000005259 measurement Methods 0.000 claims abstract description 17
- 239000000203 mixture Substances 0.000 claims description 144
- LCGLNKUTAGEVQW-UHFFFAOYSA-N Dimethyl ether Chemical compound COC LCGLNKUTAGEVQW-UHFFFAOYSA-N 0.000 claims description 74
- 239000002316 fumigant Substances 0.000 claims description 55
- 239000003623 enhancer Substances 0.000 claims description 48
- 238000003860 storage Methods 0.000 claims description 36
- 239000002283 diesel fuel Substances 0.000 claims description 19
- 239000012530 fluid Substances 0.000 claims description 19
- 238000002347 injection Methods 0.000 claims description 15
- 239000007924 injection Substances 0.000 claims description 15
- 238000003958 fumigation Methods 0.000 claims description 9
- 239000002828 fuel tank Substances 0.000 claims description 3
- 230000000694 effects Effects 0.000 abstract description 12
- 230000008569 process Effects 0.000 abstract description 8
- 239000000654 additive Substances 0.000 description 60
- RTZKZFJDLAIYFH-UHFFFAOYSA-N Diethyl ether Chemical compound CCOCC RTZKZFJDLAIYFH-UHFFFAOYSA-N 0.000 description 47
- 239000000306 component Substances 0.000 description 39
- GBMDVOWEEQVZKZ-UHFFFAOYSA-N methanol;hydrate Chemical compound O.OC GBMDVOWEEQVZKZ-UHFFFAOYSA-N 0.000 description 38
- 229910052799 carbon Inorganic materials 0.000 description 36
- 230000000996 additive effect Effects 0.000 description 23
- MWUXSHHQAYIFBG-UHFFFAOYSA-N nitrogen oxide Inorganic materials O=[N] MWUXSHHQAYIFBG-UHFFFAOYSA-N 0.000 description 22
- 239000000463 material Substances 0.000 description 14
- -1 acetaldehyde, ketone Chemical class 0.000 description 13
- 239000007789 gas Substances 0.000 description 13
- 238000005461 lubrication Methods 0.000 description 13
- 239000003921 oil Substances 0.000 description 13
- 235000019198 oils Nutrition 0.000 description 13
- DCAYPVUWAIABOU-UHFFFAOYSA-N hexadecane Chemical compound CCCCCCCCCCCCCCCC DCAYPVUWAIABOU-UHFFFAOYSA-N 0.000 description 12
- 239000012071 phase Substances 0.000 description 12
- 238000012360 testing method Methods 0.000 description 11
- GQPLMRYTRLFLPF-UHFFFAOYSA-N Nitrous Oxide Chemical compound [O-][N+]#N GQPLMRYTRLFLPF-UHFFFAOYSA-N 0.000 description 10
- 230000001965 increasing effect Effects 0.000 description 10
- 239000000047 product Substances 0.000 description 10
- LFQSCWFLJHTTHZ-UHFFFAOYSA-N Ethanol Chemical compound CCO LFQSCWFLJHTTHZ-UHFFFAOYSA-N 0.000 description 9
- 230000009467 reduction Effects 0.000 description 9
- CIWBSHSKHKDKBQ-JLAZNSOCSA-N Ascorbic acid Chemical compound OC[C@H](O)[C@H]1OC(=O)C(O)=C1O CIWBSHSKHKDKBQ-JLAZNSOCSA-N 0.000 description 8
- 230000008901 benefit Effects 0.000 description 8
- 235000014633 carbohydrates Nutrition 0.000 description 8
- 150000001720 carbohydrates Chemical class 0.000 description 8
- 239000000314 lubricant Substances 0.000 description 8
- 230000006870 function Effects 0.000 description 7
- 239000012535 impurity Substances 0.000 description 7
- 238000010248 power generation Methods 0.000 description 7
- CURLTUGMZLYLDI-UHFFFAOYSA-N Carbon dioxide Chemical compound O=C=O CURLTUGMZLYLDI-UHFFFAOYSA-N 0.000 description 6
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 6
- 229930195733 hydrocarbon Natural products 0.000 description 6
- 150000002430 hydrocarbons Chemical class 0.000 description 6
- 239000007788 liquid Substances 0.000 description 6
- 238000002156 mixing Methods 0.000 description 6
- 239000001301 oxygen Substances 0.000 description 6
- 229910052760 oxygen Inorganic materials 0.000 description 6
- 238000000518 rheometry Methods 0.000 description 6
- 150000001335 aliphatic alkanes Chemical class 0.000 description 5
- 235000014113 dietary fatty acids Nutrition 0.000 description 5
- 239000000194 fatty acid Substances 0.000 description 5
- 229930195729 fatty acid Natural products 0.000 description 5
- 230000006872 improvement Effects 0.000 description 5
- 238000002955 isolation Methods 0.000 description 5
- 238000011084 recovery Methods 0.000 description 5
- 229910001220 stainless steel Inorganic materials 0.000 description 5
- 239000010935 stainless steel Substances 0.000 description 5
- 239000000126 substance Substances 0.000 description 5
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 description 4
- 239000003054 catalyst Substances 0.000 description 4
- 239000002826 coolant Substances 0.000 description 4
- 238000005260 corrosion Methods 0.000 description 4
- 239000000975 dye Substances 0.000 description 4
- 238000001704 evaporation Methods 0.000 description 4
- 230000008020 evaporation Effects 0.000 description 4
- 238000002474 experimental method Methods 0.000 description 4
- 230000008014 freezing Effects 0.000 description 4
- 238000007710 freezing Methods 0.000 description 4
- 238000010438 heat treatment Methods 0.000 description 4
- 239000002245 particle Substances 0.000 description 4
- 239000002699 waste material Substances 0.000 description 4
- 239000012298 atmosphere Substances 0.000 description 3
- 239000001569 carbon dioxide Substances 0.000 description 3
- 229910002092 carbon dioxide Inorganic materials 0.000 description 3
- 230000008859 change Effects 0.000 description 3
- 238000006243 chemical reaction Methods 0.000 description 3
- 239000003795 chemical substances by application Substances 0.000 description 3
- 238000011109 contamination Methods 0.000 description 3
- 238000010411 cooking Methods 0.000 description 3
- 230000007423 decrease Effects 0.000 description 3
- 230000003247 decreasing effect Effects 0.000 description 3
- 230000000994 depressogenic effect Effects 0.000 description 3
- 238000005516 engineering process Methods 0.000 description 3
- 150000002576 ketones Chemical class 0.000 description 3
- 239000000944 linseed oil Substances 0.000 description 3
- 235000021388 linseed oil Nutrition 0.000 description 3
- 238000004519 manufacturing process Methods 0.000 description 3
- 238000012545 processing Methods 0.000 description 3
- 238000005086 pumping Methods 0.000 description 3
- 238000012552 review Methods 0.000 description 3
- 241000894007 species Species 0.000 description 3
- 239000007921 spray Substances 0.000 description 3
- PAWQVTBBRAZDMG-UHFFFAOYSA-N 2-(3-bromo-2-fluorophenyl)acetic acid Chemical compound OC(=O)CC1=CC=CC(Br)=C1F PAWQVTBBRAZDMG-UHFFFAOYSA-N 0.000 description 2
- IJGRMHOSHXDMSA-UHFFFAOYSA-N Atomic nitrogen Chemical compound N#N IJGRMHOSHXDMSA-UHFFFAOYSA-N 0.000 description 2
- KFZMGEQAYNKOFK-UHFFFAOYSA-N Isopropanol Chemical compound CC(C)O KFZMGEQAYNKOFK-UHFFFAOYSA-N 0.000 description 2
- ATUOYWHBWRKTHZ-UHFFFAOYSA-N Propane Chemical compound CCC ATUOYWHBWRKTHZ-UHFFFAOYSA-N 0.000 description 2
- 229910000831 Steel Inorganic materials 0.000 description 2
- 238000010521 absorption reaction Methods 0.000 description 2
- IKHGUXGNUITLKF-XPULMUKRSA-N acetaldehyde Chemical compound [14CH]([14CH3])=O IKHGUXGNUITLKF-XPULMUKRSA-N 0.000 description 2
- 230000002411 adverse Effects 0.000 description 2
- 230000000844 anti-bacterial effect Effects 0.000 description 2
- 238000013459 approach Methods 0.000 description 2
- 238000000429 assembly Methods 0.000 description 2
- 230000000712 assembly Effects 0.000 description 2
- 239000003899 bactericide agent Substances 0.000 description 2
- AYJRCSIUFZENHW-UHFFFAOYSA-L barium carbonate Chemical compound [Ba+2].[O-]C([O-])=O AYJRCSIUFZENHW-UHFFFAOYSA-L 0.000 description 2
- 239000002551 biofuel Substances 0.000 description 2
- 238000009833 condensation Methods 0.000 description 2
- 230000005494 condensation Effects 0.000 description 2
- 230000007797 corrosion Effects 0.000 description 2
- 230000008021 deposition Effects 0.000 description 2
- 238000004090 dissolution Methods 0.000 description 2
- 239000003651 drinking water Substances 0.000 description 2
- 235000020188 drinking water Nutrition 0.000 description 2
- 238000004043 dyeing Methods 0.000 description 2
- 239000003344 environmental pollutant Substances 0.000 description 2
- 150000002170 ethers Chemical class 0.000 description 2
- DQYBDCGIPTYXML-UHFFFAOYSA-N ethoxyethane;hydrate Chemical compound O.CCOCC DQYBDCGIPTYXML-UHFFFAOYSA-N 0.000 description 2
- 150000004665 fatty acids Chemical class 0.000 description 2
- 238000003973 irrigation Methods 0.000 description 2
- 230000002262 irrigation Effects 0.000 description 2
- VNWKTOKETHGBQD-UHFFFAOYSA-N methane Chemical compound C VNWKTOKETHGBQD-UHFFFAOYSA-N 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 239000001272 nitrous oxide Substances 0.000 description 2
- 231100000719 pollutant Toxicity 0.000 description 2
- 238000000746 purification Methods 0.000 description 2
- 230000002829 reductive effect Effects 0.000 description 2
- 230000004044 response Effects 0.000 description 2
- 238000001223 reverse osmosis Methods 0.000 description 2
- 238000005096 rolling process Methods 0.000 description 2
- 150000003839 salts Chemical class 0.000 description 2
- 239000013535 sea water Substances 0.000 description 2
- 239000007787 solid Substances 0.000 description 2
- 239000000243 solution Substances 0.000 description 2
- 239000010959 steel Substances 0.000 description 2
- XTQHKBHJIVJGKJ-UHFFFAOYSA-N sulfur monoxide Chemical class S=O XTQHKBHJIVJGKJ-UHFFFAOYSA-N 0.000 description 2
- 229910052815 sulfur oxide Inorganic materials 0.000 description 2
- 238000013022 venting Methods 0.000 description 2
- 230000000007 visual effect Effects 0.000 description 2
- 239000002918 waste heat Substances 0.000 description 2
- QTBSBXVTEAMEQO-UHFFFAOYSA-M Acetate Chemical compound CC([O-])=O QTBSBXVTEAMEQO-UHFFFAOYSA-M 0.000 description 1
- 208000001889 Acid-Base Imbalance Diseases 0.000 description 1
- 241001133760 Acoelorraphe Species 0.000 description 1
- 101100403761 Arabidopsis thaliana MTM2 gene Proteins 0.000 description 1
- 240000002791 Brassica napus Species 0.000 description 1
- OYPRJOBELJOOCE-UHFFFAOYSA-N Calcium Chemical compound [Ca] OYPRJOBELJOOCE-UHFFFAOYSA-N 0.000 description 1
- 241000196324 Embryophyta Species 0.000 description 1
- OTMSDBZUPAUEDD-UHFFFAOYSA-N Ethane Chemical compound CC OTMSDBZUPAUEDD-UHFFFAOYSA-N 0.000 description 1
- 239000004606 Fillers/Extenders Substances 0.000 description 1
- DGAQECJNVWCQMB-PUAWFVPOSA-M Ilexoside XXIX Chemical compound C[C@@H]1CC[C@@]2(CC[C@@]3(C(=CC[C@H]4[C@]3(CC[C@@H]5[C@@]4(CC[C@@H](C5(C)C)OS(=O)(=O)[O-])C)C)[C@@H]2[C@]1(C)O)C)C(=O)O[C@H]6[C@@H]([C@H]([C@@H]([C@H](O6)CO)O)O)O.[Na+] DGAQECJNVWCQMB-PUAWFVPOSA-M 0.000 description 1
- NHTMVDHEPJAVLT-UHFFFAOYSA-N Isooctane Chemical compound CC(C)CC(C)(C)C NHTMVDHEPJAVLT-UHFFFAOYSA-N 0.000 description 1
- WHXSMMKQMYFTQS-UHFFFAOYSA-N Lithium Chemical compound [Li] WHXSMMKQMYFTQS-UHFFFAOYSA-N 0.000 description 1
- 229910002651 NO3 Inorganic materials 0.000 description 1
- 235000019482 Palm oil Nutrition 0.000 description 1
- 235000019484 Rapeseed oil Nutrition 0.000 description 1
- 229920002472 Starch Polymers 0.000 description 1
- GSEJCLTVZPLZKY-UHFFFAOYSA-N Triethanolamine Chemical compound OCCN(CCO)CCO GSEJCLTVZPLZKY-UHFFFAOYSA-N 0.000 description 1
- TUMHNKUORWLQBE-UHFFFAOYSA-N [C].[Ar] Chemical compound [C].[Ar] TUMHNKUORWLQBE-UHFFFAOYSA-N 0.000 description 1
- 238000009825 accumulation Methods 0.000 description 1
- 239000011149 active material Substances 0.000 description 1
- 230000006978 adaptation Effects 0.000 description 1
- 239000003463 adsorbent Substances 0.000 description 1
- 238000004378 air conditioning Methods 0.000 description 1
- 125000000217 alkyl group Chemical group 0.000 description 1
- 150000001412 amines Chemical class 0.000 description 1
- DVARTQFDIMZBAA-UHFFFAOYSA-O ammonium nitrate Chemical class [NH4+].[O-][N+]([O-])=O DVARTQFDIMZBAA-UHFFFAOYSA-O 0.000 description 1
- 150000003863 ammonium salts Chemical class 0.000 description 1
- 239000008346 aqueous phase Substances 0.000 description 1
- 239000007864 aqueous solution Substances 0.000 description 1
- 238000010923 batch production Methods 0.000 description 1
- 235000013361 beverage Nutrition 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 238000007664 blowing Methods 0.000 description 1
- 239000001045 blue dye Substances 0.000 description 1
- 238000009529 body temperature measurement Methods 0.000 description 1
- 239000012267 brine Substances 0.000 description 1
- 239000011575 calcium Substances 0.000 description 1
- 229910000019 calcium carbonate Inorganic materials 0.000 description 1
- 238000003889 chemical engineering Methods 0.000 description 1
- 239000003153 chemical reaction reagent Substances 0.000 description 1
- 239000003638 chemical reducing agent Substances 0.000 description 1
- 230000015271 coagulation Effects 0.000 description 1
- 238000005345 coagulation Methods 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 150000001875 compounds Chemical class 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 239000000356 contaminant Substances 0.000 description 1
- 239000008358 core component Substances 0.000 description 1
- 238000012937 correction Methods 0.000 description 1
- 125000004122 cyclic group Chemical group 0.000 description 1
- 238000000354 decomposition reaction Methods 0.000 description 1
- 230000018044 dehydration Effects 0.000 description 1
- 238000006297 dehydration reaction Methods 0.000 description 1
- 239000003398 denaturant Substances 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- ZBCBWPMODOFKDW-UHFFFAOYSA-N diethanolamine Chemical class OCCNCCO ZBCBWPMODOFKDW-UHFFFAOYSA-N 0.000 description 1
- 125000000118 dimethyl group Chemical group [H]C([H])([H])* 0.000 description 1
- 239000004205 dimethyl polysiloxane Substances 0.000 description 1
- JVSWJIKNEAIKJW-UHFFFAOYSA-N dimethyl-hexane Natural products CCCCCC(C)C JVSWJIKNEAIKJW-UHFFFAOYSA-N 0.000 description 1
- 230000008034 disappearance Effects 0.000 description 1
- 238000010494 dissociation reaction Methods 0.000 description 1
- 230000005593 dissociations Effects 0.000 description 1
- 238000004821 distillation Methods 0.000 description 1
- 230000008030 elimination Effects 0.000 description 1
- 238000003379 elimination reaction Methods 0.000 description 1
- 239000003995 emulsifying agent Substances 0.000 description 1
- 239000000839 emulsion Substances 0.000 description 1
- 230000002708 enhancing effect Effects 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- ZYBWTEQKHIADDQ-UHFFFAOYSA-N ethanol;methanol Chemical compound OC.CCO ZYBWTEQKHIADDQ-UHFFFAOYSA-N 0.000 description 1
- AHRQMWOXLCFNAV-UHFFFAOYSA-O ethylammonium nitrate Chemical compound CC[NH3+].[O-][N+]([O-])=O AHRQMWOXLCFNAV-UHFFFAOYSA-O 0.000 description 1
- 230000001747 exhibiting effect Effects 0.000 description 1
- 238000004880 explosion Methods 0.000 description 1
- 235000019387 fatty acid methyl ester Nutrition 0.000 description 1
- 230000002349 favourable effect Effects 0.000 description 1
- 239000012467 final product Substances 0.000 description 1
- 239000002803 fossil fuel Substances 0.000 description 1
- 239000000417 fungicide Substances 0.000 description 1
- 239000008187 granular material Substances 0.000 description 1
- 239000001307 helium Substances 0.000 description 1
- 229910052734 helium Inorganic materials 0.000 description 1
- SWQJXJOGLNCZEY-UHFFFAOYSA-N helium atom Chemical compound [He] SWQJXJOGLNCZEY-UHFFFAOYSA-N 0.000 description 1
- 230000008676 import Effects 0.000 description 1
- 238000010348 incorporation Methods 0.000 description 1
- 239000011261 inert gas Substances 0.000 description 1
- 230000000670 limiting effect Effects 0.000 description 1
- 229910052808 lithium carbonate Inorganic materials 0.000 description 1
- 230000001050 lubricating effect Effects 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 229910052751 metal Inorganic materials 0.000 description 1
- 239000002184 metal Substances 0.000 description 1
- 239000003607 modifier Substances 0.000 description 1
- 235000019462 natural additive Nutrition 0.000 description 1
- 230000007935 neutral effect Effects 0.000 description 1
- 150000002823 nitrates Chemical class 0.000 description 1
- 229910052757 nitrogen Inorganic materials 0.000 description 1
- 239000012074 organic phase Substances 0.000 description 1
- 230000010355 oscillation Effects 0.000 description 1
- 239000002540 palm oil Substances 0.000 description 1
- 239000013618 particulate matter Substances 0.000 description 1
- 230000008447 perception Effects 0.000 description 1
- 239000000546 pharmaceutical excipient Substances 0.000 description 1
- 230000000704 physical effect Effects 0.000 description 1
- 238000004987 plasma desorption mass spectroscopy Methods 0.000 description 1
- 229920000435 poly(dimethylsiloxane) Polymers 0.000 description 1
- 238000002360 preparation method Methods 0.000 description 1
- 239000001294 propane Substances 0.000 description 1
- 239000011253 protective coating Substances 0.000 description 1
- 238000004064 recycling Methods 0.000 description 1
- 238000007670 refining Methods 0.000 description 1
- 238000003303 reheating Methods 0.000 description 1
- 238000011160 research Methods 0.000 description 1
- 230000001932 seasonal effect Effects 0.000 description 1
- 229920002050 silicone resin Polymers 0.000 description 1
- 239000011734 sodium Substances 0.000 description 1
- 229910000029 sodium carbonate Inorganic materials 0.000 description 1
- HPALAKNZSZLMCH-UHFFFAOYSA-M sodium;chloride;hydrate Chemical compound O.[Na+].[Cl-] HPALAKNZSZLMCH-UHFFFAOYSA-M 0.000 description 1
- 239000011343 solid material Substances 0.000 description 1
- 239000007790 solid phase Substances 0.000 description 1
- 239000012453 solvate Substances 0.000 description 1
- 239000002904 solvent Substances 0.000 description 1
- 239000004071 soot Substances 0.000 description 1
- 239000002594 sorbent Substances 0.000 description 1
- 239000003549 soybean oil Substances 0.000 description 1
- 235000012424 soybean oil Nutrition 0.000 description 1
- 238000010561 standard procedure Methods 0.000 description 1
- 235000019698 starch Nutrition 0.000 description 1
- 239000008107 starch Substances 0.000 description 1
- 239000013589 supplement Substances 0.000 description 1
- 239000006188 syrup Substances 0.000 description 1
- 235000020357 syrup Nutrition 0.000 description 1
- 238000005809 transesterification reaction Methods 0.000 description 1
- VOXVCYMHFQQEMC-UHFFFAOYSA-O triethylazanium;nitrate Chemical compound [O-][N+]([O-])=O.CC[NH+](CC)CC VOXVCYMHFQQEMC-UHFFFAOYSA-O 0.000 description 1
- 238000002525 ultrasonication Methods 0.000 description 1
- 239000003981 vehicle Substances 0.000 description 1
Classifications
-
- 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
- F02M53/00—Fuel-injection apparatus characterised by having heating, cooling or thermally-insulating means
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
- F02D19/0649—Liquid fuels having different boiling temperatures, volatilities, densities, viscosities, cetane or octane numbers
- F02D19/0652—Biofuels, e.g. plant oils
- F02D19/0655—Biofuels, e.g. plant oils at least one fuel being an alcohol, e.g. ethanol
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
- F02D19/082—Premixed fuels, i.e. emulsions or blends
- F02D19/085—Control based on the fuel type or composition
- F02D19/087—Control based on the fuel type or composition with determination of densities, viscosities, composition, concentration or mixture ratios of fuels
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N5/00—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy
- F01N5/02—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy the devices using heat
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/06—Fuel or fuel supply system parameters
- F02D2200/0606—Fuel temperature
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/06—Fuel or fuel supply system parameters
- F02D2200/0611—Fuel type, fuel composition or fuel quality
-
- 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
- F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
- F02M2200/95—Fuel injection apparatus operating on particular fuels, e.g. biodiesel, ethanol, mixed fuels
-
- 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
- F02M2700/00—Supplying, feeding or preparing air, fuel, fuel air mixtures or auxiliary fluids for a combustion engine; Use of exhaust gas; Compressors for piston engines
- F02M2700/07—Nozzles and injectors with controllable fuel supply
- F02M2700/077—Injectors having cooling or heating means
-
- 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
- F02M2700/00—Supplying, feeding or preparing air, fuel, fuel air mixtures or auxiliary fluids for a combustion engine; Use of exhaust gas; Compressors for piston engines
- F02M2700/43—Arrangements for supplying air, fuel or auxiliary fluids to a combustion space of mixture compressing engines working with liquid fuel
- F02M2700/4302—Arrangements for supplying air, fuel or auxiliary fluids to a combustion space of mixture compressing engines working with liquid fuel whereby air and fuel are sucked into the mixture conduit
- F02M2700/434—Heating or cooling devices
- F02M2700/4359—Cooling devices
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- 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
- Y02T10/30—Use of alternative fuels, e.g. biofuels
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Abstract
Description
本發明係有關於操作引擎的方法以致能使用有與傳統燃料不同之物理性質的新燃料組合物。 The present invention is directed to a method of operating an engine to enable the use of new fuel compositions having physical properties different from conventional fuels.
