TWI616523B - Process for powering a compression ignition engine and fuel therefor - Google Patents

Abstract

本發明提供一種柴油引擎燃料組成物，其包含：- 甲醇，其程度係該燃料的至少20重量%；- 水，其程度係該燃料的至少20重量%；- 水對甲醇之比率在20：80至80：20間；- 水與甲醇的總量係該燃料組成物之至少60重量%；及- 一種以上的添加劑，其總量係該燃料的至少0.1重量%，其中氯化鈉(若存在作為添加劑時)程度係在該燃料之0至0.5重量%間，及香料劑(flavourant)(若存在作為添加劑時)程度係在該組成物之0至1.5重量%間。 The present invention provides a diesel engine fuel composition comprising: - methanol to a degree of at least 20% by weight of the fuel; - water to a degree of at least 20% by weight of the fuel; - water to methanol ratio of 20: 80 to 80:20; - the total amount of water and methanol is at least 60% by weight of the fuel composition; and - one or more additives, the total amount of which is at least 0.1% by weight of the fuel, wherein sodium chloride The degree of presence as an additive is between 0 and 0.5% by weight of the fuel, and the degree of flavourant (if present as an additive) is between 0 and 1.5% by weight of the composition.

亦提供一種使用包含甲醇及水的燃料來發動壓縮點火引擎的方法，包括預熱進氣；及相關的系統；及該燃料組成物之用途。 A method of using a fuel comprising methanol and water to launch a compression ignition engine, including preheating intake air; and associated systems; and the use of the fuel composition is also provided.

Description

用於發動壓縮點火引擎的方法及該方法之燃料 Method for launching a compression ignition engine and fuel for the same 發明領域 Field of invention

本發明係關於一種用於發動壓縮點火型內燃機的新型燃料組成物及方法。 The present invention relates to a novel fuel composition and method for launching a compression ignition type internal combustion engine.

本申請案主張澳洲(Australian)專利申請案AU 2010905226及AU 2010905225的優先權。本申請案亦與發表名稱”用於發動壓縮點火引擎的燃料及方法”之國際申請案相關，其由相同申請人同日提出具有共同的優先權主張。該相關國際申請案的專利說明書於此以參考方式併入本文。 The present application claims priority to the Australian patent applications AU 2010905226 and AU 2010905225. This application is also related to the international application entitled "Fuel and Method for Launching a Compression Ignition Engine", which is claimed by the same applicant on the same day. The patent specification of this related international application is incorporated herein by reference.

發明背景 Background of the invention

主要由於對結合低生產成本與寬可用度的”乾淨”排放物燃料之需求所驅使而尋求習知化石燃料的燃料代用品。更要注意的是燃料排放物對環境的衝擊。對替代性燃料的研究集中在將減少由燃料燃燒所產生的微粒物質與氧化物量之燃料，和將減少未燃燒的燃料及CO₂排放及燃燒的其它產物之燃料。 Fuel substitutes for conventional fossil fuels are sought primarily driven by the need to combine low production costs with wide availability of "clean" emissions fuels. More attention should be paid to the impact of fuel emissions on the environment. Study focused on alternative fuel produced by the fuel combustion to reduce the particulate matter and the oxides amounts of fuel, and to reduce unburned fuel, and other products of the CO ₂ emissions and combustion of the fuel.

將環境友善的燃料組成物用於運輸應用之意圖已集中在乙醇上。生物材料(諸如有機植物物質)可轉換成乙醇，及由此方法所製造的乙醇已經使用作為火花點火引擎用之燃料的部分置換。雖然此減低燃料對不可更新資源的依賴，但在整體觀念上，藉由將這些燃料使用在引擎中所引起之環境結果並未實質上改善，其中較乾淨的燃燒將由此燃料 持續使用在較低效率的火花點火引擎中而抵銷，且其負面環境衝擊係與產生燃料之能量、可耕種土地、肥料及灌溉水的使用相關。 The intention to use environmentally friendly fuel compositions for transportation applications has been concentrated on ethanol. Biomaterials, such as organic plant matter, can be converted to ethanol, and the ethanol produced by this method has been used as a partial replacement for fuels for spark ignition engines. Although this reduces fuel dependence on non-renewable resources, the overall environmental impact of using these fuels in the engine has not been substantially improved, with cleaner fuels being used for this fuel. Continued use is offset by a less efficient spark-ignition engine, and its negative environmental impact is associated with the use of fuel-generating energy, arable land, fertilizer, and irrigation water.

用以完全或部分置換傳統燃料的其它燃料代用品尚未變成廣泛使用。 Other fuel substitutes used to completely or partially replace conventional fuels have not yet become widely used.

以可更新的置換燃料完全置換傳統燃料(特別是用於壓縮點火引擎的燃料(柴油機燃料))的主要缺點係關於已察覺到之與此等燃料的低十六烷指數相關之問題。此等燃料