追求替代習知石化燃料的燃料主要由排放‘乾淨’燃料加上低生產成本及可廣泛取得的需求驅動。關注著重於燃料排放物的環境衝擊。代替燃料的研究聚焦在會減少燃料燃燒所產生之粒狀物質及氧化物數量的燃料以及減少未燃燒燃料和燃燒所排放之二氧化碳及其他產物的燃料。 The pursuit of alternative fuels for conventional fossil fuels is driven primarily by the emission of 'clean' fuels coupled with low production costs and widely available demand. Focus on environmental impacts that focus on fuel emissions. Alternative fuel research has focused on fuels that reduce the amount of particulate matter and oxides produced by fuel combustion, as well as fuels that reduce unburned fuel and carbon dioxide and other products emitted by combustion.
用於完全或部份替代傳統燃料的燃料替代物還沒有被廣泛使用。 Fuel substitutes for completely or partially replacing conventional fuels have not been widely used.
可再生替代燃料完全替代傳統燃料(特別是，壓縮點火引擎的燃料(柴油燃料))的主要缺點之一係有關於與此類燃料之低十六烷指數(cetane index)關連的感知問題。此類燃料存在實現以引擎之有效操作所要求之方式點火的問題。 One of the major drawbacks of renewable alternative fuels that completely replace conventional fuels (particularly, fuels for compression ignition engines (diesel fuel)) is the perception of correlations associated with the low cetane index of such fuels. Such fuels have the problem of achieving ignition in the manner required for efficient operation of the engine.
本案申請人已開發出供使用於壓縮點火(柴油)引擎的新型燃料組合物具有改良的排放輪廓而對燃料效率及/或引擎性能沒有重大不利影響。該燃料組合物包含甲醇及水，以及額外組份(稱作添加物)的水平低。可存在於該燃料中的一添加物是二甲醚。該燃料係引進引擎的燃燒室。根據一些具體實施例，在壓縮及引進稱作「主燃料」或「傳統柴油替代燃料」的甲醇水燃料之前，燻蒸包含點火增強劑(ignition enhancer)(例如，二甲醚)的燻蒸劑(fumigant)進入壓縮點火引擎的進氣氣流。 Applicants have developed a new fuel composition for use in a compression ignition (diesel) engine that has an improved emission profile without significant adverse effects on fuel efficiency and/or engine performance. The fuel composition contains methanol and water, as well as a low level of additional components (referred to as additives). One additive that may be present in the fuel is dimethyl ether. The fuel is introduced into the combustion chamber of the engine. According to some embodiments, a fumigant containing an ignition enhancer (eg, dimethyl ether) is fumigant prior to compressing and introducing a methanol water fuel called "main fuel" or "traditional diesel alternative fuel". ) Enter the intake air flow of the compression ignition engine.
本案申請人認識到需要進一步改善柴油或壓縮點火引擎的操作以利使用甲醇-水燃料於此類引擎中。這使得用來替代傳統柴油燃料的甲醇-水燃料更有吸引力。 Applicants have recognized the need to further improve the operation of diesel or compression ignition engines to facilitate the use of methanol-water fuel in such engines. This makes methanol-water fuels used to replace traditional diesel fuels more attractive.
包含甲醇及水的柴油引擎燃料比傳統柴油燃料更有流動性或黏性更小。此一低黏度燃料造成更有可能漏出引擎以及在引擎內磨擦。本案申請人已發現，在引導燃料進入燃燒室之前，有可能冷卻以充分提高燃料的黏度使得取代傳統柴油燃料的甲醇-水燃料能在習知壓縮點火引擎中操作。冷卻燃料以及引導冷卻燃料進入壓縮點火引擎的步驟，在壓縮點火引擎操作的領域中與直覺相反。 Diesel engine fuels containing methanol and water are more fluid or less viscous than conventional diesel fuels. This low viscosity fuel is more likely to leak out of the engine and rub in the engine. Applicants have found that prior to directing fuel into the combustion chamber, it is possible to cool to substantially increase the viscosity of the fuel so that the methanol-water fuel replacing conventional diesel fuel can operate in conventional compression ignition engines. The step of cooling the fuel and directing the cooling fuel into the compression ignition engine is counterintuitive in the field of compression ignition engine operation.
儘管燃料的冷卻通常需要實現所欲黏度量(viscosity level)，然而吾等認識到，有些國家或區域在年中某些溫度較高的時間才需要這種冷卻。在年度其他時間的 當時溫度則不需冷卻。因此，溫度測量及控制步驟用來保證只在必要時進行溫度控制(例如，冷卻)。 Although fuel cooling typically requires achieving the desired level of viscosity, we recognize that some countries or regions require this type of cooling at certain higher temperatures during the year. At other times of the year At that time, the temperature did not need to be cooled. Therefore, the temperature measurement and control steps are used to ensure that temperature control (eg, cooling) is performed only when necessary.
因此，本案申請人的工作已導致開發出一序列相關的方法、系統及用途應付基於甲醇之燃料與傳統柴油燃料在壓縮點火引擎之操作中的黏度差異。 Accordingly, the applicant's work has led to the development of a sequence of related methods, systems, and uses to cope with the difference in viscosity between methanol-based fuels and conventional diesel fuels in the operation of compression ignition engines.
根據一方面，提供一種方法用於操作壓縮點火引擎，該方法包括下列步驟：在引導包含甲醇及水的一燃料進入該壓縮點火引擎的該燃燒室之前，測量該燃料的溫度；以及在引導該燃料進入該壓縮點火引擎的該燃燒室之前，控制該燃料之該溫度以控制該燃料之該黏度。 According to one aspect, a method is provided for operating a compression ignition engine, the method comprising the steps of: measuring a temperature of the fuel prior to directing a fuel comprising methanol and water into the combustion chamber of the compression ignition engine; Before the fuel enters the combustion chamber of the compression ignition engine, the temperature of the fuel is controlled to control the viscosity of the fuel.
該溫度控制通常會涉及冷卻燃料以提高燃料的黏度。冷卻程度需要實現燃料黏度有所欲程度的增加。 This temperature control typically involves cooling the fuel to increase the viscosity of the fuel. The degree of cooling needs to increase the degree of fuel viscosity.
根據第二相關方面，提供一種方法用於操作壓縮點火引擎，該方法包括下列步驟：冷卻包含甲醇及水的一燃料，引導進氣進入該引擎之該燃燒室，引導該冷卻燃料進入該引擎之該燃燒室，以及點火該燃料/空氣混合物以藉此驅動該引擎。 According to a second related aspect, a method is provided for operating a compression ignition engine, the method comprising the steps of: cooling a fuel comprising methanol and water, directing intake air into the combustion chamber of the engine, and directing the cooled fuel into the engine The combustion chamber, and igniting the fuel/air mixture to thereby drive the engine.
本發明具體實施例的燃料組合物陳述於以下【實施方式】。 The fuel composition of the specific embodiment of the present invention is set forth in the following [Embodiment].
該方法更可包括下列步驟：用包含一點火增強劑的一燻蒸劑燻蒸該進氣氣流，及/或預熱該進氣氣流。 The method may further comprise the steps of fumigation of the inlet gas stream with a fumigant comprising an ignition enhancer and/or preheating the inlet gas stream.
根據一些具體實施例，該方法包括下列步驟：用包含一點火增強劑的一燻蒸劑燻蒸該進氣氣流。該燻蒸劑可包括二甲醚。 According to some embodiments, the method comprises the steps of fumigation of the inlet gas stream with a fumigant comprising an ignition enhancer. The fumigant can include dimethyl ether.
本案申請人也提供一序列的系統或設備適合用來執行本申請案的方法。 The applicant of the present invention also provides a sequence of systems or devices suitable for performing the methods of the present application.
根據第三方面，提供一種系統，其係包括：一壓縮點火引擎；以及一控制系統用以在引導一燃料進入該壓縮點火引擎之前測量該燃料之溫度以及在測量後和在引導該燃料進入該壓縮點火引擎之前調整該燃料之該溫度。 According to a third aspect, a system is provided comprising: a compression ignition engine; and a control system for measuring a temperature of the fuel prior to directing a fuel into the compression ignition engine and after guiding the fuel and entering the fuel This temperature of the fuel is adjusted prior to compressing the ignition engine.
該控制系統適合包括一冷卻系統，因為冷卻為調整燃料溫度至必要溫度以實現所欲黏度所需的典型機制。 The control system is adapted to include a cooling system because cooling is a typical mechanism required to adjust the fuel temperature to the necessary temperature to achieve the desired viscosity.
根據第四相關方面，也提供一種系統，其係包括：一燃料儲存單元；一壓縮點火引擎；以及一冷卻系統經定位成，在來自該燃料儲存單元的燃料引進該壓縮點火引擎之前，可冷卻該燃料。 According to a fourth related aspect, there is also provided a system comprising: a fuel storage unit; a compression ignition engine; and a cooling system positioned to cool the fuel from the fuel storage unit prior to introduction of the compression ignition engine The fuel.
該冷卻系統可位於在該燃料儲存單元與該壓縮點火引擎之間的流體通路，使得在操作時，該冷卻系統在來自該燃料箱的燃料被引進該壓縮點火引擎之前冷卻該燃料。該冷卻系統可形成該燃料儲存單元的一組件，例如，它可該燃料儲存單元直接耦合以便使得在引導流出該燃料儲存單元之燃料進入該壓縮點火引擎之前能夠冷卻該燃料。替換地，該冷卻系統可形成該壓縮點火引擎的一組件， 例如，該引擎可包括一修改以實現在燃料進入引擎燃燒室之前冷卻該燃料。在其他具體實施例中，該系統可不含燃料儲存單元(例如，燃料可由燃料供給器直接導至引擎而不儲存於燃料儲存單元中)。此類實施例都在本申請案的範疇內，除非明確排除。 The cooling system can be located in a fluid path between the fuel storage unit and the compression ignition engine such that, in operation, the cooling system cools the fuel from the fuel tank before it is introduced into the compression ignition engine. The cooling system can form an assembly of the fuel storage unit, for example, it can be directly coupled to enable the fuel to be cooled prior to directing fuel exiting the fuel storage unit into the compression ignition engine. Alternatively, the cooling system can form a component of the compression ignition engine. For example, the engine may include a modification to cool the fuel before it enters the engine's combustion chamber. In other embodiments, the system may be free of fuel storage units (eg, fuel may be directed to the engine by the fuel supply and not stored in the fuel storage unit). Such embodiments are within the scope of this application unless explicitly excluded.
該系統更可包括：一控制系統用以測量該燃料的溫度，以及控制該冷卻系統的操作。該控制器可操作以控制該(燃料)冷卻系統以控制燃料溫度落在預設溫度範圍內。該預設溫度範圍可為對應至該燃料之目標黏度的範圍。 The system may further include: a control system for measuring the temperature of the fuel and controlling operation of the cooling system. The controller is operative to control the (fuel) cooling system to control the fuel temperature to fall within a preset temperature range. The preset temperature range can be a range corresponding to the target viscosity of the fuel.
根據第五方面，提供一種動力產生方法，其係包括下列步驟：冷卻包含甲醇及水的一燃料，藉由點火該冷卻燃料以產生動力來提供動力給一壓縮點火引擎；處理引擎排氣以從該引擎回收排氣熱及/或水，以及重定向該熱及/或水供進一步使用。 According to a fifth aspect, there is provided a power generation method comprising the steps of: cooling a fuel comprising methanol and water, providing power to a compression ignition engine by igniting the cooled fuel to generate power; processing engine exhaust to The engine recovers exhaust heat and/or water and redirects the heat and/or water for further use.
該動力產生方法更可包括：預熱該壓縮點火引擎的一進氣氣流，及/或用一點火增強劑點火該進氣氣流。 The power generation method may further include: preheating an intake air flow of the compression ignition engine, and/or igniting the intake air flow with an ignition enhancer.
該動力產生方法可包括該預熱步驟及該燻蒸步驟兩者。 The power generation method can include both the preheating step and the fumigation step.
在一些具體實施例中，該方法用以操作一壓縮點火引擎可包括：測量在引導包含甲醇及水之一燃料進入該壓縮點火引 擎之該燃燒室之前，冷卻該燃料的溫度；在引導該燃料進入該壓縮點火引擎之該燃燒室之前，控制該燃料的溫度以控制該燃料的黏度；引導進氣進入該引擎之該燃燒室，以及點火該燃料/空氣混合物以藉此驅動該引擎。 In some embodiments, the method for operating a compression ignition engine can include: measuring a fuel containing one of methanol and water into the compression ignition guide Before the combustion chamber is cooled, the temperature of the fuel is cooled; before the fuel is introduced into the combustion chamber of the compression ignition engine, the temperature of the fuel is controlled to control the viscosity of the fuel; and the intake air is introduced into the combustion chamber of the engine. And igniting the fuel/air mixture to thereby drive the engine.
該控制步驟通常包括在引導該燃料進入該壓縮點火引擎的該燃燒室之前，改變該燃料之該溫度。此一改變係回應在測量步驟測得的溫度。如果測得溫度不在該燃料的設定目標範圍內，其係提供目標黏度的溫度，則改變該溫度以使燃料溫度在該目標溫度範圍內。 The controlling step generally includes changing the temperature of the fuel prior to directing the fuel into the combustion chamber of the compression ignition engine. This change is in response to the temperature measured at the measurement step. If the measured temperature is not within the set target range of the fuel, which is the temperature at which the target viscosity is provided, the temperature is changed such that the fuel temperature is within the target temperature range.
控制該溫度的步驟通常包括：在引導該燃料進入該壓縮點火引擎之該燃燒室之前，冷卻該燃料。 The step of controlling the temperature generally includes cooling the fuel prior to directing the fuel into the combustion chamber of the compression ignition engine.
根據此方法，該對應系統可包括：一壓縮點火引擎；以及一控制系統用以在引導一燃料進入該壓縮點火引擎之前測量該燃料之溫度以及在測量後和在引導該燃料進入該壓縮點火引擎之前調整該燃料之該溫度。 According to this method, the corresponding system can include: a compression ignition engine; and a control system for measuring the temperature of the fuel prior to directing a fuel into the compression ignition engine and after directing the fuel into the compression ignition engine This temperature of the fuel was previously adjusted.
該系統通常會包括：如上述的一冷卻系統。 The system will typically include a cooling system as described above.
該系統可包括一燃料儲存單元。替換地，來自一燃料來源的燃料可導至該壓縮點火引擎而不使用中間燃料儲存單元。 The system can include a fuel storage unit. Alternatively, fuel from a fuel source can be directed to the compression ignition engine without the use of an intermediate fuel storage unit.
如果燃料溫度在對應至該燃料之目標黏度範圍的預設範圍外，該控制系統可操作以冷卻該燃料。如果進入燃料已在必要溫度範圍內，則不調整該溫度。如果進入 燃料不在該目標範圍內，則在該燃料被引進該壓縮點火引擎之前，可通過該燃料冷卻系統的操作予以冷卻。 The control system is operable to cool the fuel if the fuel temperature is outside of a predetermined range corresponding to a target viscosity range of the fuel. If the incoming fuel is already within the necessary temperature range, the temperature is not adjusted. If entering If the fuel is not within the target range, it can be cooled by operation of the fuel cooling system before the fuel is introduced into the compression ignition engine.
本申請案更有關於一種溫度調整用途能在引導包含甲醇及水之一燃料進入一壓縮點火引擎之前修改該燃料的黏度。在一些具體實施例中，該溫度調整為冷卻。 The present application is more related to a temperature adjustment application that modifies the viscosity of a fuel prior to directing one of the methanol and water fuel into a compression ignition engine. In some embodiments, the temperature is adjusted to cool.
本申請案更提供基於甲醇而且含水之燃料的溫度調整用途，以修改該基於甲醇之燃料的黏度以落在適合壓縮點火引擎之操作的範圍內。該溫度調整為冷卻較佳。 The present application further provides a temperature-adjusting use of a methanol-based and water-containing fuel to modify the viscosity of the methanol-based fuel to fall within the range suitable for operation of a compression ignition engine. This temperature adjustment is preferably cooled.
1‧‧‧燃料儲存單元 1‧‧‧fuel storage unit
2‧‧‧冷卻系統/冷凝器 2‧‧‧Cooling system/condenser
3‧‧‧壓縮點火引擎 3‧‧‧Compressed ignition engine
4‧‧‧觸媒反應器 4‧‧‧catalyst reactor
11‧‧‧甲醇水燃料 11‧‧‧Methanol water fuel
12‧‧‧冷卻燃料 12‧‧‧Cooling fuel
13‧‧‧進氣氣流 13‧‧‧Intake airflow
14‧‧‧燻蒸劑 14‧‧‧fumigant
22‧‧‧排氣 22‧‧‧Exhaust
28‧‧‧組份 28‧‧‧ components
34‧‧‧排氣處理 34‧‧‧Exhaust treatment
此時參考附圖舉例說明本發明的具體實施例。 Specific embodiments of the present invention will now be described with reference to the accompanying drawings.
圖1的示意圖根據本發明之一具體實施例圖示包含燃料儲存單元、冷卻單元以及壓縮點火引擎的系統；圖2(a)圖示磨擦係數隨著薄膜厚度而改變的斯特里貝克曲線，應注意，在負載不變下，薄膜厚度與拽引速度(entrainment speed)及黏度兩者的乘積成正比；圖2(b)示意圖示袖珍牽引力機器(mini traction machine，MTM)，實驗部門用它來做在低負載下的磨擦測量。測量以不同速度旋轉的球與盤之間的磨擦；圖3的曲線圖以(a)%甲醇(線性比例)，以及(b)溫度(對數線性比例)為橫座標圖示在實驗部門完成的甲醇-水混合物黏度測量值(以mPas測量)。用資料經驗擬合該等直線；圖4圖示甲醇-水系統之磨擦學性質用球對盤磨擦計(示意圖示於圖2(b))做試驗的研究結果。在不鏽鋼接觸件之間測得的磨擦係數為拽引速度(上圖)及(潤滑劑黏度x拽引 速度)(下圖)的函數；圖5的曲線圖圖示在不鏽鋼接觸件之間測得的磨擦係數(對數刻度)為(潤滑劑黏度x拽引速度)在4℃的函數。用資料經驗擬合該直線。曲線圖中的星星表示利用各自在-15℃及-30℃的黏度估計70%甲醇(30%水)在500毫米/秒的磨擦係數；圖6為100%甲醇及70%甲醇：30%水之磨擦係數(在500毫米/秒)-溫度曲線圖。呈現在實心垂直線(用指向左邊的箭頭表示)左邊的資料係基於圖5的資料，以及呈現在垂直線右邊的資料基於用磨擦計測得的磨擦係數。 1 is a schematic diagram of a system including a fuel storage unit, a cooling unit, and a compression ignition engine in accordance with an embodiment of the present invention; and FIG. 2(a) illustrates a Strybeck curve in which the friction coefficient changes with film thickness. It should be noted that the film thickness is proportional to the product of the entrainment speed and viscosity under the constant load; Figure 2(b) shows the mini traction machine (MTM) for the experimental department. It does the friction measurement at low loads. Measure the friction between the ball and the disc rotating at different speeds; the graph of Figure 3 is completed in the experimental department with (a)% methanol (linear ratio), and (b) temperature (logarithmic linear ratio) as abscissa Methanol-water mixture viscosity measurement (measured in mPas). The data is used to fit the lines; Figure 4 illustrates the results of a study of the frictional properties of the methanol-water system using a ball-to-disk friction meter (shown schematically in Figure 2(b)). The friction coefficient measured between the stainless steel contacts is the squeezing speed (above) and (the lubricant viscosity x 拽 The function of speed) (below); the graph of Figure 5 illustrates the coefficient of friction (log scale) measured between the stainless steel contacts as a function of (lubricant viscosity x 拽 speed) at 4 °C. Fit the line with data experience. The stars in the graph indicate that the friction coefficient of 70% methanol (30% water) at 500 mm/sec is estimated using the respective viscosities at -15 ° C and -30 ° C; Figure 6 is 100% methanol and 70% methanol: 30% water. Friction coefficient (at 500 mm / sec) - temperature graph. The data presented to the left of the solid vertical line (indicated by the arrow pointing to the left) is based on the data of Figure 5, and the data presented to the right of the vertical line is based on the friction coefficient measured with a friction meter.
描述於本文的方法及系統係有關於方法及系統使得壓縮點火(CI)引擎能夠使用甲醇-水燃料。 The methods and systems described herein relate to methods and systems that enable a compression ignition (CI) engine to use methanol-water fuel.
在本案申請人共審查中之世界專利申請案第PCT/AU2011/001530號、PCT/AU2011/001531號以及第PCT/AU2013/000555號中，提及與一旦燃料供給至引擎時之引擎操作有關的細節，該等文獻特別併入本文作為參考資料。該等共審查中之申請案描述適合甲醇-水燃料的組合物，壓縮點火引擎可如何操作及控制，在引擎操作期間產生之熱及水的回收和再利用，以及如何由供引擎使用的前期燃料(pre-fuel)產生燻蒸劑及主燃料組合物，其他有關事項。 In the World Patent Application Nos. PCT/AU2011/001530, PCT/AU2011/001531, and PCT/AU2013/000555, which are incorporated by reference in their respective applications, reference is made to the operation of the engine as soon as fuel is supplied to the engine. In particular, such documents are specifically incorporated herein by reference. The co-reviewed applications describe compositions suitable for methanol-water fuels, how the compression ignition engine can be operated and controlled, heat and water recovery and reuse during engine operation, and how it can be used by the engine Pre-fuel produces fumigants and main fuel compositions, and other related matters.
本申請案聚焦於修改使用壓縮點火引擎的方法 以致能使用在典型氣候溫度下黏度比傳統柴油燃料低的甲醇-水燃料。這涉及使用冷卻步驟以在輸送或供給燃料至引擎以提供動力給該引擎之前冷卻燃料。 This application focuses on modifying the method of using a compression ignition engine It is possible to use a methanol-water fuel having a lower viscosity than conventional diesel fuel at typical climatic temperatures. This involves the use of a cooling step to cool the fuel before it is delivered or supplied to the engine to provide power to the engine.
在面臨低黏度燃料的問題時，本技藝的自然途徑是要通過使用添加物來提高燃料的黏度。本案申請人的途徑是應付低黏度燃料的新方法，包括使用在引導燃料進入引擎之前冷卻該燃料的預備步驟。本案申請人已審查溫度以及甲醇及水含量對於燃料組合物之黏度的衝擊。儘管已知液體的黏度在冷卻時傾向增加，然而不料各自有極低黏度之甲醇及水的組合會有夠高的黏度增加以致能取代習知壓縮點火引擎的柴油燃料。事實上，以下所報告的實驗室工作顯示達50：50之甲醇：水含量的甲醇及水混合物在-30至+30℃的範圍內有黏度接近或超過甲醇單獨在相同溫度之黏度的兩倍。此外，溫度減少時，混合物在此組成範圍內的黏度導致黏度增加更多，這使黏度進入柴油引擎燃料黏度範圍。應注意，儘管基於黏度，有此比例的甲醇與水特別合適，當黏度因子與其他因子(例如，引擎操作及引擎排放)平衡時，燃料的甲醇：水比例可稍微落在此範圍外。以下更詳細地描述適當的燃料組合物。 In the face of the problem of low viscosity fuels, the natural way of the art is to increase the viscosity of the fuel by using additives. The Applicant's approach is to cope with new methods of low viscosity fuels, including the use of preliminary steps to cool the fuel before it is directed into the engine. The applicant of the present application has examined the temperature and the impact of the methanol and water content on the viscosity of the fuel composition. Although it is known that the viscosity of liquids tends to increase upon cooling, it is unexpected that the combination of methanol and water, each having a very low viscosity, will have a sufficiently high viscosity to replace the diesel fuel of conventional compression ignition engines. In fact, the laboratory work reported below shows a methanol:water content of 50:50: water content of methanol and water mixture in the range of -30 to +30 ° C has a viscosity close to or exceeds the viscosity of methanol alone at the same temperature . In addition, when the temperature is reduced, the viscosity of the mixture within this composition causes the viscosity to increase more, which causes the viscosity to enter the fuel viscosity range of the diesel engine. It should be noted that although methanol and water are particularly suitable based on viscosity, when the viscosity factor is balanced with other factors (eg, engine operation and engine emissions), the methanol:water ratio of the fuel may fall slightly outside this range. Suitable fuel compositions are described in more detail below.
該系統的核心組件示意圖示於圖1。如圖1所示，該系統包括視需要的燃料儲存單元(1)、冷卻系統(2)、以及壓縮點火引擎(3)。這三個組件係流體連通，其中該冷 卻系統位於在燃料儲存單元與壓縮點火引擎之間的流體通路中。應注意，在有些情形下，燃料可由燃料產生器直接輸送至引擎而沒有中間的燃料儲存單元，因此燃料儲存單元可能不存在於本發明的所有具體實施例中。 A schematic of the core components of the system is shown in Figure 1. As shown in Figure 1, the system includes an as needed fuel storage unit (1), a cooling system (2), and a compression ignition engine (3). The three components are in fluid communication, wherein the cold The system is located in the fluid path between the fuel storage unit and the compression ignition engine. It should be noted that in some cases, fuel may be delivered directly to the engine by the fuel generator without an intermediate fuel storage unit, and thus the fuel storage unit may not be present in all of the embodiments of the present invention.
該燃料儲存單元可具有適合儲存燃料的任何組態。該燃料儲存單元的形式可為燃料儲存槽或數個。該燃料儲存單元可固定在一位置，可運送，或可形成整合車輛的一部份，例如火車或船舶。形狀、大小、組態及構造可為本技藝習知用於儲存燃料的任何類型。 The fuel storage unit can have any configuration suitable for storing fuel. The fuel storage unit can be in the form of a fuel storage tank or several. The fuel storage unit can be fixed in a position, can be transported, or can form part of an integrated vehicle, such as a train or a ship. The shape, size, configuration, and configuration can be of any type known in the art for storing fuel.
該冷卻系統可為任何一種在引導燃料進入壓縮點火引擎燃燒室之前能夠冷卻該燃料者。該冷卻系統的形式可為冷凝器(chiller)。冷凝器用來提供冷凝水或其他流體供空調系統和其他工業應用系統用。該冷凝器可包括一壓縮機。該壓縮機可為任何適當類型，例如離心壓縮機、往復壓縮機或螺旋壓縮機。該冷卻系統可包括一個或一系列的冷凝器。當使用多個冷凝器時，它們可串聯或並聯。該冷卻單元可以連續冷卻模式操作用以在燃料通過冷卻單元時冷卻燃料然後進入引擎，或可以分批法操作。連續冷卻為較佳。 The cooling system can be any one that is capable of cooling the fuel before it is directed into the combustion chamber of the compression ignition engine. The cooling system can be in the form of a chiller. The condenser is used to provide condensate or other fluids for use in air conditioning systems and other industrial applications. The condenser can include a compressor. The compressor can be of any suitable type, such as a centrifugal compressor, a reciprocating compressor or a screw compressor. The cooling system can include one or a series of condensers. When multiple condensers are used, they can be connected in series or in parallel. The cooling unit can operate in a continuous cooling mode to cool the fuel and then enter the engine as it passes through the cooling unit, or can be operated in a batch process. Continuous cooling is preferred.
該冷卻系統或冷凝器可用任何適當技術來提供動力。實施例包括由外部電力提供動力的冷凝器，由壓縮點火引擎提供動力的冷凝器，以及利用引擎冷卻劑廢熱的 冷凝器。以由壓縮點火引擎本身提供動力的冷凝器而言，經由由壓縮點火引擎提供動力的軸桿或任何其他配置，可驅動該冷凝器。以利用引擎冷卻劑的冷凝器而言，蒸發或冷凝媒體在低溫蒸發以及蒸氣(例如甲醇蒸氣)吸附於適當媒體上，例如活性碳。當吸附劑接近飽和時，熱冷卻劑(例如，約100至130℃的引擎冷卻劑)用來蒸出被吸附的蒸氣以重新開始冷卻循環。 The cooling system or condenser can be powered by any suitable technique. Embodiments include a condenser powered by external power, a condenser powered by a compression ignition engine, and waste heat from the engine coolant Condenser. In the case of a condenser powered by the compression ignition engine itself, the condenser can be driven via a shaft powered by a compression ignition engine or any other configuration. In the case of a condenser utilizing engine coolant, the vaporized or condensed medium is adsorbed at a low temperature and vapor (e.g., methanol vapor) is adsorbed onto a suitable medium, such as activated carbon. When the adsorbent is near saturation, a hot coolant (eg, an engine coolant of about 100 to 130 ° C) is used to distill off the adsorbed vapor to restart the cooling cycle.
冷卻係指在引導燃料進入引擎之前燃料的溫度得以從預冷溫度減少到冷卻溫度。 Cooling refers to the reduction of the temperature of the fuel from the pre-cooling temperature to the cooling temperature prior to directing fuel into the engine.
經由熱交換直接或間接地利用廢排氣熱也可用來提供有充分高溫的輸入熱能以驅動用來冷卻燃料的任何適當冷卻循環。 The use of waste exhaust heat directly or indirectly via heat exchange can also be used to provide input heat energy at a sufficiently high temperature to drive any suitable cooling cycle for cooling the fuel.
在一些具體實施例中，該冷卻系統可包括蒸發燃料中之一組份以造成剩餘燃料的溫度降低。在其他具體實施例中，該冷卻系統實現冷卻而不改變燃料組合物。換言之，在此類具體實施例中，該冷卻系統實現冷卻同時維持燃料組合物。此類冷卻系統的操作可為藉由熱交換，或藉由冷凝器之操作，例如可再生的熱吸附材料。 In some embodiments, the cooling system can include one of the components of the evaporated fuel to cause a decrease in the temperature of the remaining fuel. In other embodiments, the cooling system achieves cooling without changing the fuel composition. In other words, in such embodiments, the cooling system achieves cooling while maintaining the fuel composition. The operation of such a cooling system can be by heat exchange, or by operation of a condenser, such as a regenerable heat sorbent material.
必要冷卻程度可隨著必要黏度增加範圍以及取決於當時大氣或季節條件而改變。冷卻程度也會取決於水與甲醇在燃料中的相對比例。若有的話，燃料的二甲醚含量也可能有影響。 The degree of cooling necessary may vary with the range of necessary viscosity increases and depending on the atmospheric or seasonal conditions at the time. The degree of cooling will also depend on the relative proportion of water to methanol in the fuel. If present, the dimethyl ether content of the fuel may also have an effect.
例如，該燃料可冷卻至少2℃，例如至少3℃，至少4℃，至少5℃，至少6℃，至少7℃，至少8℃，至 少9℃，至少10℃，至少11℃，至少12℃，至少13℃，至少14℃，至少15℃，至少20℃，至少25℃，至少30℃，至少40℃，至少50℃，至少60℃，或更多。該燃料在冷卻前的溫度是在冷卻操作發生前的那一刻測量。如果燃料在冷卻前通過流體導管，根據一具體實施例，預冷溫度是在冷卻之前的流體導管中測得。如果燃料在冷卻之前儲存於燃料儲存槽中，根據一具體實施例，預冷溫度是在冷卻之前的流體導管中測得。燃料在冷卻後的溫度可在冷卻之後以及在燃料引進引擎之前測得。根據一具體實施例，可在剛好在燃料引進引擎之前測量。在冷卻步驟後與引進引擎時，燃料溫度可能有變化，亦即，在冷卻步驟與進入引擎的那一刻之間，燃料的溫度可能增加。要求的是，燃料不會回到預冷溫度，以得到本發明的效益。 For example, the fuel can be cooled by at least 2 ° C, such as at least 3 ° C, at least 4 ° C, at least 5 ° C, at least 6 ° C, at least 7 ° C, at least 8 ° C, to 9 ° C, at least 10 ° C, at least 11 ° C, at least 12 ° C, at least 13 ° C, at least 14 ° C, at least 15 ° C, at least 20 ° C, at least 25 ° C, at least 30 ° C, at least 40 ° C, at least 50 ° C, at least 60 °C, or more. The temperature of the fuel before cooling is measured at the moment before the cooling operation takes place. If the fuel passes through the fluid conduit prior to cooling, according to one embodiment, the pre-cooling temperature is measured in the fluid conduit prior to cooling. If the fuel is stored in the fuel storage tank prior to cooling, according to one embodiment, the pre-cooling temperature is measured in the fluid conduit prior to cooling. The temperature of the fuel after cooling can be measured after cooling and before the fuel is introduced into the engine. According to a specific embodiment, it can be measured just before the fuel is introduced into the engine. The fuel temperature may vary after the cooling step and when the engine is introduced, that is, the temperature of the fuel may increase between the cooling step and the moment the engine is entered. It is required that the fuel will not return to the pre-cooling temperature to achieve the benefits of the present invention.
根據數個具體實施例，該燃料的溫度在引進引擎 之前冷卻到15℃或更少，或10℃或更少。根據數個具體實施例，該燃料的溫度冷卻到8℃或更少，6℃或更少，4℃或更少，2℃或更少，0℃或更少，-2℃或更少，-4℃或更少，-6℃或更少，-8℃或更少，-10℃或更少，-12℃或更少，-14℃或更少，-16℃或更少，-18℃或更少，或-20℃或更少。該方法及系統得到顯著效益的適當冷卻燃料溫度約為-10℃或更少。 According to several specific embodiments, the temperature of the fuel is introduced in the engine Cool before to 15 ° C or less, or 10 ° C or less. According to several embodiments, the temperature of the fuel is cooled to 8 ° C or less, 6 ° C or less, 4 ° C or less, 2 ° C or less, 0 ° C or less, - 2 ° C or less, -4 ° C or less, -6 ° C or less, -8 ° C or less, -10 ° C or less, -12 ° C or less, -14 ° C or less, -16 ° C or less, - 18 ° C or less, or -20 ° C or less. The method and system provide significant benefits with a suitable cooling fuel temperature of about -10 ° C or less.
應瞭解，該方法及系統折中冷凍甲醇水燃料的必 要能量與所產生的熱能。為冷凍能量/熱能之度量的性能係數(COP)可在約0.6至0.7的區域中，這取決於燃料在冷卻 之前及之後的溫度。本發明系統可從可充分取得的引擎廢熱實現必要冷卻。 It should be understood that the method and system must compromise the freezing of methanol water fuel. The energy and the heat generated. The coefficient of performance (COP) for the measurement of chilled energy/thermal energy can be in the region of about 0.6 to 0.7, depending on the cooling of the fuel Before and after the temperature. The system of the present invention achieves the necessary cooling from the fully available engine waste heat.
該冷卻系統經安置或定位成可引導通過冷卻系統冷卻的燃料進入壓縮點火引擎而不回到燃料的預冷溫度。應注意，燃料溫度在冷卻後可能有些不可避免的增加。通過燃料通道或燃料管線的隔離，溫度在冷卻後增加可合意地保持最小。儘管合意地避免燃料再加熱，然而應注意，燃料溫度在接近噴入引擎的那一刻可能增加，在此溫度條件高很多。因此，應注意，在燃料溫度應保持在冷卻溫度的時段只需要繼續保持直到燃料到達引擎(例如，引擎的燃料噴射器組件)。 The cooling system is positioned or positioned to direct fuel cooled by the cooling system into the compression ignition engine without returning to the pre-cooling temperature of the fuel. It should be noted that the fuel temperature may have some unavoidable increase after cooling. By the isolation of the fuel passage or fuel line, the increase in temperature after cooling can be desirably kept to a minimum. Although it is desirable to avoid reheating of the fuel, it should be noted that the fuel temperature may increase as it approaches the injection into the engine, where the temperature conditions are much higher. Therefore, it should be noted that only the period during which the fuel temperature should remain at the cooling temperature needs to be maintained until the fuel reaches the engine (eg, the fuel injector assembly of the engine).
該冷卻系統可位於在壓縮點火引擎前面的任何適當位置。該壓縮點火引擎一般會包括燃料泵或與其關連，該燃料泵按需要泵送燃料進入引擎。該引擎通常也包括燃料噴射器(或數個)。在通向壓縮點火引擎(或彼之燃料噴射器(或數個))的流體通路中，該冷卻系統可位在燃料泵之前或之後。在經由噴射器噴入引擎之前，適合應用冷卻或溫度控制。 The cooling system can be located at any suitable location in front of the compression ignition engine. The compression ignition engine typically includes or is associated with a fuel pump that pumps fuel into the engine as needed. The engine also typically includes a fuel injector (or several). In a fluid path to a compression ignition engine (or a fuel injector (or several)), the cooling system can be positioned before or after the fuel pump. Cooling or temperature control is suitable before application to the engine via the ejector.
最好，從溫度控制點(亦即，位置)(例如，冷卻點)直到燃料引進引擎，隔離有燃料流動通過的通道及設備。隔離想要最小化在施加至燃料的任何溫度控制(例如，冷卻)之後的任何後續熱變化。例如，如果在通過燃料泵泵送引擎之前冷卻燃料，則可隔離燃料泵以免在燃料引進引擎之前燃料有過多熱增益。在另一實施例中，如果在泵送之後 以及在噴入引擎之前控制(冷卻)燃料溫度，則可隔離在控制階段(例如，冷卻階段)與燃料噴射器之間的燃料通道。為此目的，可隔離該等燃料噴射器組件直到燃料噴射器尖端。 應瞭解，在與該引擎燃燒室密切關連的燃料噴射器尖端處，會影響燃料在進入引擎時的加熱，因此隔離在該區域的影響很小而不需要。 Preferably, from the temperature control point (i.e., position) (e.g., cooling point) until the fuel is introduced into the engine, the passage and equipment through which the fuel flows are isolated. Isolation wants to minimize any subsequent thermal changes after any temperature control (eg, cooling) applied to the fuel. For example, if the fuel is cooled prior to pumping the engine through the fuel pump, the fuel pump can be isolated to avoid excessive heat gain of the fuel prior to introduction of the fuel into the engine. In another embodiment, if after pumping And by controlling (cooling) the fuel temperature prior to injection into the engine, the fuel passage between the control phase (eg, the cooling phase) and the fuel injector can be isolated. For this purpose, the fuel injector assemblies can be isolated up to the fuel injector tip. It will be appreciated that at the tip of the fuel injector that is closely associated with the combustion chamber of the engine, the heating of the fuel as it enters the engine is affected, so that the effect of isolation in this area is small and undesirable.
在一些具體實施例中，甲醇水燃料於溫度在 -15℃至+15℃之間時黏度落在以20℃至80℃測得的典型柴油燃料範圍內。當時壓力條件會影響黏度。 In some embodiments, the methanol water fuel is at a temperature The viscosity falls between -15 ° C and +15 ° C within the typical diesel fuel range measured at 20 ° C to 80 ° C. Pressure conditions at the time affected the viscosity.
在大氣壓力，甲醇：水燃料的黏度範圍在溫度小 於15℃時(溫度在10℃或更少，0℃或更少，或-10℃或更少為較佳)可在約1.0mPas至6.0mPas之間(這對應至在此壓力下溫度範圍約20℃至80℃的典型柴油範圍)，在1.0至5.0mPas之間，1.0至4.0mPas之間，或1.0至3.0mPas之間也合適。在1000巴，甲醇：水燃料在溫度小於15℃時(溫度在10℃或更少，0℃或更少，或-10℃或更少為較佳)的黏度範圍是在約2.9mPas至12mPas之間(這對應至在此壓力下溫度範圍約25℃至80℃的典型柴油範圍)。在大氣壓力至1000巴壓力之間的壓力下，甲醇：水燃料的黏度適合在這些範圍內。總而言之，考慮到壓力條件延伸到1000巴壓力以上的寬廣範圍，黏度在1.0至18mPas之間是合適的。黏度至少可為1.2、1.4或1.6mPas。該範圍的最大黏度為18、16、14、12、10、8.0、7.0、6.5、6.0、5.5、5.0、4.8、4.6、4.4、4.2、4.0、3.8、3.6或3.4是合適的。 每個下限值及上限值可獨立組合，但不限於。黏度為動力學黏度。 At atmospheric pressure, the viscosity of methanol:water fuel is small at temperature At 15 ° C (temperature of 10 ° C or less, 0 ° C or less, or -10 ° C or less is preferred) may be between about 1.0 mPas and 6.0 mPas (this corresponds to the temperature range at this pressure A typical diesel range of about 20 ° C to 80 ° C), between 1.0 and 5.0 mPas, between 1.0 and 4.0 mPas, or between 1.0 and 3.0 mPas is also suitable. At 1000 bar, the viscosity range of methanol:water fuel at temperatures below 15 ° C (temperatures of 10 ° C or less, 0 ° C or less, or -10 ° C or less) is between about 2.9 mPas and 12 mPas. Between (this corresponds to a typical diesel range with a temperature range of about 25 ° C to 80 ° C at this pressure). The viscosity of methanol:water fuel is suitable for these ranges at pressures between atmospheric pressure and 1000 bar. In summary, considering a wide range of pressure conditions extending above 1000 bar pressure, a viscosity of between 1.0 and 18 mPas is suitable. The viscosity can be at least 1.2, 1.4 or 1.6 mPas. A maximum viscosity of this range of 18, 16, 14, 12, 10, 8.0, 7.0, 6.5, 6.0, 5.5, 5.0, 4.8, 4.6, 4.4, 4.2, 4.0, 3.8, 3.6 or 3.4 is suitable. Each of the lower limit value and the upper limit value may be independently combined, but is not limited thereto. Viscosity is the dynamic viscosity.
應瞭解，當在燃料通過燃料泵之後實現冷卻時， 燃料的壓力會高於大氣壓力，以及納入考慮在冷卻之後或在進入燃料噴射器(或數個)那一刻的黏度。在實現通過燃料泵之前的冷卻時，可應用較低的壓力條件(約等於大氣壓力)。 It should be understood that when cooling is achieved after the fuel has passed through the fuel pump, The pressure of the fuel will be higher than atmospheric pressure and will take into account the viscosity at the moment after cooling or at the point of entry into the fuel injector (or several). Lower pressure conditions (approximately equal to atmospheric pressure) may be applied to achieve cooling prior to passage through the fuel pump.
在一些具體實施例中，該方法包括：通過溫度控 制及/或組合控制來控制燃料黏度以實現與傳統柴油燃料類似直到噴射器的黏度性能。組合控制係指控制甲醇-水燃料的水含量。直到噴射器的性能係指燃料剛好在燃料噴射之前通過以及直到燃料噴射。這可向後延伸以包括燃料通過燃料泵。不然，這可延伸穿過流體管線直到燃料噴射器(或數個)的一部份。因此，換言之，該方法可包括：通過溫度控制及/或水組合物控制來控制燃料黏度以在燃料噴射實現與傳統柴油燃料類似的黏度性能。 In some embodiments, the method includes: controlling by temperature Control and/or combined control to control fuel viscosity to achieve similar to conventional diesel fuel until the viscosity performance of the injector. Combined control refers to controlling the water content of methanol-water fuel. Until the performance of the injector means that the fuel passes just before the fuel injection and until the fuel injection. This can be extended rearward to include fuel passing through the fuel pump. Otherwise, this can extend through the fluid line up to a portion of the fuel injector (or several). Thus, in other words, the method can include controlling fuel viscosity by temperature control and/or water composition control to achieve similar viscosity performance to conventional diesel fuel in fuel injection.
在一些具體實施例中，此黏度為燃料引進燃料噴 射器(或數個)那時的黏度。在一些具體實施例中，此黏度為當時在通過燃料泵之通路中的黏度。在一些具體實施例中，此黏度為當時通過由燃料儲存單元至壓縮點火引擎之流體通道之至少一部份之通路的黏度。在一些具體實施例中，係通過溫度控制來控制黏度。 In some embodiments, the viscosity is fuel injected fuel injection The viscosity of the emitter (or several) at that time. In some embodiments, this viscosity is the viscosity at the time in the passage through the fuel pump. In some embodiments, the viscosity is the viscosity of the passage through at least a portion of the fluid passage from the fuel storage unit to the compression ignition engine. In some embodiments, the viscosity is controlled by temperature control.
該壓縮點火引擎或柴油引擎可具有本技藝習知 或所用的任何構造或組態。描述於本文的燃料及方法適於提供動力給壓縮點火(CI)引擎。特別是，該燃料及方法最適合或不受限於以中速至低速操作的CI引擎，例如1000rpm或更少。引擎的速度甚至可為800rpm或更少，例如500rpm或更少。引擎的速度甚至可為300rpm或更少，例如150rpm或更少。 The compression ignition engine or diesel engine may have the prior art Or any construction or configuration used. The fuels and methods described herein are adapted to provide power to a compression ignition (CI) engine. In particular, the fuel and method are most suitable or not limited to CI engines operating at medium to low speeds, such as 1000 rpm or less. The speed of the engine can even be 800 rpm or less, such as 500 rpm or less. The speed of the engine can even be 300 rpm or less, such as 150 rpm or less.
該壓縮點火引擎最好為大柴油引擎，例如船舶柴油引擎，火車柴油引擎或發電柴油引擎。較大CI引擎有較慢的速度允許選定燃料組合物有充分的時間完成燃燒以及蒸發有夠高百分比的燃料以實現有效操作。 The compression ignition engine is preferably a large diesel engine such as a marine diesel engine, a train diesel engine or a power generation diesel engine. The slower speed of the larger CI engine allows the selected fuel composition to have sufficient time to complete combustion and evaporate a high percentage of fuel for efficient operation.
不過，應瞭解，CI引擎可能為以高速操作的較小CI引擎。此類引擎的實施例為以大約2000rpm及1000rpm操作者。 However, it should be understood that the CI engine may be a smaller CI engine operating at high speed. An example of such an engine is an operator at approximately 2000 rpm and 1000 rpm.
根據一些具體實施例，提供一種船舶、火車或電氣動力產生設施，其係包括：一燃料儲存單元；一壓縮點火引擎；以及一冷卻系統經定位成，在來自該燃料儲存單元的燃料引進該壓縮點火引擎之前，可冷卻該燃料。 According to some embodiments, a ship, train or electric power generation facility is provided, comprising: a fuel storage unit; a compression ignition engine; and a cooling system positioned to introduce the compression in fuel from the fuel storage unit The fuel can be cooled before the engine is ignited.
稱為甲醇水燃料或「主燃料組合物」的燃料組合物包含甲醇及水。該燃料為壓縮點火引擎燃料，亦即，柴油引擎燃料。該燃料可包含如以下所述的組份，以及作為一實施例，按重量可含有0%至20%的二甲醚。應注意，該 甲醇水燃料也可稱為「傳統柴油替代燃料」，因為它噴入引擎以取代傳統柴油燃料。(該甲醇水燃料與可導入進入柴油引擎之進氣氣流作為傳統柴油燃料驅動引擎之補充料的「二次燃料」有區別)。 A fuel composition known as methanol water fuel or "main fuel composition" comprises methanol and water. The fuel is a compression ignition engine fuel, that is, a diesel engine fuel. The fuel may comprise a component as described below, and as an embodiment, may comprise from 0% to 20% by weight of dimethyl ether. It should be noted that this Methanol water fuel can also be called “traditional diesel alternative fuel” because it is injected into the engine to replace traditional diesel fuel. (The methanol-water fuel differs from the "secondary fuel" that can be introduced into the diesel engine as a supplement to the traditional diesel fuel-driven engine).
至今，甲醇在壓縮點火引擎已找不到商業應用。 在3至5範圍內的低十六烷指數突顯使用純淨或混合的甲醇作為引擎燃料的缺點。此低十六烷指數使得甲醇在CI引擎中難以點火。水混入甲醇使燃料的十六烷指數進一步降低使得甲醇/水混合燃料的燃燒更加困難，以及因此結合水與甲醇供使用於CI引擎被認為是違反直覺的。水在燃料噴射後的效果為下列中之一者：在水變熱及蒸發時冷卻，進一步降低有效十六烷。 To date, methanol has not found commercial applications in compression ignition engines. A low cetane index in the range of 3 to 5 highlights the disadvantage of using pure or mixed methanol as the engine fuel. This low cetane index makes methanol difficult to ignite in the CI engine. The incorporation of water into the methanol further reduces the cetane index of the fuel making the combustion of the methanol/water blend fuel more difficult, and thus the combination of water and methanol for use in the CI engine is considered counterintuitive. The effect of water after fuel injection is one of the following: cooling as the water heats up and evaporates, further reducing effective cetane.
不過，已發現，甲醇-水混合燃料可有效用於壓 縮點火引擎以及有較乾淨的排氣排放物，只要引擎用含有點火增強劑的燻蒸劑燻蒸。 However, it has been found that methanol-water mixed fuel can be effectively used for pressure The ignition engine has a cleaner exhaust emissions as long as the engine is fumigated with a fumigant containing an ignition booster.
前面已描述適用於燃料組合物的甲醇，而不是作 為加熱或烹調燃料供燃燒以產生熱。應用於柴油引擎燃料的原理相當不同，因為燃料在壓縮點火引擎中必須在壓縮下點火。如果有什麼的話，可收集到關於使用甲醇及其他組份於烹調/加熱燃料中的參考資料很少。 Methanol, which is suitable for use in fuel compositions, has been described above, rather than The heating or cooking fuel is burned to generate heat. The principles applied to diesel engine fuels are quite different because the fuel must be ignited under compression in a compression ignition engine. If anything, there is little information available on the use of methanol and other components in cooking/heating fuels.
該主燃料可為均勻燃料或單相燃料。該燃料通常 不是包含乳化在一起之獨立有機相及水相的乳化燃料。因此，該燃料可以無乳化劑。附加組份在燃料中的調適由甲醇及水兩者的雙溶解性輔助，這使得能夠溶解範圍較廣的 材料於可使用的各種水：甲醇比例及濃度中。該前期燃料也是均勻燃料或單相燃料。 The primary fuel can be a homogeneous fuel or a single phase fuel. The fuel is usually It is not an emulsion fuel containing an independent organic phase and an aqueous phase emulsified together. Therefore, the fuel can be free of emulsifiers. The adaptation of the additional components in the fuel is aided by the double solubility of both methanol and water, which enables a wide range of dissolution The materials are in various water: methanol ratios and concentrations that can be used. The pre-fuel is also a homogeneous fuel or a single-phase fuel.
提及於本文的所有數量都以重量計，除非有特別說明。在描述一組份在主燃料組合物中的百分比數量時，係指該組份佔全部主燃料組合物之重量的百分比。 All quantities mentioned herein are by weight unless otherwise indicated. When describing the percentage of a component in the primary fuel composition, it is the percentage of the weight of the total primary fuel composition.
從廣義上講，水與甲醇在主燃料組合物中的相對量可高於0.0：100.0水：甲醇。在一些具體實施例中，水與甲醇的相對量按重量是在0.5：99.5至80：20之間。根據一些具體實施例，最小含水量(相對於甲醇)為2：98，例如3：97、5：95、7：93、10：90、15：95、19：81、21：79的最小比例。根據一些具體實施例，水(相對於甲醇)在組合物中的上限為80：20，例如75：25、70：30、60：40、50：50或40：60。水在組合物中的相對量可視為在「低至中含水量」範圍，或「中至高含水量」範圍。「低至中含水量」範圍涵蓋由上述任一最小含量至多到18：82，20：80，25：75，30：70，40：60，50：50或者是60：40的範圍。「中至高含水量」範圍涵蓋由20：80、21：79、25：75、30：70、40：60、50：50、56：44或者是60：40至多到上述上限中之一者的範圍。典型丘/中含水量範圍為4：96至50：50，以及典型中/高含水量範圍為由50：50至80：20。典型低含水量範圍為由5：95至35：65。典型中含水量範圍為由35：65至55：45。典型高含水量範圍為由55：45至80：20。 Broadly speaking, the relative amount of water and methanol in the main fuel composition can be higher than 0.0: 100.0 water: methanol. In some embodiments, the relative amount of water to methanol is between 0.5:99.5 and 80:20 by weight. According to some embodiments, the minimum water content (relative to methanol) is 2:98, such as a minimum ratio of 3:97, 5:95, 7:93, 10:90, 15:95, 19:81, 21:79. . According to some embodiments, the upper limit of water (relative to methanol) in the composition is 80:20, such as 75:25, 70:30, 60:40, 50:50 or 40:60. The relative amount of water in the composition can be considered to be in the range of "low to medium water content" or "medium to high water content". The "low to medium water content" range covers from any of the minimum levels up to 18:82, 20:80, 25:75, 30:70, 40:60, 50:50 or 60:40. The "medium to high water content" range covers one of the above upper limits by 20:80, 21:79, 25:75, 30:70, 40:60, 50:50, 56:44 or 60:40. range. Typical mound/medium water content ranges from 4:96 to 50:50, and typical medium/high water content ranges from 50:50 to 80:20. Typical low water content ranges from 5:95 to 35:65. Typical water content ranges from 35:65 to 55:45. Typical high water content ranges from 55:45 to 80:20.
考慮到按重量水在全部主燃料組合物中的百分 比，水在主燃料組合物中的相對量可高於2%，例如按重量高於2.5%，或至少可為3.0%、或4.0%、或5%、10%、12%、15%、20%或22%。水在全部主燃料組合物中的最大數量按重量可為68%、60%、55%、50%、40%、35%、32%、30%、25%、23%、20%、15%或10%。該等最小含量中之任一者可與一最大含量組合而無限制，除了要求最小含量低於最大含水量以外。 Considering the percentage of water by weight in all main fuel compositions The relative amount of water in the main fuel composition may be greater than 2%, such as greater than 2.5% by weight, or at least 3.0%, or 4.0%, or 5%, 10%, 12%, 15%, 20% or 22%. The maximum amount of water in all main fuel compositions can be 68%, 60%, 55%, 50%, 40%, 35%, 32%, 30%, 25%, 23%, 20%, 15% by weight. Or 10%. Any of these minimum levels can be combined with a maximum amount without limitation, except that the minimum amount is required to be less than the maximum water content.
為了通過如本文所述之方法得到黏度增加的最 大效益，水與甲醇在燃料中的相對量在5：95至60：40之間是合適的。最好水與甲醇在燃料中至少可為8：92、10：90、12：88，以及至多50：50、40：60、30：70、28：72、26：74、25：75、24：76、23：77、22：78、21：79、20：80。適當範圍基於水與甲醇之組合重量約為12至23%的水，或基於相同的測量值在15至20%之間。這個水：甲醇範圍考慮到黏度改善效果之間的平衡，以及合意的BTE(制動熱效率)和氮氧化物(NOx)排放物減少。 In order to obtain the most viscosity increase by the method as described herein For the benefit, the relative amount of water and methanol in the fuel is between 5:95 and 60:40. Preferably, the water and methanol are at least 8:92, 10:90, 12:88 in the fuel, and at most 50:50, 40:60, 30:70, 28:72, 26:74, 25:75, 24 : 76, 23:77, 22:78, 21:79, 20:80. A suitable range is about 12 to 23% water based on the combined weight of water and methanol, or between 15 and 20% based on the same measurement. This water: methanol range takes into account the balance between viscosity improvement effects, as well as desirable BTE (brake thermal efficiency) and nitrogen oxide (NOx) emissions reduction.
單獨就合意BTE而言，水在燃料組合物中的數 量在一些具體實施例中按重量是在3%至32%之間。以甲醇-水壓縮點火引擎燃料而言，制動熱效率尖峰的最優區域是在按重量水在主燃料組合物中的12%至23%之間。該範圍可由這兩個範圍中之較為寬者逐漸地變窄為較窄者。在一些具體實施例中，這是結合點火增強劑在主燃料組合物中的數量，其係不大於主燃料組合物的20%重量。以下陳述點火增強劑的細節。 The number of water in the fuel composition, as far as BTE is concerned The amount is between 3% and 32% by weight in some embodiments. In the case of methanol-water compression ignition engine fuel, the optimum region for braking thermal efficiency spikes is between 12% and 23% by weight water in the main fuel composition. This range can be gradually narrowed to a narrower by a wider of the two ranges. In some embodiments, this is in combination with the amount of ignition enhancer in the primary fuel composition that is no greater than 20% by weight of the primary fuel composition. The details of the ignition enhancer are set forth below.
對於氮氧化物排放物的最大減量(不包括其他所 欲結果的補貼)，一些具體實施例，水在燃料組合物中的數量按重量是在22%至68%之間。氮氧化物排放物之最大減量的最優區域水以主燃料組合物之重量計是在30%至60%之間。該範圍可由這兩個範圍中之較為寬者逐漸地變窄為較窄者。由於一氧化氮為主要氮氧化物排放物組份，可參考一氧化氮排放物，因為它在所有氮氧化物排放物中有較大的比例或示值。 Maximum reduction for NOx emissions (excluding other sites) For the benefit of the results), in some embodiments, the amount of water in the fuel composition is between 22% and 68% by weight. The optimum area of water for maximum reduction in NOx emissions is between 30% and 60% by weight of the primary fuel composition. This range can be gradually narrowed to a narrower by a wider of the two ranges. Since nitric oxide is the primary NOx emission component, reference can be made to nitric oxide emissions because it has a large proportion or indication of all NOx emissions.
在一些具體實施例中，對於燃料性質、黏度改良 及排放物的合意平衡，該主燃料組合物以主燃料組合物重量計包含5%至60%的水，例如8%至50%的水，8%至40%的水，10%至30%的水，10%至25%的水，10%至20%的水，或12%至20%的水。 In some embodiments, for fuel properties, viscosity improvement And a desirable balance of emissions comprising from 5% to 60% water, such as 8% to 50% water, 8% to 40% water, 10% to 30% by weight of the main fuel composition. Water, 10% to 25% water, 10% to 20% water, or 12% to 20% water.
以下實驗結果顯示，對於有大於50%重量甲醇的 燃料，水的增加量與甲醇水燃料之黏度的增加關連。此黏度增加被燃料的溫度下降進一步驅動。如以下所示，藉由結合水加入基於甲醇之燃料的概念與燃料溫度下降(或溫度控制到適當的低位)的概念，可實現黏度改良以使黏度進入柴油燃料在引擎中以典型引擎操作溫度操作所提供的範圍。 The following experimental results show that for methanol with more than 50% by weight The increase in fuel and water is related to the increase in viscosity of methanol water fuel. This increase in viscosity is further driven by the temperature drop of the fuel. As shown below, by incorporating the concept of methanol-based fuel with water and the concept of fuel temperature drop (or temperature control to an appropriate low level), viscosity improvements can be achieved to allow viscosity to enter the diesel fuel in the engine at typical engine operating temperatures. The range provided by the operation.
應注意，由於通過溫度控制及/或組合控制(亦 即，水組合物控制)可實現控制黏度，因此變成有可能最小化或排除黏度添加物、潤滑力添加物或兩者的需要。此類添加物在燃料組合物中的需要量可低至2000ppm或更少、 1500ppm或更少、1000ppm或更少、800ppm或更少、600ppm或更少、或500ppm或更少。Ppm以重量計。 It should be noted that due to temperature control and / or combined control (also That is, the water composition control) can achieve control of viscosity, thus becoming a necessity to minimize or eliminate viscosity additives, lubricity additives, or both. The amount of such additives in the fuel composition can be as low as 2000 ppm or less, 1500 ppm or less, 1000 ppm or less, 800 ppm or less, 600 ppm or less, or 500 ppm or less. Ppm is by weight.
對於用甲醇/水主燃料組合物及燻蒸來操作壓縮 點火引擎而不是其他點火增強技術，例如進氣口預熱或吹氣(描述於前述共審查中之申請案的描述)，燃料中的水含量可在低至中位，在低含水量為較佳。當含水量在較高端時，該方法大體受益於進氣預熱，以克服含水量在主燃料組合物中增加的增加冷卻效果。預熱技術為如以上吾等共審查中之申請案所述者。 For compression with methanol/water main fuel composition and fumigation Ignition engines, rather than other ignition enhancement techniques, such as inlet preheating or blowing (described in the description of the application in the aforementioned review), the water content in the fuel can be low to medium, and the low water content is good. When the water content is at the higher end, the process generally benefits from preheating of the intake air to overcome the increased cooling effect of the water content in the primary fuel composition. The preheating technique is as described in the above-mentioned co-reviewed application.
甲醇在總主燃料組合物的數量按主燃料組合物 重量最好至少有20%。根據一些具體實施例，甲醇在燃料組合物中的數量為燃料組合物的至少30%、至少40%、至少50%、至少60%或至少70%。水在總主燃料組合物中的數量可為至少3%、至少4%、至少5%、至少6%、至少7%、至少8%、至少9%、至少10%、至少11%、至少12%、至少13%、至少14%、至少15%、至少16%、至少17%、至少18%、至少19%、至少20%、至少25%、至少30%、至少35%、至少40%、至少45%、至少50%、至少55%、至少60%、至少65%、以及至少70%。當水在主燃料組合物中的重量增加時，愈來愈讓人驚奇的是，用燻蒸劑燻蒸進氣可克服水在燃料中在點火方面的懲罰，以及在IMEP的COV方面有平滑操作並產生淨動力輸出。增加含水量直到50：50的水：甲醇也提供甲醇水燃料黏度量有較大改善(增加)的效益。 The amount of methanol in the total main fuel composition is based on the main fuel composition The weight is preferably at least 20%. According to some embodiments, the amount of methanol in the fuel composition is at least 30%, at least 40%, at least 50%, at least 60%, or at least 70% of the fuel composition. The amount of water in the total primary fuel composition can be at least 3%, at least 4%, at least 5%, at least 6%, at least 7%, at least 8%, at least 9%, at least 10%, at least 11%, at least 12 %, at least 13%, at least 14%, at least 15%, at least 16%, at least 17%, at least 18%, at least 19%, at least 20%, at least 25%, at least 30%, at least 35%, at least 40%, At least 45%, at least 50%, at least 55%, at least 60%, at least 65%, and at least 70%. As the weight of water in the main fuel composition increases, it is increasingly surprising that fumigation of the intake with a fumigant overcomes the ignition penalty of the water in the fuel and smooth operation of the IMEP's COV. Produces a net power output. Water with a water content up to 50:50: Methanol also provides a significant improvement (increased) benefit of the methanol water fuel viscosity.
甲醇及水在總主燃料組合物中的組合量以燃料 組合物重量計可為至少75%，例如至少80%、至少85%、或至少90%。該主燃料組合物可包括一或更多添加物，以主燃料組合物重量計其組合量達25%、或達20%或達15%或達10%。在一些具體實施例中，添加物的總或組合含量不大於主燃料組合物的5%。關於黏度添加物及潤滑力添加物，如以上所示，可最小化該等添加物的數量，以及在燃料組合物中可只構成總添加物的一小部份。在一些具體實施例中，可設定此類添加物的含量為不大於燃料組合物的1000ppm、或不大於800ppm、不大於600ppm或不大於500ppm。在此類別外的添加物可具有減少甲醇：水燃料之黏度的效果(相較於沒有此類添加物的相同燃料)，因此溫度控制及/或組合控制(水組合控制)可進一步用來抵消該添加物含量在該燃料中的影響。 The combined amount of methanol and water in the total main fuel composition is fueled The weight of the composition can be at least 75%, such as at least 80%, at least 85%, or at least 90%. The primary fuel composition may include one or more additives in a combined amount of up to 25%, or up to 20% or up to 15% or up to 10% by weight of the primary fuel composition. In some embodiments, the total or combined content of the additives is no greater than 5% of the primary fuel composition. With regard to the viscosity additive and the lubricity additive, as indicated above, the amount of such additives can be minimized and only a small portion of the total additive can be formed in the fuel composition. In some embodiments, the level of such additives can be set to be no greater than 1000 ppm, or no greater than 800 ppm, no greater than 600 ppm, or no greater than 500 ppm of the fuel composition. Additives outside this category can have the effect of reducing the viscosity of methanol:water fuel (compared to the same fuel without such additives), so temperature control and/or combined control (water combination control) can be further used to offset The effect of this additive content in the fuel.
用來生產燃料組合物的甲醇可來自任何來源。作 為一實施例，該甲醇可為製成或廢甲醇，或粗或半精製甲醇，或未精製甲醇。此類甲醇來源在此一起被稱作「天然甲醇」，以及此用語係指甲醇源自甲醇含量小於95%的來源。該天然甲醇通常主要含有甲醇，其餘為水，以及在製造甲醇的正常過程期間，乙醇、乙醛、酮或其他碳氬及氧分子的數量較高。廢甲醇可能或可能不適合，這取決於污染的程度及類型。參考以上關於甲醇及水之比例或甲醇在燃料組合物以重量計之數量的段落，其係指稱甲醇本身在甲醇來源中的數量。因此，在甲醇來源為含有90%甲醇及 其他組份的天然甲醇以及此天然甲醇在燃料組合物中的數量為50%時，則甲醇的實際數量被視為是45%的甲醇。在測定水在燃料組合物的數量時，甲醇來源中的水組份納入考慮，以及在估算該等組份在產品中的相對量時，其他雜質當作添加物，除非另有特別說明。可存在於天然甲醇之中的較高乙醇、乙醛及酮可用作可溶燃料展劑添加物(soluble fuel extender additive)。 The methanol used to produce the fuel composition can be from any source. Make For one embodiment, the methanol can be made into waste methanol, or crude or semi-refined methanol, or unrefined methanol. Such sources of methanol are collectively referred to herein as "natural methanol," and this term refers to a source of methanol derived from a methanol content of less than 95%. The natural methanol typically contains primarily methanol, the balance being water, and the higher amounts of ethanol, acetaldehyde, ketone or other carbon argon and oxygen molecules during the normal process of making methanol. Waste methanol may or may not be suitable, depending on the extent and type of contamination. Reference is made to the above paragraph regarding the ratio of methanol to water or the amount of methanol in the weight of the fuel composition, which refers to the amount of methanol itself in the methanol source. Therefore, the source of methanol is 90% methanol and When the other components of natural methanol and the amount of this natural methanol in the fuel composition are 50%, the actual amount of methanol is considered to be 45% methanol. In determining the amount of water in the fuel composition, the water component of the methanol source is taken into account, and when estimating the relative amounts of the components in the product, other impurities are considered as additives unless otherwise specifically stated. Higher ethanol, acetaldehyde, and ketone, which may be present in natural methanol, may be used as a soluble fuel extender additive.
根據一些具體實施例，該燃料組合物包含天然甲 醇。用語「天然甲醇」涵蓋低純度甲醇來源，例如含有甲醇、水及達35%非水雜質的甲醇來源。天然甲醇的甲醇含量可為95%或更少。該天然甲醇可直接用於該燃料而不進一步精製。典型非水雜質包含較高的乙醇、乙醛、酮。用語「天然甲醇」包括廢甲醇、粗甲醇及半精製甲醇。此具體實施例的特別優點是，含有含量較高之雜質的天然甲醇可直接用於CI引擎的燃料而不必昂貴的精製。就此情形而言，添加物(亦即，天然甲醇雜質及其他燃料組合物添加物，水除外)含量可達燃料組合物(包括天然甲醇中的雜質)的60%。對於使用較高純度甲醇(例如，98%或較高百分比的純甲醇)的燃料組合物作為來源，添加物總含量可較低，例如不大於25%、不大於20%、不大於15%或不大於10%。 According to some embodiments, the fuel composition comprises natural nails alcohol. The term "natural methanol" encompasses sources of low purity methanol, such as methanol sources containing methanol, water and up to 35% non-aqueous impurities. Natural methanol may have a methanol content of 95% or less. The natural methanol can be used directly in the fuel without further purification. Typical non-aqueous impurities include higher ethanol, acetaldehyde, and ketones. The term "natural methanol" includes waste methanol, crude methanol and semi-refined methanol. A particular advantage of this embodiment is that natural methanol containing higher levels of impurities can be used directly in the fuel of the CI engine without expensive refining. In this case, the additive (i.e., natural methanol impurities and other fuel composition additives, except water) can be present in an amount up to 60% of the fuel composition (including impurities in natural methanol). For a fuel composition using a higher purity methanol (eg, 98% or a higher percentage of pure methanol) as a source, the total additive content may be lower, such as no more than 25%, no more than 20%, no more than 15% or Not more than 10%.
根據一些具體實施例，該燃料的甲醇來源為高純 度甲醇。這係指甲醇含有95%以上的甲醇，至少96%、97%或98%的甲醇為較佳。 According to some embodiments, the methanol source of the fuel is high purity Degree methanol. This means that methanol contains more than 95% methanol, and at least 96%, 97% or 98% methanol is preferred.
有適當品質的任何水可作為用於燃料組合物之 水的來源。水的來源可為加入作為未蒸餾粗甲醇之一部份的水，或回收水，或用逆滲透(「RO水」)純化、用活性物質(例如，活性碳)或進一步化學處理、去離子化、蒸餾或蒸發技術純化的天然或污染水(例如，含鹽的海水)。該水可來自這些來源的組合。根據一具體實施例，本申請案方法中所添加的水為回收自壓縮點火引擎之排氣的水。此水可經由熱交換器及噴霧室(spray chamber)或其他類似操作回收。此回收及再利用技術致能排氣排放物的淨化。在此情形下，水被回收回到引擎以及有或沒有任何捕獲未燃燒燃料，碳氫化合物或顆粒或其他燃燒產物被送回到引擎以及經由循環燃燒步驟回收到消失，或用純化的習知手段處理。在一些具體實施例中，該水可為鹽水，例如海水，其係已被純化以去除鹽。此具體實施例適合船舶應用，例如船用CI引擎，或在孤島位置之CI引擎的操作。 Any water of the appropriate quality can be used as a fuel composition The source of water. The source of water may be water added as part of undistilled crude methanol, or recovered water, or purified by reverse osmosis ("RO water"), treated with active material (eg, activated carbon) or further chemically, deionized. Natural or contaminated water (eg, salt-containing seawater) purified by chemical, distillation or evaporation techniques. This water can come from a combination of these sources. According to a specific embodiment, the water added in the method of the present application is water recovered from the exhaust of the compression ignition engine. This water can be recovered via a heat exchanger and a spray chamber or other similar operation. This recycling and reuse technology enables the purification of exhaust emissions. In this case, the water is recycled back to the engine and with or without any capture of unburned fuel, hydrocarbons or granules or other combustion products are sent back to the engine and recovered via a cyclic combustion step to disappear, or purified. Means to deal with. In some embodiments, the water can be a brine, such as seawater, which has been purified to remove salts. This particular embodiment is suitable for marine applications, such as marine CI engines, or the operation of a CI engine at an island location.
水質會通過直到進入引擎之噴射點的供應鏈影 響腐蝕以及引擎沉積特性，以及在這些情況下，可能需要用防腐蝕添加物或其他方法適當地處理主燃料。 The water quality will pass through the supply chain until it enters the jet point of the engine. Corrosion and engine deposition characteristics, and in these cases, it may be necessary to properly treat the main fuel with anti-corrosion additives or other methods.
可存在於前期燃料組合物及/或主燃料組合物中的添加物可從下列類別中之一或更多選出，但不因此受限： Additives that may be present in the prior fuel composition and/or the primary fuel composition may be selected from one or more of the following categories, but are not therefore limited:
1.點火改良劑添加物。這些也可稱為點火增強劑。點火改良劑為促進開始燃燒的組份。此類型的分子本質上不穩定，以及此不穩定性導致「自行開始」的反應造成主燃料組份(例如，甲醇)的燃燒。該點火改良劑可選自本技 藝所習知的材料以具有點火增強性質，例如***(包括C1-C6***，例如二甲醚)，烷基硝酸鹽，烷基過氧化物，揮發性碳氫化合物，含氧碳氫化合物，以及彼等之混合物。 1. Ignition improver additive. These can also be referred to as ignition enhancers. The ignition improver is a component that promotes the onset of combustion. This type of molecule is inherently unstable, and this instability causes the "self-starting" reaction to cause combustion of the main fuel component (eg, methanol). The ignition improver can be selected from the prior art Materials known in the art to have ignition enhancing properties, such as diethyl ether (including C1-C6 ether, such as dimethyl ether), alkyl nitrates, alkyl peroxides, volatile hydrocarbons, oxygenated hydrocarbons, And a mixture of them.
除了該等典型點火增強劑以外，在點火前於液體燃料組份蒸發後存在於燃燒區中的細微分散碳水化合物粒子可具有或不具有作為點火增強劑的角色，不過，存在此類物種有助於總空氣/燃料混合物更完全及快速地燃燒。 In addition to such typical ignition enhancers, the finely divided carbohydrate particles present in the combustion zone after evaporation of the liquid fuel component prior to ignition may or may not have the role of an ignition enhancer, however, the presence of such species may aid The total air/fuel mixture burns more completely and quickly.
儘管額外點火改良劑可加入主燃料，然而描述本文的技術在沒有此類添加下可促進在引擎操作範圍內的點火。因此，根據一些具體實施例，該主燃料沒有點火改良劑添加物。在其他具體實施例中，該主燃料沒有DME(然而它可包含其他點火改良劑)。在二甲醚作為點火改良劑的情形下，根據一些具體實施例，二甲醚在燃料組合物中少於20%、少於15%、少於10%、少於5%、少於3%、少於1%、或全無。在一些具體實施例中，***(任何類型，例如二甲基或二***)在主燃料組合物中的數量少於20%、少於15%、少於10%、少於5%。 While additional ignition improvers can be added to the primary fuel, the techniques described herein can facilitate ignition within the operating range of the engine without such addition. Thus, according to some embodiments, the primary fuel has no ignition improver additive. In other embodiments, the primary fuel has no DME (however it may contain other ignition modifiers). In the case of dimethyl ether as the ignition improver, according to some embodiments, the dimethyl ether is less than 20%, less than 15%, less than 10%, less than 5%, less than 3% in the fuel composition. Less than 1%, or none at all. In some embodiments, the amount of diethyl ether (any type, such as dimethyl or diethyl ether) in the primary fuel composition is less than 20%, less than 15%, less than 10%, less than 5%.
在一些具體實施例中，由一或至多兩種特定化學物提供至少80%存在於主燃料組合物之中的點火增強劑，實施例為二甲醚與二***。在一具體實施例中，主燃料組合物中存在有單一化學名稱(single chemical identity)的點火增強劑。在一具體實施例中，主燃料組合物中至 少80%的點火增強劑由有單一化學名稱的點火增強劑構成。在各個情形下，構成點火增強劑的單一點火增強劑，或80%以上的點火增強劑組份可為二甲醚。在其他具體實施例中，該點火增強劑包含由三種或更多點火增強劑組成的混合物。 In some embodiments, at least 80% of the ignition enhancer present in the primary fuel composition is provided by one or more two specific chemicals, examples being dimethyl ether and diethyl ether. In a specific embodiment, a single chemical identity ignition enhancer is present in the primary fuel composition. In a specific embodiment, the main fuel composition is Less than 80% of the ignition enhancer consists of an ignition enhancer with a single chemical name. In each case, a single ignition enhancer constituting the ignition enhancer, or more than 80% of the ignition enhancer component may be dimethyl ether. In other specific embodiments, the ignition enhancer comprises a mixture of three or more ignition enhancers.
在一些具體實施例中，點火增強劑在主燃料組合物中的數量不大於燃料組合物的20%，例如不大於10%或不大於5%。 In some embodiments, the amount of ignition enhancer in the primary fuel composition is no greater than 20%, such as no greater than 10% or no greater than 5%, of the fuel composition.
2.燃料展劑。燃料展劑為提供熱能以驅動引擎的材料。用作燃料展劑的材料可以此目的作為加入燃料組合物的主要目的，或添加物材料可提供此功能及另一功能。 2. Fuel exhibiting agent. Fuel spreaders are materials that provide thermal energy to drive the engine. The material used as the fuel spreader can serve this purpose as the primary purpose of the fuel composition, or the additive material can provide this and another function.
此類燃料展劑的實施例為： Examples of such fuel spreaders are:
a)碳水化合物。碳水化合物包括糖及澱粉。可加入該碳水化合物用作燃料展劑，然而它也可用作點火改良劑，及/或燃燒改良劑。該碳水化合物最好為可溶的水/甲醇，其中較高的含水量能容納例如糖在主燃料中較大溶解作用。富水(單相)主燃料組合物使得碳水化合物(例如，糖)能夠溶解，不過，當燃料組合物中的液體溶劑(水/甲醇)在引擎中蒸發時，碳水化合物溶解物可能形成低LEL(***下限值)組合物的微細高表面積懸浮粒子在引擎狀態下會分解/反應而改善主燃料混合物的點火特性。為了實現該混合物的可燃性改良，最好此碳水化合物添加物的數量為至少1%，至少1.5%為較佳，以及至少5%更佳。 a) Carbohydrates. Carbohydrates include sugar and starch. The carbohydrate may be added as a fuel spreader, however it may also be used as an ignition improver, and/or a combustion improver. Preferably, the carbohydrate is soluble water/methanol, wherein a higher water content can accommodate, for example, greater dissolution of the sugar in the primary fuel. The water-rich (single-phase) primary fuel composition enables the carbohydrate (eg, sugar) to dissolve, however, when the liquid solvent (water/methanol) in the fuel composition evaporates in the engine, the carbohydrate solvate may form a low LEL The fine high surface area suspended particles of the composition (explosion lower limit) will decompose/react under the engine state to improve the ignition characteristics of the main fuel mixture. In order to achieve flammability improvement of the mixture, it is preferred that the amount of the carbohydrate additive is at least 1%, preferably at least 1.5%, and more preferably at least 5%.
b)可溶燃料展劑添加物。燃料展劑添加物為可燃材料。這些添加物可當作個別組份添加或可為用來生產主燃料組合物的未蒸餾甲醇之一部份。此類添加物包括C2-C8乙醇、***、酮、乙醛、脂肪酸酯及彼等之混合物。脂肪酸酯，例如脂肪酸甲基酯，可具有生物燃料起源(biofuel origin)。這些可通過任何生物燃料來源或方法獲得。彼等的典型生產方法涉及植物源油的轉脂作用(transesterification)，例如油菜子、棕櫚或大豆油等等。可能有機會在經濟上增加燃料展劑在主燃料組合物本身中的含量用於特別市場，在此可生產或生長此類添加物以及當地消費，減少進口基本燃料及/或添加物的需要。在此類條件下，最好主燃料組合物的數量或處理速率(treat rate)達30%或達40%或達50%，然而可特別考慮濃度達60%的總添加物，包括該等燃料展劑添加物，在此甲醇來源為天然甲醇。 b) Soluble fuel spreader additive. The fuel spread additive is a combustible material. These additives may be added as individual components or may be part of the undistilled methanol used to produce the primary fuel composition. Such additives include C2-C8 ethanol, diethyl ether, ketones, acetaldehyde, fatty acid esters, and mixtures thereof. Fatty acid esters, such as fatty acid methyl esters, may have a biofuel origin. These can be obtained from any biofuel source or method. Their typical production methods involve transesterification of plant-derived oils such as rapeseed, palm or soybean oil and the like. There may be an opportunity to economically increase the amount of fuel spreader in the main fuel composition itself for use in special markets where such additives can be produced or grown as well as local consumption, reducing the need to import basic fuels and/or additives. Under such conditions, it is preferred that the amount of the primary fuel composition or the treat rate is up to 30% or up to 40% or up to 50%, although special considerations of up to 60% of the total additive may be considered, including such fuels. Excipient additive, where the methanol source is natural methanol.
3.燃燒增強劑。這些也可稱為燃燒改良劑。燃燒增強劑的實施例為硝化銨化合物，例如硝酸銨。在200℃，硝酸銨根據以下反應分解為氧化亞氮：NH4NO3=N2O+2H2O 3. Combustion enhancer. These can also be referred to as combustion improvers. An example of a combustion enhancer is an ammonium nitrate compound such as ammonium nitrate. At 200 ° C, ammonium nitrate is decomposed into nitrous oxide according to the following reaction: NH 4 NO 3 =N 2 O+2H 2 O
形成的氧化亞氮在存在水的情形下以與氧類似的方式與燃料反應，例如：CH3OH+H2O=3H2+CO2 The formed nitrous oxide reacts with the fuel in the presence of water in a manner similar to oxygen, for example: CH 3 OH + H 2 O = 3H 2 + CO 2
H2+N2O=H2O+N2 H 2 +N 2 O=H 2 O+N 2
CH3OH+3N2O=3N2+CO2+2H2O CH 3 OH+ 3 N 2 O=3N 2 +CO 2 +2H 2 O
可使用的其他硝化銨化合物包括例如乙基硝酸銨與三乙基硝酸銨，然而這些硝酸鹽也可視為點火增強劑(十六烷)而不是燃燒增強劑，因為它們在燃料中的主要功能是點火增強。 Other ammonium nitrate compounds that may be used include, for example, ethyl ammonium nitrate and triethyl ammonium nitrate, however these nitrates may also be considered as ignition enhancers (hexadecane) rather than combustion enhancers because their primary function in the fuel is Ignition enhanced.
其他燃燒改良劑可包括金屬或離子物種，後者在燃燒前或後的環境下由解離(dissociation)形成。 Other combustion improvers may include metal or ionic species that are formed by dissociation in an environment before or after combustion.
4.吸氧油。該吸氧油最好為在水甲醇混合物中可溶解者。吸氧油有低自動點火點而且也有能力在燃燒前直接吸收氧以油的重量計數量例如有30%。在周遭水蒸發後，氧從熱氣相快速凝結成油/固相會更快地加熱油粒子造成周遭蒸發及過熱的甲醇點火。十分適合此角色的油為亞麻油，在主燃料混合物中，濃度約有1至5%。如果主燃料組合物使用此添加物，該燃料混合物應儲存於惰性氣體層(inert gas blanket)下以最小化油被氧分解。亞麻油為含脂肪酸油。可使用其他含脂肪酸油取代或除了亞麻油之外。較佳的油為溶入甲醇相或可互溶於甲醇中者，以產生均勻單相組合物。不過，在一些具體實施例中，可使用水/甲醇不互溶的油，特別是，如果乳化添加物也存在於燃料組合物中的話。 4. Oxygenated oil. Preferably, the oxygen absorbing oil is soluble in a water methanol mixture. Oxygenated oils have low auto-ignition points and are also capable of directly absorbing oxygen prior to combustion with an oil weight count of, for example, 30%. After evaporation of the surrounding water, the rapid condensation of oxygen from the hot gas phase to the oil/solid phase heats the oil particles more quickly causing evaporation of the surrounding and superheated methanol ignition. The oil that is well suited for this role is linseed oil, which has a concentration of about 1 to 5% in the main fuel mixture. If the primary fuel composition uses this additive, the fuel mixture should be stored under an inert gas blanket to minimize decomposition of the oil by oxygen. Linseed oil is a fatty acid containing oil. Other fatty acid-containing oils may be used in addition to or in addition to linseed oil. Preferred oils are those which are dissolved in the methanol phase or are miscible in methanol to produce a homogeneous single phase composition. However, in some embodiments, water/methanol immiscible oils may be used, particularly if an emulsified additive is also present in the fuel composition.
5.潤滑力添加物。潤滑力添加物的實施例包括二乙醇胺(diethanolamine)衍生物，含氟界面活性劑(fluorosurfactants)，以及脂肪酸酯，例如在一定程度上可溶於為主燃料組合物之基礎的水/甲醇混合物中的生 物燃料。 5. Lubricity additives. Examples of lubricating additives include diethanolamine derivatives, fluorosurfactants, and fatty acid esters such as water/methanol mixtures which are soluble to some extent as the basis of the primary fuel composition. Middle student Fuel.
6.產品染色添加物。染色添加物協助確保燃料組合物不被誤認為液體飲料，例如水。可使用任何水溶性染料，例如黃、紅、藍染料或這些染料的組合。該染料可為合標準的工業液體染料。 6. Product dyeing additives. The dyeing additive assists in ensuring that the fuel composition is not mistaken for a liquid beverage, such as water. Any water soluble dye can be used, such as a yellow, red, blue dye or a combination of these dyes. The dye can be a standard industrial liquid dye.
7.焰色添加物(flame colour additives)。無限定性實施例包括鈉，鋰，鈣或鍶的碳酸鹽或乙酸鹽。可選擇該等焰色添加物以實現較佳的產品顏色以及穩定的最終產品酸鹼值。在選擇要使用添加物時，可考慮到引擎沉積注意事項，如有的話。 7. Flame color additives. Non-limiting examples include sodium, lithium, calcium or barium carbonate or acetate. These flame color additives can be selected to achieve a preferred product color and a stable final product pH. When choosing to use additives, consider engine deposition considerations, if any.
8.防腐蝕添加物。防腐蝕添加物的無限定性實施例包括胺和銨的衍生物。 8. Anti-corrosion additives. Non-limiting examples of corrosion protection additives include amine and ammonium derivatives.
9.殺菌劑。儘管可添加殺菌劑，然而一般來說不需要，因為主燃料中的高乙醇(甲醇)含量可防止生物生長或生物污染。因此，根據一些具體實施例，主燃料無殺菌劑。 9. Fungicides. Although a bactericide can be added, it is generally not required because the high ethanol (methanol) content of the main fuel prevents biological growth or biological contamination. Thus, according to some embodiments, the primary fuel is free of bactericide.
10.凝固點下降劑(Freeze Point depressant)。儘管燃料可加入凝固點下降劑，然而甲醇(以及為了其他目的而添加的視需要添加物，例如糖)可壓抑水的凝固點。因此，根據一些具體實施例，主燃料沒有額外專用的凝固點下降劑。 10. Freeze Point depressant. Although fuel can be added to the freezing point depressant, methanol (and optionally additives added for other purposes, such as sugar) can suppress the freezing point of water. Thus, according to some embodiments, the primary fuel has no additional dedicated freezing point depressant.
11.沉積還原劑。無限定性實施例包括多元醇醚(polyolether)與三乙醇胺(triethanolamine)。 11. Deposit a reducing agent. Non-limiting examples include polyolether and triethanolamine.
12.變性劑(denaturant)，如有必要的話。 12. Denaturant, if necessary.
13.酸鹼值控制劑。可使用升高或降低酸鹼值至適當酸鹼值的藥劑，其係與該燃料相容。 13. pH control agent. An agent that raises or lowers the pH to an appropriate pH can be used which is compatible with the fuel.
14.黏度增加添加物。此類添加物市上有售。 14. Viscosity increases additive. Such additives are commercially available.
該等添加物，以及特別是，明示於以上第1項及第2項之中的，可添加至燃料作為標準工業貿易產品(亦即，以精製的形式)或者是作為半加工水溶液(亦即，以未精製的形式、半精製或的形式或天然的形式)。後一選項有可能減少添加物的成本。使用此類天然添加物源的條件在於天然形式添加物之中的雜質，例如粗糖溶液，或糖漿，作為一實施例，對於燃料噴射器或引擎性能沒有不利影響。 Such additives, and in particular, those explicitly indicated in items 1 and 2 above, may be added to the fuel as a standard industrial trade product (ie, in refined form) or as a semi-processed aqueous solution (ie, , in unrefined form, semi-refined or in natural form). The latter option has the potential to reduce the cost of additives. The conditions under which such natural additive sources are used are impurities in the natural form of the additive, such as a raw sugar solution, or syrup, as an embodiment, without adversely affecting fuel injector or engine performance.
根據一些具體實施例，該燃料包括至少一添加物。根據一些具體實施例，該主燃料包括至少兩種不同的添加物。 According to some embodiments, the fuel comprises at least one additive. According to some embodiments, the primary fuel comprises at least two different additives.
上文是把***作為點火改良劑及可溶燃料展劑添加物的實施例。不論預定功能為何，然而在一些具體實施例中，***的總共含量可小於燃料組合物的20%、小於15%、小於10%、小於5%、小於3%，或、小於1%。該數量可大於0.2%、0.5%、1%、2%、3%、4%、5%、6%、7%、8%、9%、10%、12%。可組合下限及上限而沒有限制，只要下限低於選定的上限。作為一特定實施例，二甲醚在甲醇水燃料的數量最好不大於20%，小於20%是合適的。其他上限按照上述***極限。最小數量可如本段落先前所示。 The above is an example of the use of diethyl ether as an ignition improver and a soluble fuel spread additive. Regardless of the intended function, in some embodiments, the total amount of diethyl ether can be less than 20%, less than 15%, less than 10%, less than 5%, less than 3%, or less than 1% of the fuel composition. The amount may be greater than 0.2%, 0.5%, 1%, 2%, 3%, 4%, 5%, 6%, 7%, 8%, 9%, 10%, 12%. The lower limit and the upper limit can be combined without limitation as long as the lower limit is lower than the selected upper limit. As a specific embodiment, the amount of dimethyl ether in the methanol water fuel is preferably not more than 20%, and less than 20% is suitable. Other upper limits are in accordance with the above ether limit. The minimum number can be as shown earlier in this paragraph.
該燃料組合物可包括***而不是二甲醚，但是根據較佳具體實施例，該燃料包含二甲醚作為***的唯一組份。在其他具體實施例中，除了二甲醚以外，燃料組合物加入其他***。 The fuel composition may include diethyl ether instead of dimethyl ether, but according to a preferred embodiment, the fuel comprises dimethyl ether as the sole component of diethyl ether. In other embodiments, the fuel composition is added to other ethers in addition to dimethyl ether.
在一些具體實施例中，本申請案方法、系統及用 途中所用的燃料包括甲醇、水，以及二甲醚按重量不大於20%。應注意，關於燃料組合物包含甲醇及水，以及二甲醚按重量不大於20%，應被解釋成涵蓋不含二甲醚的燃料組合物。不過，根據一些具體實施例，二甲醚存在於主燃料組合物中，其數量大於0.2%，或上述其他最小百分比數量中之一者。 In some embodiments, the methods, systems, and uses of the present application The fuel used on the way includes methanol, water, and dimethyl ether by no more than 20% by weight. It should be noted that the fuel composition comprising methanol and water, and dimethyl ether by weight of no more than 20%, should be interpreted to encompass a fuel composition that does not contain dimethyl ether. However, according to some embodiments, dimethyl ether is present in the primary fuel composition in an amount greater than 0.2%, or one of the other minimum percentages described above.
在一些具體實施例中，該主燃料組合物包含乙 醚，其數量以主燃料組合物重量計在0.2%至10%之間。該***最好為單一***或兩種***的組合。該***最好為二甲醚。 In some embodiments, the primary fuel composition comprises B The ether is present in an amount between 0.2% and 10% by weight of the main fuel composition. The ether is preferably a single ether or a combination of two ethers. The ether is preferably dimethyl ether.
根據一些具體實施例，本申請案的方法包括以下步驟：用一點火增強劑點火該進氣氣流，否則該點火增強劑被稱為燻蒸劑。 According to some embodiments, the method of the present application includes the step of igniting the inlet gas stream with an ignition enhancer, otherwise the ignition enhancer is referred to as a fumigant.
以上是在燃料組合物之組份的背景下描述點火增強劑，以及適當點火增強劑的描述同樣適用於點火增強劑作為燻蒸劑的用途。 The above description of the ignition enhancer in the context of the components of the fuel composition, as well as the description of suitable ignition enhancers, are equally applicable to the use of ignition enhancers as fumigants.
用作燻蒸劑的適當點火增強劑可具有40以上的十六烷。十六烷值為材料點火延遲的度量，其係開始噴射該材料至開始燃燒(亦即，點火)的時段。DME有55至57的十六烷。在決定點火增強劑與其他組份在燻蒸劑中的相對量時，可存在於燻蒸劑中之其他點火增強劑(或數個)的十六烷值(或數個)應納入考量，以及相較於主燃料組合物、負 載及引擎速度，燻蒸劑的數量。該燻蒸劑的全體十六烷會基於每個組份的比例影響和十六烷性質的組合，兩者的關係不一定呈線性。 A suitable ignition enhancer for use as a fumigant may have more than 40 hexadecane. The cetane number is a measure of the ignition delay of the material that is the period of time at which the material is injected to begin combustion (ie, ignition). DME has 55 to 57 hexadecane. When determining the relative amount of ignition enhancer to other components in the fumigant, the cetane number (or number) of other ignition enhancers (or several) that may be present in the fumigant should be taken into account, as well as Compared to the main fuel composition, negative Load and engine speed, the amount of fumigant. The overall hexadecane of the fumigant will be based on a combination of the proportional influence of each component and the nature of the hexadecane, and the relationship between the two is not necessarily linear.
附加點火增強劑的一些非限定性實施例包括：- ***，例如低級烷基(其係C1-C6***)，特別是二甲醚與二***，- 烷基硝酸鹽，- 烷基過氧化物，及彼等之混合物。 Some non-limiting examples of additional ignition enhancers include: - diethyl ether, such as lower alkyl (which is a C1-C6 diethyl ether), especially dimethyl ether and diethyl ether, - alkyl nitrate, - alkyl peroxide And a mixture of them.
二甲醚適合包括至少5%的燻蒸劑或至少10%的燻蒸劑，例如至少15%、20%、30%、40%、50%、60%、65%、70%、75%、80%、82%、84%、86%、88%或90%的燻蒸劑。一般偏好燻蒸劑的二甲醚含量在該範圍的上端，因此在一些具體實施例中，點火增強劑含量高於70%或更多。該二甲醚可包括達100%的燻蒸劑。 Dimethyl ether suitably comprises at least 5% fumigant or at least 10% fumigant, for example at least 15%, 20%, 30%, 40%, 50%, 60%, 65%, 70%, 75%, 80% , 82%, 84%, 86%, 88% or 90% fumigant. The dimethyl ether content of the fumigant is generally preferred to be at the upper end of the range, so in some embodiments, the ignition enhancer content is greater than 70% or more. The dimethyl ether can include up to 100% fumigant.
每個組份在燻蒸劑中的相對量可保持不變，或可隨著引擎的操作時段而改變。影響組份在燻蒸劑中的相對量的因素包括引擎速度(rpm)，負載的位準及變化性，引擎組態，以及燻蒸劑中之個別組份的特定性質。在其他具體實施例中，該燻蒸劑組合物可保持相對不變，而是在引擎的不同操作階段期間，調整燻蒸劑(公克/秒薰入引擎)相對於注入引擎(公克/秒)之主燃料組合物的相對量。 The relative amount of each component in the fumigant may remain the same or may vary with the operating period of the engine. Factors affecting the relative amount of components in the fumigant include engine speed (rpm), level and variability of the load, engine configuration, and the specific nature of the individual components of the fumigant. In other embodiments, the fumigant composition can remain relatively unchanged, but during the different stages of operation of the engine, the fumigant (grams per second into the engine) is adjusted relative to the injection engine (grams per second). The relative amount of fuel composition.
當對於不同引擎操作狀態(速度，負載，組態)想要用不同燻蒸劑組合物來操作CI引擎時，用燻蒸劑組合物 的電腦控制或任何其他控制形式可改變該燻蒸劑組合物以適應。該等調整可為基於計算所欲燻蒸劑組合物以匹配當時引擎操作狀態之演算法的滑動調整，或可為逐步調整。例如，對於某些狀態的操作，有較高全體十六烷指數的燻蒸劑(例如，100% DME)對於燃料可以高重量%薰入引擎，以及然後在其他引擎操作狀態，可用低十六烷指數的組份稀釋燻蒸劑。在另一具體實施例中，該組合物可能是穩定的而空氣/燻蒸劑比例隨著狀態而改變。 Fumigant composition when it is desired to operate the CI engine with different fumigant compositions for different engine operating conditions (speed, load, configuration) The computer control or any other form of control can alter the fumigant composition to accommodate. Such adjustments may be a sliding adjustment based on an algorithm that calculates the desired fumigant composition to match the operating state of the engine at the time, or may be stepwise adjusted. For example, for certain states of operation, a fumigant with a higher overall cetane index (eg, 100% DME) can be boiled into the engine for high fuel weight, and then in other engine operating states, low hexadecane can be used. The index component is diluted with fumigant. In another embodiment, the composition may be stable and the air/fumigant ratio changes with the state.
除點火增強劑外可存在於燻蒸劑中的組份實施例包括上述添加物和烷烴氣體(通常為直鏈烷烴，包括低級烷烴，例如C1-C6烷烴，特別是甲烷、乙烷、丙烷或丁烷，以及長鏈烷烴(C6及以上)。 Component examples which may be present in the fumigant in addition to the ignition enhancer include the above additives and alkane gases (usually linear alkanes, including lower alkanes such as C1-C6 alkanes, especially methane, ethane, propane or butyl Alkanes, as well as long-chain alkanes (C6 and above).
可控制點火增強劑(或數個)相對於包含於主燃料中的甲醇水混合物的數量以便在燃燒室內產生實現主燃料之及時點火的條件，以及藉此引擎可輸送最佳可能熱效率。在不控制點火增強劑與燃料混合物的比例時，燃燒在上死點(TDC)前明顯發起，例如TDC前25-30°，照此使用點火增強劑有中性效果而且對引擎的熱效率有最少貢獻或沒有。 The amount of ignition enhancer (or plurality) relative to the methanol water mixture contained in the primary fuel can be controlled to create conditions within the combustion chamber that enable timely ignition of the primary fuel, and thereby the engine can deliver the best possible thermal efficiency. When the ratio of ignition enhancer to fuel mixture is not controlled, combustion is initiated before top dead center (TDC), such as 25-30° before TDC, as used herein, the ignition enhancer has a neutral effect and has minimal thermal efficiency to the engine. Contribution or not.
在引擎的一較佳操作中，燻蒸劑/空氣混合物的點火紅定時成可儘可能晚地延遲此燃料的燃燒(以免不必要地阻礙引擎的動力衝程)以及與主燃料在噴射後的良好燃燒一致。這意謂，燻蒸劑(二甲醚)應在主燃料噴射開始前 點火，但是過早到內含於二次燃料的能量對於引擎的熱效率有最少貢獻或沒有。 In a preferred operation of the engine, the ignition red of the fumigant/air mixture is timed to delay the combustion of the fuel as late as possible (to avoid unnecessarily obstructing the power stroke of the engine) and good combustion with the main fuel after injection. Consistent. This means that the fumigant (dimethyl ether) should be before the start of the main fuel injection. Ignition, but the energy contained in the secondary fuel too early or not has the least or no contribution to the thermal efficiency of the engine.
雖然燻蒸劑與主燃料(各自通過進氣口或者是進 入燃燒室)引進引擎的相對量會隨著應用的引擎操作狀態而改變，一般想要二甲醚點火增強劑在燻蒸劑中的數量在中或高負載的穩態操作期間以主燃料組合物重量計為相對低的百分比。以包含100% DME的燻蒸劑而言，燻蒸劑與主燃料的按重量相對量最好達20%按重量、達18%、達15%、達13%、達10%、達8%、達7%、達6%、達5%。 燻蒸劑含量以主燃料組合物重量計最好至少0.2%、至少0.5%、至少1%或至少2%。這些數字都基於重量，假定燻蒸劑包含100%點火增強劑，以及可按比例調整燻蒸劑中的減少點火增強劑含量(按重量)。測量這些可參考以公克/秒為單位引進引擎的數量，或針對引擎大小的任何其他適當對應度量。10%左右或更少(例如8%或7%)的上限額外有利，因為包含達二甲醚之必要數量(例如，各有10%、8%或7%的二甲醚)的前期燃料組合物可輸送至壓縮點火引擎位置，以及部份(或所有)的二甲醚通過加水驅散以及回收數量對應至用燻蒸在相同目標位準操作引擎的需要。在其他具體實施例中，燻蒸劑含量在引擎位置可再裝填到較高的含量(例如，通過獨立二甲醚儲存所的再裝填)。 Although fumigant and main fuel (each through the air inlet or into the The relative amount of engine introduced into the combustion chamber will vary with the engine operating state of the application. It is generally desirable to have the amount of dimethyl ether ignition enhancer in the fumigant during the steady-state operation of medium or high load with the primary fuel composition. The weight is a relatively low percentage. In the case of a fumigant comprising 100% DME, the relative amount of the fumigant and the main fuel is preferably 20% by weight, up to 18%, up to 15%, up to 13%, up to 10%, up to 8%, up to 7%, up to 6%, up to 5%. The fumigant content is preferably at least 0.2%, at least 0.5%, at least 1% or at least 2% by weight of the primary fuel composition. These numbers are based on weight, assuming that the fumigant contains 100% ignition enhancer and that the ignition enhancer content (by weight) in the fumigant can be adjusted proportionally. These can be measured by reference to the number of engines introduced in grams per second, or any other suitable corresponding measure for engine size. An upper limit of about 10% or less (for example 8% or 7%) is additionally advantageous because of the pre-fuel composition comprising the necessary amount of dimethyl ether (for example, 10%, 8% or 7% each of dimethyl ether) It can be delivered to the compression ignition engine position, and some (or all) of the dimethyl ether is dissipated by the addition of water and the amount of recovery corresponds to the need to operate the engine at the same target level with fumigation. In other embodiments, the fumigant content can be refilled to a higher level at the engine location (e.g., by refilling of a separate dimethyl ether store).
圖1的流程圖圖示系統組件用以在引導冷卻燃料12進入CI引擎3之前冷卻甲醇水燃料11以產生冷卻燃 料12。該系統包括燃料儲存槽1、形式為冷凝器2的冷卻系統、以及CI引擎。該方法視需要可包括預熱進氣氣流13然後在引導冷卻燃料12進入引擎3的燃燒室之前引導預熱空氣進入引擎3的燃燒室以及點火該燃料/預熱空氣混合物以便驅動該引擎。該方法視需要可另外或替換地包括燻蒸包含點火增強劑的燻蒸劑14進入進氣氣流。 The flowchart of Figure 1 illustrates a system component for cooling the methanol water fuel 11 to produce a cooling charge prior to directing the cooling fuel 12 into the CI engine 3. Material 12. The system includes a fuel storage tank 1, a cooling system in the form of a condenser 2, and a CI engine. The method may include preheating the intake airflow 13 and then directing preheated air into the combustion chamber of the engine 3 and igniting the fuel/preheated air mixture to drive the engine before directing the cooled fuel 12 into the combustion chamber of the engine 3, as desired. The method may additionally or alternatively include fumigation of fumigant 14 comprising an ignition enhancer into the intake air stream, as desired.
用本技藝習知的任何適當流體冷卻技術冷卻該 燃料，例如利用冷凝器，例如蒸氣壓縮冷凝器或吸收冷凝器，或其他類似設備。 Cooling with any suitable fluid cooling technique known in the art The fuel, for example, utilizes a condenser, such as a vapor compression condenser or absorption condenser, or other similar device.
在圖1所示的具體實施例中，由引擎3提供動力 的冷凝器2可冷卻甲醇水燃料11。 In the specific embodiment shown in Figure 1, powered by engine 3 The condenser 2 can cool the methanol water fuel 11.
視需要可用各種技術預熱的進氣13在引擎壓縮 衝程初始階段之前或期間注入燃燒室以便在燃料注入燃燒室前壓縮空氣。空氣的壓縮升高燃燒室的溫度以在壓縮的最後階段期間，在燃料噴入該室時提供該燃料的有利點火條件。用於預熱進氣的技術描述前述的先前申請案。 Intake 13 can be preheated with various technologies as needed in the engine compression The combustion chamber is injected before or during the initial phase of the stroke to compress the air before it is injected into the combustion chamber. Compression of the air raises the temperature of the combustion chamber to provide favorable ignition conditions for the fuel as it is injected into the chamber during the final stage of compression. The technique for preheating the intake air describes the aforementioned prior application.
在進行進氣預熱時，適當的預熱進氣溫度為至少 50℃，或至少100℃，例如約100℃至150℃，例如約130℃，或至少約150℃，例如150℃至300℃或更高。 When preheating the intake air, the proper preheating intake air temperature is at least 50 ° C, or at least 100 ° C, such as from about 100 ° C to 150 ° C, such as about 130 ° C, or at least about 150 ° C, such as from 150 ° C to 300 ° C or higher.
引擎的排氣(22)可經受排氣處理(34)以及可回收 收集自排氣的組份(28)回到燃料。特別是，該處理包括回收氶整合水、未燃燒燃料、碳氫化合物、二氧化碳以及其他少量的排放物。 Engine exhaust (22) can withstand exhaust treatment (34) and can be recycled The component (28) collected from the exhaust gas is returned to the fuel. In particular, the treatment includes recovery of helium integrated water, unburned fuel, hydrocarbons, carbon dioxide, and other small amounts of emissions.
收集自引擎的富水排氣組份(28)可為用來產生 燃料的水源(因此可回收到燃料儲存所(1)，流入燃料的氣流而在冷凝器(2)中冷凝，或者是在燃料冷凝時在冷凝器(2)中與燃料(11)結合)。以此方式可捕獲含量少的排氣污染物以及送回到引擎。在處理階段(34)由排氣材料回收水涉及冷卻和凝結排氣材料以及收集凝結水。另外或替換地可重定向自排氣收集或回收的凝結水以使用於飲水供應系統、灌溉或其他。 The water-rich exhaust component (28) collected from the engine can be used to generate The water source of the fuel (thus can be recycled to the fuel storage (1), the gas flowing into the fuel to condense in the condenser (2), or the fuel (11) in the condenser (2) when the fuel is condensed). In this way, low levels of exhaust pollutants can be captured and returned to the engine. Recovering water from the venting material during the processing stage (34) involves cooling and condensing the venting material and collecting condensed water. Additionally or alternatively, condensate collected or recovered from the exhaust may be redirected for use in a drinking water supply system, irrigation, or the like.
冷卻該排氣材料可在熱交換器中通過與進氣熱 交換，然後冷卻排氣可通過凝結器，通過該凝結器可收集水以及作為回收燃料組份送回到引擎，如上述。 Cooling the exhaust material can pass heat with the intake air in the heat exchanger Exchanging, then cooling the exhaust gas can pass through a condenser through which the water can be collected and returned to the engine as a recycled fuel component, as described above.
第二熱交換器可使用於處理過程的最終階段協 助凝結而且另外包括一噴霧室配置，其係使用可能已純化的水而且可能含有添加物以捕獲及純化任何未燃燒甲醇或燃料中的其他碳氫化合物、煙塵及其他顆粒。這些顆粒送回到引擎以便用回收燃料經由‘回收到消失’過程來消除，同時可釋放已純化的乾淨排氣到幾乎無污染物的大氣。用於噴霧室的水可來自一序列的替代來源，以及可純化及去離子化。該水可包含視需要的添加物。該等視需要添加物應與燃燒過程一致。 The second heat exchanger can be used in the final stage of the process Coagulation and additionally includes a spray chamber configuration that uses water that may have been purified and may contain additives to capture and purify any unburned methanol or other hydrocarbons, soot, and other particulates in the fuel. These particles are returned to the engine for elimination by the 'recovery to disappearance' process with recycled fuel, while at the same time releasing the purified clean vent to the atmosphere with virtually no contaminants. The water used in the spray chamber can come from a sequence of alternative sources and can be purified and deionized. The water can contain optional additives as needed. These additives should be consistent with the combustion process.
也可採用利用凝結的附加排氣處理步驟或其他 手段以使標定污染物在至大氣的排氣中減到低含量。在另一具體實施例中，例如任何未燃燒燃料的組份可吸附於活性表面上，以及後者可用標準技術脫附(desorb)，以及作為燃料或燻蒸劑組份以進一步減少污染。替換地，催化劑可 用來催化反應任何可氧化物種，例如未燃燒燃料，增加排氣溫度以及提供可利用的額外熱源。 Additional exhaust treatment steps using condensation or other Means to reduce the calibrated pollutants to a low level in the exhaust to the atmosphere. In another embodiment, for example, any component of unburned fuel can be adsorbed onto the active surface, and the latter can be desorbed using standard techniques, and as a fuel or fumigant component to further reduce contamination. Alternatively, the catalyst can Used to catalyze the reaction of any oxidizable species, such as unburned fuel, to increase the temperature of the exhaust gas and to provide an additional source of heat that can be utilized.
另外，如果多個引擎在操作例如以產生電力(動力)，匯總排氣可當作單一氣流以用來自被引導到一或更多引擎之排氣的回收燃料處理/凝結。 Additionally, if multiple engines are operating, for example, to generate electrical power (power), the collective exhaust may be treated as a single airflow to be treated/condensed with recycled fuel from the exhaust being directed to one or more engines.
來自處理及循環過程排到大氣的最終排氣幾乎不含燃料、碳氫化合物、顆粒、硫氧化物及氮氧化物排放物。 The final exhaust from the treatment and recycle process to the atmosphere is almost free of fuel, hydrocarbons, particulates, sulfur oxides and nitrogen oxides.
在燃燒階段形成的任何氮氧化物或硫氧化物排放物及/或二氧化碳吸收於水中可導致送回與燃料混合之水的酸鹼值不平衡。為了防止累積此類組份，可增加該燃料的化學處理以中和任何不平衡或去除之。 Any absorption of nitrogen oxides or sulfur oxides and/or carbon dioxide formed during the combustion phase in the water can result in an acid-base imbalance in the water that is returned to the fuel. To prevent accumulation of such components, the chemical treatment of the fuel can be increased to neutralize any imbalance or removal.
在用於提供動力給CI引擎的方法中，可提供一觸媒反應器(4)，其中係實現甲醇(取自燃料的分流部份)至DME的觸媒脫水。產生的DME在用於燻蒸進氣的燻蒸劑(14)中用來作為點火增強劑。在用作燻蒸劑的點火增強劑時，描述於本文的其他具體實施例利用其他技術用以產生該二甲醚。在一些此類具體實施例中，在甲醇產生位置可產生該DME，以及作為前期燃料組合物的一部份輸送至引擎部位。在其他具體實施例中，以獨立組份供給該燻蒸劑組合物，以及按需要薰入引擎。 In a method for providing power to a CI engine, a catalyst reactor (4) may be provided in which methanol dehydration of the methanol (from the split portion of the fuel) to the DME is achieved. The resulting DME is used as an ignition enhancer in the fumigant (14) used to fumigate the feed. Other embodiments described herein utilize other techniques for producing the dimethyl ether when used as an ignition enhancer for fumigants. In some such embodiments, the DME can be produced at a methanol production location and delivered to the engine site as part of the prior fuel composition. In other embodiments, the fumigant composition is supplied as a separate component and is infused into the engine as needed.
一些具體實施例的方法包括控制系統(未圖示)用以測量燃料(11)在引進壓縮點火引擎之前的溫度以及在測量後和在引導該燃料進入該壓縮點火引擎之前調整該燃 料之該溫度。監視該溫度的位置經選定成可提供當時燃料溫度的有意義資訊。 The method of some embodiments includes a control system (not shown) for measuring the temperature of the fuel (11) prior to introduction of the compression ignition engine and adjusting the combustion after measurement and prior to directing the fuel into the compression ignition engine The temperature of the material. The location at which the temperature is monitored is selected to provide meaningful information on the fuel temperature at that time.
它可在燃料儲存槽(1，若有的話)或引擎(3)前面 的燃料傳輸線路中測量。引擎(3)一般與按需要泵送燃料進入引擎(3)的燃料泵(未圖示)關連。該燃料經由燃料噴射器(未圖示)注入引擎。可在燃料泵之前，在燃料泵之後或用其他方式，以及在經由噴射器噴入引擎之前測量該溫度。 It can be in front of the fuel storage tank (1, if any) or the engine (3) Measured in the fuel transmission line. The engine (3) is typically associated with a fuel pump (not shown) that pumps fuel into the engine (3) as needed. The fuel is injected into the engine via a fuel injector (not shown). This temperature can be measured before the fuel pump, after the fuel pump or otherwise, and before being injected into the engine via the injector.
本申請案具體實施例的方法或系統可包括一控 制系統用以測量及控制燃料的溫度。該控制系統可為專屬燃料溫度控制系統，或一方面可用通用引擎操作控制系統控制該燃料溫度。該控制系統可包括有效控制燃料溫度從而黏度所需的任何組件及電路。具體化於控制系統的技術可為在電子產品及引擎之電子操作領域中眾所周知的任何類型。該控制系統可包括一電腦和用於操作該電腦的電腦軟體。該控制系統可包括一監視器用以提供關於燃料溫度及/或燃料黏度之資訊的視覺顯示。該電腦及相關設備可控制引擎操作的許多方面，以及視覺顯示器上也可呈現該等方面。該控制系統或電腦另外可允許使用者輸入使得使用者能夠設定要控制燃料溫度落在其內的溫度或溫度範圍。 使用者可用手設定以實現所欲黏度。替換地，這可參考所欲黏度範圍來預先建立。 The method or system of a specific embodiment of the present application may include a control The system is used to measure and control the temperature of the fuel. The control system can be a dedicated fuel temperature control system or, on the one hand, can be controlled by a general purpose engine operating control system. The control system can include any components and circuitry needed to effectively control fuel temperature and thus viscosity. The technology embodied in the control system can be of any type well known in the art of electronic operations of electronic products and engines. The control system can include a computer and computer software for operating the computer. The control system can include a monitor to provide a visual display of information regarding fuel temperature and/or fuel viscosity. The computer and related devices can control many aspects of engine operation, as well as visual display. The control system or computer may additionally allow user input to enable the user to set a temperature or temperature range within which to control the temperature of the fuel to fall. The user can set it by hand to achieve the desired viscosity. Alternatively, this can be pre-established with reference to the desired viscosity range.
在經由燃料噴射器(或數個)引導燃料進入引擎之前，可進行燃料溫度的控制，例如冷卻燃料。 Control of fuel temperature, such as cooling the fuel, may be performed prior to directing fuel into the engine via the fuel injector(s).
最好，從溫度控制點(例如，冷卻點)直到燃料引 進引擎，隔離燃料流動通過的通道及設備。隔離最好最小化在施加至燃料的任何溫度控制(例如，冷卻)之後的任何後續熱變化。例如，如果燃料在通過燃料泵泵送至引擎之前被冷卻，則可隔離該燃料泵以免在燃料引進引擎之前燃料有過多熱增益。在另一實施例中，如果在泵送之後以及在噴入引擎之前控制(冷卻)燃料溫度，則可隔離在控制階段(例如，冷卻階段)與燃料噴射器之間的燃料通道。為此目的，可隔離該等燃料噴射器組件直到燃料噴射器尖端。應瞭解，在與該引擎燃燒室密切關連的燃料噴射器尖端處，會影響燃料在進入引擎時的加熱，因此隔離在該區域的影響很小。 Preferably, from temperature control points (eg, cooling points) to fuel injection Enter the engine to isolate the passages and equipment through which the fuel flows. Isolation preferably minimizes any subsequent thermal changes after any temperature control (eg, cooling) applied to the fuel. For example, if the fuel is cooled before being pumped to the engine by the fuel pump, the fuel pump can be isolated to avoid excessive heat gain of the fuel prior to introduction of the fuel into the engine. In another embodiment, the fuel passage between the control phase (eg, the cooling phase) and the fuel injector may be isolated if the fuel temperature is controlled (cooled) after pumping and prior to injection into the engine. For this purpose, the fuel injector assemblies can be isolated up to the fuel injector tip. It will be appreciated that at the tip of the fuel injector that is closely associated with the combustion chamber of the engine, the heating of the fuel as it enters the engine is affected, so that the effect of isolation in this area is small.
在上文提到的共審查中之本人申請案中，有提供引擎操作模式的其他方面及描述。 In the above-mentioned co-censorship application, there are other aspects and descriptions that provide an engine operating mode.
進行一序列的實驗以估算甲醇-水混合物在-30至30℃之溫度範圍內的黏度。也做數個實驗以檢查甲醇及甲醇-水混合物在不鏽鋼球及圓盤之間以0至30℃滾動/滑動接觸的磨擦學測量值。外推結果以證明在零下溫度狀態下的性能。 A sequence of experiments was performed to estimate the viscosity of the methanol-water mixture over a temperature range of -30 to 30 °C. Several experiments were also performed to examine the frictional measurements of the rolling/sliding contact between the methanol and methanol-water mixture between the stainless steel balls and the disc at 0 to 30 °C. Extrapolate the results to demonstrate performance at sub-zero temperatures.
在此所檢查的磨擦學性質傳統上以斯特里貝克曲線(Stribeck curve)的形式呈現，在此給出為拽引速度或者是薄膜厚度之函數的磨擦係數，如圖2所示。磨擦行為常分成數個區。邊界潤滑區(boundary lubrication regime，或 邊界區，圖2中用「BL」指示)出現在接觸可忽略流體拽引時的慢速。在邊界潤滑區中，負載由接觸突點(contacting asperities)(高點)攜載以及取決於在分子級的表面及界面膜性質。在流體動力或彈性流體動力潤滑(EHL)區中，拽引厚度取決於黏度及拽引速度的潤滑劑膜以使固體表面完全分離。磨擦此時取決於接觸潤滑劑膜的黏度。在混合滑潤區(「混合」)，其係落在邊界潤滑區與EHL之間，邊界膜與蓬鬆潤滑劑扮演決定磨擦的角色。 The frictional properties examined here are traditionally presented in the form of a Stribeck curve, which is given here as the coefficient of friction or the coefficient of friction of the film thickness, as shown in Figure 2. Friction behavior is often divided into several zones. Boundary lubrication regime (or boundary lubrication regime, or The boundary zone, indicated by "BL" in Figure 2, appears to be slow when exposed to negligible fluid. In the boundary lubrication zone, the load is carried by contacting asperities (high points) and depends on the surface and interfacial film properties at the molecular level. In the hydrodynamic or elastic hydrodynamic lubrication (EHL) zone, the thickness of the lubricant depends on the viscosity and the speed of the lubricant film to completely separate the solid surface. The friction at this time depends on the viscosity of the contact lubricant film. In the mixed lubrication zone ("mixing"), which is tied between the boundary lubrication zone and the EHL, the boundary film and the fluffy lubricant act to determine the friction.
用試劑等級甲醇(ACI Labscan，純度99.9%)與RO水(逆滲透純水)以50：50、30：70、20：80、10：90及0：100按重量的水：甲醇比例製備甲醇/水混合物。 Prepare methanol with reagent grade methanol (ACI Labscan, purity 99.9%) and RO water (reverse osmosis pure water) at a ratio of water:methanol of 50:50, 30:70, 20:80, 10:90 and 0:100 by weight / water mixture.
試驗用應變控制型先進流變擴展系統系統(ARES)進行，其係使用直徑50mm的平行板以及0.1毫米的間隙。根據Davies G.A.,J.R.Stokes概述於Journal of Rheology 49(4)，919-922(2005)的‘On the gap error in parallel plate rheometry that arises from the presence of air when zeroing the gap’以及Kravchuk O,Stokes JR概述於Journal of Rheology，57，365-375(2012)的‘Review of algorithms for estimating the gap error correction in narrow gap parallel plate rheology’的程序，針對25±10微米的間隙誤差，調整原始測量值；這涉及由流變儀產生的數值乘上 1.25。藉由包圍用氮冷卻之試驗件的熱室蒸煮一批液體N2來控制溫度。溫度準確度為±1℃。 The test was carried out using a strain-controlled advanced rheological expansion system (ARES) using parallel plates of 50 mm diameter and a gap of 0.1 mm. According to Davies GA, JRStokes is outlined in Journal of Rheology 49(4), 919-922 (2005), 'On the gap error in parallel plate rheometry that arises from the presence of air when zeroing the gap' and Kravchuk O, Stokes JR The procedure of 'Review of algorithms for estimating the gap error correction in narrow gap parallel plate rheology' is summarized in Journal of Rheology, 57, 365-375 (2012), and the original measurement is adjusted for a gap error of 25 ± 10 μm; Multiplied by the value produced by the rheometer 1.25. The temperature was controlled by cooking a batch of liquid N2 in a hot chamber surrounding the test piece cooled with nitrogen. Temperature accuracy is ±1 °C.
進行數個穩定剪力試驗。初始純甲醇以1至10000秒-1之剪切速率(shear rate)拂掠顯示樣本為Newtonian，但是以低剪切速率產生的扭矩低於流變儀建議用以準確測量的最小值。因此其他實驗選擇1000秒-1的單一剪切速率。 Several stable shear tests were performed. The initial pure methanol was swept at a shear rate of 1 to 10000 sec - 1 to show the sample as Newtonian, but the torque produced at the low shear rate was lower than the minimum recommended by the rheometer for accurate measurement. Therefore, other experiments chose a single shear rate of 1000 sec -1 .
每個樣本分成三份以-30℃、-15℃、0℃、15℃及30℃試驗。黏度測量值的誤差約為±10%。 Each sample was tested in three portions at -30 ° C, -15 ° C, 0 ° C, 15 ° C, and 30 ° C. The error in the viscosity measurement is approximately ±10%.
用裝上不鏽鋼接觸件(參考圖2b)的球對盤磨擦計(ball-on-disc tribometer，MTM2，PCS儀器公司，英國倫敦)特徵化選定甲醇-水系統的磨擦學性質。測量隨著拽引速度U而改變的磨擦力Ff，拽引速度U定義為球與盤的平均表面速度，U=(U球+U盤)/2，範圍以對數為間隔在1至3000毫米/秒之間。重覆6次以交替升降拽引速度的方式實施測量。對於所有試驗，1牛頓的正常負載(W)施加於球上以及50%的滑滾比例(SRR)用來賦予滑動及滾動運動，在此SRR=|U球-U盤|/U。磨擦係數(p)的計算為磨擦力除以外加負載(p=Ff/W)。磨擦與磨損相關；兩者為移動表面之實體接觸的產物。由於所有試驗都是相同的實體材料，在邊界混合區的磨擦係數在此被視為‘磨損’的指標；亦即，低磨擦係數通常對應至較低的磨損速率(參考：Pearson SR，Shipway PH，Abere JO，Hewitt RAA發表於Wear,303,622-31(2013) 的‘The effect of temperature on wear and friction of a high strength steel in fretting’)。 The abrasive properties of the selected methanol-water system were characterized using a ball-on-disc tribometer (MTM2, PCS Instruments, London, UK) fitted with stainless steel contacts (see Figure 2b). Measuring the frictional force Ff that varies with the indexing velocity U, the indexing velocity U is defined as the average surface velocity of the ball and the disk, U = (U ball + U disk ) / 2, and the range is between 1 and 3000 mm at logarithmic intervals. / sec. The measurement was carried out in a manner of repeating the lifting and lowering speeds six times. For all tests, a normal load (W) of 1 Newton was applied to the ball and a 50% slip ratio (SRR) was used to impart sliding and rolling motion, where SRR = |U ball - U disk | / U. The friction coefficient (p) is calculated by adding a load (p=Ff/W) in addition to the frictional force. Friction is related to wear; both are products of physical contact of moving surfaces. Since all tests are of the same solid material, the coefficient of friction in the boundary mixing zone is here considered an indicator of 'wear'; that is, the low friction coefficient usually corresponds to a lower wear rate (Reference: Pearson SR, Shipway PH , Abere JO, Hewitt RAA, published in Wear, 303, 622-31 (2013) 'The effect of temperature on wear and friction of a high strength steel in fretting').
用矽氧樹脂油溫度槽(DC30-K20，Haake)以4℃的最小穩定潤滑劑溫度使該等潤滑劑保持在所欲試驗溫度。樣本以4℃、15℃及30℃產生一式二份的磨擦學資料。 The lubricants were maintained at the desired test temperature with a silicone resin temperature bath (DC30-K20, Haake) at a minimum stable lubricant temperature of 4 °C. Samples were prepared in duplicate at 4 ° C, 15 ° C and 30 ° C.
在試驗前，在異辛烷中用超音波振盪(ultra-sonication)清潔不鏽鋼接觸件以移除保護塗層，接著是在異丙醇中進行超音波振盪。然後，乾燥該等表面以及裝上磨擦計做試驗。 Prior to testing, the stainless steel contacts were cleaned with ultra-sonication in isooctane to remove the protective coating, followed by ultrasonic oscillations in isopropanol. The surfaces were then dried and loaded with a rubbing meter for testing.
表1提供平均測得黏度，單位mPas。複製品的標準差約為5%。表1顯示30℃的測得黏度與文獻值類似(文獻值可在S Z Mikhail與W R Kimel發表於Journal of Chemical Engineering data,6,533(1961)以及H Kubota等人發表於The review of physical chemistry of Japan,49,59(1979)找到)。黏度隨著溫度及甲醇含量的變動圖示於圖3。直線為經驗擬合；(a)黏度與水(反之，甲醇)在每個溫度的濃度呈線性關係，以及(b)黏度與每個水(反之，甲醇)濃度的溫度呈指數關係。應注意，在表中以「甲醇%」表示時，其餘是水，因此是表示增加水含量(以及減少甲醇含量)對於黏度測量值的影響。 Table 1 provides the average measured viscosity in mPas. The standard deviation of the replicates is approximately 5%. Table 1 shows that the measured viscosity at 30 ° C is similar to the literature values (literature values are available in SZ Mikhail and WR Kimel in Journal of Chemical Engineering data, 6, 533 (1961) and H Kubota et al. in The review of physical chemistry of Japan, 49, 59 (1979) found). The variation of viscosity with temperature and methanol content is shown in Figure 3. The straight line is an empirical fit; (a) the viscosity is linear with water (instead, methanol) at each temperature concentration, and (b) the viscosity is exponentially related to the temperature of each water (or vice versa, methanol) concentration. It should be noted that when expressed in the table as "methanol%", the balance is water, thus indicating the effect of increasing the water content (and reducing the methanol content) on the viscosity measurement.
表2提供在選定甲醇-水系統的數種狀態下測得 的磨擦係數。選定甲醇-水系統的磨擦學性質以斯特里貝克曲線的傳統形式圖示於圖4；亦即，磨擦係數圖示成速度或速度-黏度之乘積的函數。(參考：Bongaerts J.H.H.,K.Fourtouni,J.R.Stokes發表於Tribology International,40(10-12),1531-1542(2007)的‘Soft-Tribology：lubrication in a compliant PDMS-PDMS contact’)。原始資料，磨擦係數為拽引速度的函數，圖示於上面的曲線圖。 Table 2 provides measurements in several states of the selected methanol-water system. Friction coefficient. The frictional properties of the selected methanol-water system are illustrated in Figure 4 in the conventional form of the Streibeck curve; that is, the coefficient of friction is illustrated as a function of the product of velocity or velocity-viscosity. (Reference: Bongaerts J.H.H., K. Fourtouni, J.R. Stokes, "Soft-Tribology: Lubrication in a compliant PDMS-PDMS contact", Tribology International, 40 (10-12), 1531-1542 (2007). The raw data, the friction coefficient is a function of the velocity of the squeezing, shown in the above graph.
得到在邊界及混合區的所有測量值(參考上文的 介紹)，以及不觀測在試驗狀態下的全薄膜流體動力潤滑，因為流體的黏度低。由於流體動力學在混合及全薄膜潤滑區中發揮作用，拽引速度乘以黏度以制定斯特里貝克曲線，如圖4所示。當這樣做時，在由於黏度造成的曲線差異時，數條斯特里貝克曲線重疊。 Get all measurements in the boundary and mixed zone (refer to the above Introduction), as well as full film hydrodynamic lubrication in the test state, because the viscosity of the fluid is low. Since fluid dynamics play a role in the mixing and full film lubrication zone, the enthalpy velocity is multiplied by the viscosity to develop the Strebeck curve, as shown in Figure 4. When doing so, several Strybeck curves overlap when the curve is due to viscosity.
觀察到，100%甲醇提供優異的邊界潤滑膜，以 及磨擦係數隨著溫度增加而減少。在對相同的表面進行後續試驗時，它也不會大幅改變，顯示該膜是穩定的而且磨損痕跡(wear track)不太可能隨著試驗而改變。 It was observed that 100% methanol provides an excellent boundary lubrication film to And the friction coefficient decreases as the temperature increases. When the same surface was subjected to subsequent tests, it did not change significantly, indicating that the film was stable and the wear track was unlikely to change with the test.
50%及70%甲醇(亦即，各有50%水及30%水)在 4℃觀察到同樣低的邊界磨擦，以及潤滑在混合區增強由於有較高的黏度(相較於100%甲醇，速度大於100毫米/秒有較低的磨擦)。 50% and 70% methanol (ie 50% water and 30% water each) The same low boundary friction was observed at 4 ° C, and the lubrication was enhanced in the mixing zone due to the higher viscosity (lower friction than the 100% methanol, speed greater than 100 mm / sec).
沒有直接測量在零下溫度的磨擦。因此，為了估
計回應，假設甲醇-水混合物在零下溫度的斯特里貝克曲線與在4℃的相同。圖5只圖示每個甲醇溶液在4℃的斯特
里貝克曲線，它們緊密重疊而擬合成單一經驗關係式，詳列於下：
擬合曲線由下式給出：μb=0.15；B=400μN/m；n=1.73。用於流體動力區的數值為m=0.55及kHL=5.8 x 10-6，但是這些不完全配合，因為缺少流體動力區的資料。 The fitted curve is given by: μ b = 0.15; B = 400 μN/m; n = 1.73. The values for the hydrodynamic zone are m = 0.55 and k HL = 5.8 x 10 -6 , but these do not fully match because of the lack of information on the hydrodynamic zone.
因此，假定70%甲醇在-15℃及-30℃的黏度各自為5.2與8.0mPas，此經驗模型用來估計在500毫米/秒時黏度x速度各自等於2600及4000μN/m。由曲線圖估計磨擦係數各自等於0.006與0.003。進一步增加黏度，例如利用較低的甲醇濃度，會進一步降低磨擦係數直到顯示在此進入流體動力區的最小值。估計在(黏度x速度)約為10,000μN/m時進入流體動力區，在此μ約為0.001。 Therefore, assuming that the viscosity of 70% methanol at -15 ° C and -30 ° C is 5.2 and 8.0 mPas, respectively, this empirical model is used to estimate that the viscosity x speed at 500 mm / sec is equal to 2600 and 4000 μN / m, respectively. The friction coefficient was estimated from the graph to be equal to 0.006 and 0.003, respectively. Further increasing the viscosity, for example with a lower methanol concentration, further reduces the coefficient of friction until the minimum value of the fluid dynamic zone is shown here. It is estimated that when the (viscosity x velocity) is about 10,000 μN/m, the fluid dynamic zone is entered, where μ is about 0.001.
關於表2，應注意，100%甲醇的磨擦係數(混合 區)在溫度條件遞減下保持相對穩定(在30℃它為0.07，以及在溫度減少時大約維持在此位準(0.05及0.06))。反之，甲醇燃料組合物包含30%的水(70%的甲醇)，結合溫度下降，導致磨擦係數由0.15降到0.08(在15℃)然後在4℃降到0.02。(也參考圖6)。增加基於甲醇之燃料的水含量，結合減少溫度，導致磨擦係數減少。根據示於圖5的結果預料進一步減少溫度可引起磨擦係數進一步減少(與燃料黏度增加符合)。 Regarding Table 2, it should be noted that the friction coefficient of 100% methanol (mixed Zone) remains relatively stable under declining temperature conditions (it is 0.07 at 30 °C and approximately at this level (0.05 and 0.06) as temperature decreases). Conversely, the methanol fuel composition contained 30% water (70% methanol) and the combined temperature decreased, resulting in a reduction in the coefficient of friction from 0.15 to 0.08 (at 15 ° C) and then to 0.02 at 4 ° C. (See also Figure 6). Increasing the water content of the methanol-based fuel, combined with reducing the temperature, results in a reduction in the coefficient of friction. According to the results shown in Fig. 5, it is expected that further reduction in temperature may cause a further reduction in the friction coefficient (in accordance with the increase in fuel viscosity).
圖6以不同方式圖示圖5的資料。此曲線圖展示 許多原理。首先，應注意，儘管甲醇：水之70：30混合物的磨擦係數在12℃以上的溫度高於100%甲醇，然而在甲醇：水混合物冷卻到+15℃以下時，磨擦係數會相當明顯地下降。100%甲醇的線梯度相當平坦。反之，70：30甲醇：水混合物的線梯度在約15℃與-15℃之間改變。一旦溫度降到12℃以下，此梯度下降在控制燃料混合物的磨擦係數方面提供顯著的效益。然後，這兩條線的梯度在-20℃以下的溫度回到各自的線，然而甲醇：水混合物仍然保有低於100%甲醇的磨擦係數。 Figure 6 illustrates the material of Figure 5 in a different manner. This graph shows Many principles. First of all, it should be noted that although the friction coefficient of the methanol:water 70:30 mixture is higher than 100% methanol above 12 °C, the friction coefficient will drop considerably when the methanol:water mixture is cooled below +15 °C. . The line gradient of 100% methanol is quite flat. Conversely, the line gradient of the 70:30 methanol:water mixture varied between about 15 °C and -15 °C. Once the temperature drops below 12 °C, this gradient drop provides a significant benefit in controlling the friction coefficient of the fuel mixture. The gradients of the two lines then return to their respective temperatures at temperatures below -20 °C, whereas the methanol:water mixture still retains a friction coefficient below 100% methanol.
據報導，傳統柴油燃料在40℃有1.6至3.4mPas 的黏度。在柴油送入引擎時的溫度，以及特別是通過穿過燃料噴射器的通路，柴油的黏度在確保無洩露上是很重要的，特別是在燃料噴射時避免由燃料噴射器尖端露到外面。藉由冷卻含水的甲醇燃料，黏度會減少且進入具有與傳統柴油燃料類似之性能所需的黏度範圍。 According to reports, traditional diesel fuel has 1.6 to 3.4 mPas at 40 °C. Viscosity. The temperature at which the diesel is fed into the engine, and particularly through the passage through the fuel injector, is important in ensuring that no leakage is present, particularly when fuel injection is prevented from being exposed to the outside of the fuel injector tip. By cooling the aqueous methanol fuel, the viscosity is reduced and enters the viscosity range required for properties similar to conventional diesel fuel.
Maru，M.M等人在Energy 69(2014)673-681提 出傳統柴油燃料各自在20及60℃的斯特里貝克曲線。條件與應用於此的不同，在於施加4N的負載而不是應用於此的1N負載，不過資訊仍然提供在較高溫度之柴油與在(例如，冷卻)溫度減少之甲醇-水燃料的有用比較。在邊界區中的磨擦係數在4N的負載下約為0.15。柴油燃料在20℃及60℃的黏度各自為3.33與1.47mPas。基於本文的圖7a，以500毫米/秒的速度而言，(黏度x速度)在20℃約為1500，導致磨擦係數約為0.1。 Maru, M.M, et al., Energy 69 (2014) 673-681 The traditional diesel fuels have a Strybeck curve of 20 and 60 ° C each. The conditions differ from those applied here in that a 4N load is applied instead of the 1N load applied thereto, but the information still provides a useful comparison of diesel at higher temperatures with methanol-water fuel at (eg, cooling) temperature reduction. The coefficient of friction in the boundary zone is about 0.15 at a load of 4N. The viscosity of diesel fuel at 20 ° C and 60 ° C is 3.33 and 1.47 mPas, respectively. Based on Figure 7a herein, at a speed of 500 mm/sec, (viscosity x speed) is about 1500 at 20 ° C, resulting in a friction coefficient of about 0.1.
在-30至30℃的溫度範圍測量甲醇-水混合物的黏度。已發現，黏度隨著甲醇-水混合物中之水濃度增加(增加水，或減少甲醇，導致黏度增加)而線性增加，以及隨著溫度減少而指數增加。 The viscosity of the methanol-water mixture was measured at a temperature range of -30 to 30 °C. It has been found that the viscosity increases linearly with increasing water concentration in the methanol-water mixture (increasing water, or decreasing methanol, resulting in increased viscosity) and exponentially increasing with decreasing temperature.
評估在低負載狀態下的磨擦係數。得到在4℃新鮮鋼面上之50及70%甲醇在邊界區有低磨擦係數，這表示該等混合物有潛力在低溫提供邊界膜。在混合潤滑區(速度大於100毫米/秒)，吾等觀察到越黏的混合物有較低的磨擦係數。 Evaluate the friction coefficient under low load conditions. It was found that 50 and 70% methanol on the fresh steel surface at 4 ° C had a low coefficient of friction in the boundary zone, indicating that the mixtures have the potential to provide a boundary film at low temperatures. In the mixed lubrication zone (speed greater than 100 mm/sec), we observed that the more viscous mixture had a lower coefficient of friction.
由於在黏度納入考慮時，甲醇的所有濃度坍縮到單一斯特里貝克曲線上，「主曲線」已用來合計在零下溫度的磨擦係數。以500毫米/秒的速度而言，估計70%甲醇的磨擦係數在-15℃與-30℃各自約為0.003與0.006。這表明甲醇-水的混合物在零下溫度能夠提供有效的潤滑。該等混 合物有高於100%甲醇的黏度表明在混合區可實現較低的磨擦以及有可能在混合區與磨擦最小之全薄膜區的交叉點附近操作。 Since all concentrations of methanol collapse to a single Streibeck curve when viscosity is taken into account, the "master curve" has been used to sum the friction coefficient at subzero temperatures. At a speed of 500 mm/sec, it is estimated that the coefficient of friction of 70% methanol is about 0.003 and 0.006 at -15 ° C and -30 ° C, respectively. This indicates that the methanol-water mixture provides effective lubrication at sub-zero temperatures. The mix The viscosity of the compound having greater than 100% methanol indicates that lower friction can be achieved in the mixing zone and it is possible to operate near the intersection of the mixing zone and the full film zone where friction is minimal.
應瞭解，熟諳本發明技藝者，可做出許多修改而不脫離本發明的精神及範疇。 It will be appreciated that many modifications may be made without departing from the spirit and scope of the invention.
1.一種方法用於操作壓縮點火引擎，該方法包括下列步驟：測量在引導包含甲醇及水之一燃料進入該壓縮點火引擎之該燃燒室之前，冷卻該燃料的溫度；以及在引導該燃料進入該壓縮點火引擎之該燃燒室之前，控制該燃料的溫度以控制該燃料的黏度. CLAIMS 1. A method for operating a compression ignition engine, the method comprising the steps of measuring a temperature at which a fuel comprising methanol and water is introduced into the combustion chamber of the compression ignition engine, and cooling the fuel; and directing the fuel into the combustion chamber Before compressing the combustion engine of the engine, controlling the temperature of the fuel to control the viscosity of the fuel.
2.如項目1所述之方法，其係包括：引導該燃料進入該壓縮點火引擎之該燃燒室，引導進氣進入該壓縮點火引擎之該燃燒室，以及點火該燃料/空氣混合物以藉此驅動該引擎。 2. The method of clause 1, comprising: directing the fuel into the combustion chamber of the compression ignition engine, directing intake air into the combustion chamber of the compression ignition engine, and igniting the fuel/air mixture to thereby Drive the engine.
3.如項目1或項目2所述之方法，其中該控制步驟包括：在引導該燃料進入該壓縮點火引擎的該燃燒室之前，改變該燃料之該溫度。 3. The method of item 1 or 2, wherein the controlling step comprises: changing the temperature of the fuel prior to directing the fuel into the combustion chamber of the compression ignition engine.
4.如項目1至項目3中之任一項所述的方法，其中該控制步驟包括：如果該測得溫度不在該燃料的一目標範圍內，改變該燃料之該溫度以使該燃料的該溫度進入目標溫度範圍。 4. The method of any one of clauses 1 to 3, wherein the controlling step comprises: if the measured temperature is not within a target range of the fuel, changing the temperature of the fuel to cause the fuel to The temperature enters the target temperature range.
5.如項目1至項目3中之任一項所述的方法，其中控制 該溫度的步驟包括：在引導該燃料進入該壓縮點火引擎的該燃燒室之前，冷卻該燃料。 5. The method of any one of items 1 to 3, wherein the controlling The step of temperature includes cooling the fuel prior to directing the fuel into the combustion chamber of the compression ignition engine.
6.一種方法用於操作壓縮點火引擎，該方法包括下列步驟：冷卻包含甲醇及水的一燃料，引導一進氣進入該引擎之該燃燒室，引導該冷卻燃料進入該引擎之該燃燒室，以及點火該燃料/空氣混合物以藉此驅動該引擎。 6. A method for operating a compression ignition engine, the method comprising the steps of: cooling a fuel comprising methanol and water, directing an intake air into the combustion chamber of the engine, directing the cooled fuel into the combustion chamber of the engine, And igniting the fuel/air mixture to thereby drive the engine.
7.如項目1至項目6中之任一項所述的方法，其係包括：通過溫度控制及/或水組合物控制來控制該燃料黏度以在燃料噴射處實現與一傳統柴油燃料類似的一黏度性能。 7. The method of any of clauses 1 to 6, comprising: controlling the fuel viscosity by temperature control and/or water composition control to achieve a similar fuel injection to a conventional diesel fuel. A viscosity performance.
8.如項目1至項目7中之任一項所述的方法，其係包括：控制該燃料於溫度在+15℃至-15℃之間時黏度落在1.0至18mPas的範圍內。 8. The method of any one of clauses 1 to 7, comprising: controlling the fuel to have a viscosity in the range of 1.0 to 18 mPas at a temperature between +15 ° C and -15 ° C.
9.如項目1至項目8中之任一項所述的方法，其係包括：在引進該引擎之前，控制該燃料之該溫度或冷卻該燃料至15℃或更少的溫度，最好至8℃或更少、6℃或更少、4℃或更少、2℃或更少、0℃或更少、-2℃或更少、-4℃或更少、-6℃或更少、-8℃或更少、-10℃或更少、-12℃或更少、-14℃或更少、-16℃或更少、-18℃或更少、或-20℃或更少的溫度。 9. The method of any one of clauses 1 to 8, comprising: controlling the temperature of the fuel or cooling the fuel to a temperature of 15 ° C or less, preferably to the temperature before introducing the engine, preferably to 8 ° C or less, 6 ° C or less, 4 ° C or less, 2 ° C or less, 0 ° C or less, -2 ° C or less, -4 ° C or less, -6 ° C or less , -8 ° C or less, -10 ° C or less, -12 ° C or less, -14 ° C or less, -16 ° C or less, -18 ° C or less, or -20 ° C or less temperature.
10.如項目1至項目9中之任一項所述的方法，其係包括：在引進引擎之前，冷卻該燃料至少2℃，最好至少3℃， 至少4℃、至少5℃、至少6℃、至少7℃、至少8℃、至少9℃、至少10℃、至少11℃、至少12℃、至少13℃、至少14℃、至少15℃、至少20℃、至少25℃、至少30℃、至少40℃、至少50℃、或至少60℃、或更多。 The method of any one of items 1 to 9, comprising: cooling the fuel at least 2 ° C, preferably at least 3 ° C, prior to introducing the engine, At least 4 ° C, at least 5 ° C, at least 6 ° C, at least 7 ° C, at least 8 ° C, at least 9 ° C, at least 10 ° C, at least 11 ° C, at least 12 ° C, at least 13 ° C, at least 14 ° C, at least 15 ° C, at least 20 °C, at least 25 ° C, at least 30 ° C, at least 40 ° C, at least 50 ° C, or at least 60 ° C, or more.
11.如項目1至項目10中之任一項所述的方法，其更包括：用包含一點火增強劑的一燻蒸劑燻蒸該進氣，及/或預熱該進氣。 11. The method of any of clauses 1 to 10, further comprising: fumigation of the intake with a fumigant comprising an ignition enhancer, and/or preheating the intake.
12.如項目11所述之方法，其中該進氣用包含二甲醚的一燻蒸劑燻蒸作為該點火增強劑。 12. The method of item 11, wherein the gas is fumigated with a fumigant comprising dimethyl ether as the ignition enhancer.
13.如以上所有項目中之任一項所述的方法，其更包括：處理引擎排氣以從該引擎回收排氣熱及/或水，以及重定向該熱及/或水供進一步使用。 The method of any of the preceding items, further comprising: treating engine exhaust to recover exhaust heat and/or water from the engine, and redirecting the heat and/or water for further use.
14.如項目13所述之方法，其中來自該引擎排氣的熱用來冷卻該燃料。 14. The method of clause 13 wherein heat from the engine exhaust is used to cool the fuel.
15.如項目13或項目14所述之方法，其中來自該引擎排氣的熱用來加熱一熱水迴路。 The method of item 13 or 14, wherein the heat from the engine exhaust is used to heat a hot water circuit.
16.一種系統，其係包括：一壓縮點火引擎；以及一控制系統用以在引導一燃料進入該壓縮點火引擎之前測量該燃料之溫度以及在測量後和在引導該燃料進入該壓縮點火引擎之前調整該燃料之該溫度。 16. A system comprising: a compression ignition engine; and a control system for measuring a temperature of the fuel prior to directing a fuel into the compression ignition engine and after measuring and before directing the fuel into the compression ignition engine The temperature of the fuel is adjusted.
17.如項目16所述之系統，其係包括一冷卻系統。 17. The system of item 16, comprising a cooling system.
18.如項目16或項目17所述之系統，其係包括一燃料儲存單元。 18. The system of item 16 or item 17, comprising a fuel storage unit.
19.如項目16所述之系統，其中如果該燃料溫度在對應至該燃料之一目標黏度範圍的一預設範圍外，該控制系統操作以冷卻該燃料。 19. The system of clause 16, wherein the control system operates to cool the fuel if the fuel temperature is outside a predetermined range corresponding to a target viscosity range of the fuel.
20.一種系統，其係包括：一燃料儲存單元；一壓縮點火引擎；以及一冷卻系統經定位成，在來自該燃料儲存單元的燃料引進該壓縮點火引擎之前，可冷卻該燃料。 20. A system comprising: a fuel storage unit; a compression ignition engine; and a cooling system positioned to cool the fuel from the fuel storage unit prior to introduction of the compression ignition engine.
21.如項目20所述之系統，其中該冷卻系統位於在該燃料儲存單元與該壓縮點火引擎之間的一流體通路中，使得在操作時，該冷卻系統在來自該燃料箱的燃料被引進該壓縮點火引擎之前冷卻該燃料。 21. The system of clause 20, wherein the cooling system is located in a fluid path between the fuel storage unit and the compression ignition engine such that, in operation, the cooling system is introduced in fuel from the fuel tank The compression ignition engine previously cools the fuel.
22.如項目20或項目21所述之系統，其係包括：一熱交換器用於傳遞來自離開該壓縮點火引擎之排氣的熱供二次利用；以及一水凝結器用以從該排氣回收水。 22. The system of item 20 or 21, comprising: a heat exchanger for transferring heat from the exhaust gas exiting the compression ignition engine for secondary use; and a water condenser for recovering from the exhaust gas water.
23.如項目22所述之系統，其中該二次利用在該冷卻系統的操作中是要冷卻該燃料。 23. The system of item 22, wherein the secondary utilization is to cool the fuel during operation of the cooling system.
24.如項目22所述之系統，其中該二次利用係加熱在一熱水迴路中的水。 The system of item 22, wherein the secondary utilization is to heat water in a hot water circuit.
25.如項目20至項目24中之任一項所述的系統，其係包括一水回收系統用於回收該水凝結器所回收的水供用作引進該壓縮點火引擎的該燃料之一組份，用於灌溉，用於飲水供應系統，或用於前述用途的組合。 The system of any one of items 20 to 24, comprising a water recovery system for recovering water recovered by the water condenser for use as a component of the fuel for introducing the compression ignition engine For irrigation, for drinking water supply systems, or for combinations of the aforementioned uses.
26.一種溫度調整用途能在引導包含甲醇及水之一燃料進入一壓縮點火引擎之前修改該燃料的黏度。 26. A temperature adjustment application capable of modifying the viscosity of a fuel prior to directing one of methanol and water into a compression ignition engine.
27.如項目26所述之用途，其中該溫度調整為冷卻。 27. The use of item 26, wherein the temperature is adjusted to be cooled.
28.一種動力產生方法，其係包括下列步驟：冷卻包含甲醇及水的一燃料，在一壓縮點火引擎中點火該冷卻燃料以及運行該壓縮點火引擎以產生動力；處理引擎排氣以從該引擎回收排氣熱及/或水，以及；重定向該熱及/或水供進一步使用。 28. A method of power generation, comprising the steps of: cooling a fuel comprising methanol and water, igniting the cooled fuel in a compression ignition engine, and operating the compression ignition engine to generate power; processing engine exhaust to extract from the engine Recovering exhaust heat and/or water, and redirecting the heat and/or water for further use.
29.如項目24所述之動力產生方法，其係包括下列步驟：預熱該壓縮點火引擎的一進氣氣流，及/或用一點火增強劑點火該進氣氣流。 29. The method of generating power of item 24, comprising the steps of: preheating an intake air stream of the compression ignition engine, and/or igniting the intake air stream with an ignition enhancer.
1‧‧‧燃料儲存單元 1‧‧‧fuel storage unit
2‧‧‧冷卻系統/冷凝器 2‧‧‧Cooling system/condenser
3‧‧‧壓縮點火引擎 3‧‧‧Compressed ignition engine
4‧‧‧觸媒反應器 4‧‧‧catalyst reactor
11‧‧‧甲醇水燃料 11‧‧‧Methanol water fuel
12‧‧‧冷卻燃料 12‧‧‧Cooling fuel
13‧‧‧進氣氣流 13‧‧‧Intake airflow
14‧‧‧燻蒸劑 14‧‧‧fumigant
22‧‧‧排氣 22‧‧‧Exhaust
28‧‧‧組份 28‧‧‧ components
34‧‧‧排氣處理 34‧‧‧Exhaust treatment
Claims (23)
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| AU2013904056A AU2013904056A0 (en) | 2013-10-21 | Engine operation for viscosity control |
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| Publication Number | Publication Date |
|---|---|
| TW201527635A true TW201527635A (en) | 2015-07-16 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| TW103136126A TW201527635A (en) | 2013-10-21 | 2014-10-20 | Engine operation for viscosity control |
Country Status (2)
| Country | Link |
|---|---|
| TW (1) | TW201527635A (en) |
| WO (1) | WO2015058241A1 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114635815B (en) * | 2022-04-01 | 2023-04-28 | 招商局重工(深圳)有限公司 | Methanol fuel supply system and control method thereof |
Family Cites Families (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4165720A (en) * | 1977-11-29 | 1979-08-28 | Barcak Joseph S | Fuel intake system for internal combustion engine |
| JPH0388957A (en) * | 1989-08-22 | 1991-04-15 | New Zealand Government | Fuel feeder and controller of compressed ignition engine |
| US5156114A (en) * | 1989-11-22 | 1992-10-20 | Gunnerman Rudolf W | Aqueous fuel for internal combustion engine and method of combustion |
| US5372115A (en) * | 1991-09-10 | 1994-12-13 | Detroit Diesel Corporation | Fuel system for methanol fueled diesel cycle internal combustion engine |
| US5816228A (en) * | 1997-02-19 | 1998-10-06 | Avl Powertrain Engineering, Inc. | Fuel injection system for clean low viscosity fuels |
| DE19828772B4 (en) * | 1998-06-27 | 2005-11-24 | Man B & W Diesel A/S | Internal combustion engine |
| RU2205861C1 (en) * | 1999-07-01 | 2003-06-10 | Хальдор Топсёэ А/С | Continuous dehydration of alcohol into ether and water for use as diesel engine fuel |
| JP5515717B2 (en) * | 2009-12-17 | 2014-06-11 | スズキ株式会社 | Fuel cooling system for diesel engine vehicles |
| WO2011088830A1 (en) * | 2010-01-25 | 2011-07-28 | York Industries International Hk. Ltd | Dual fuel supply system, methods for switching between different fuel types and method for retro-fitting a heavy fuel system |
| RU2565062C2 (en) * | 2010-03-31 | 2015-10-20 | Хальдор Топсеэ А/С | Diesel fuel composition based on diethyl ether |
| SG10201402600PA (en) * | 2010-11-25 | 2014-10-30 | Gane Energy & Resources Pty Ltd | Pre-fuel transportation methods and compositions |
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2014
- 2014-10-20 TW TW103136126A patent/TW201527635A/en unknown
- 2014-10-21 WO PCT/AU2014/000997 patent/WO2015058241A1/en active Application Filing
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| WO2015058241A1 (en) | 2015-04-30 |
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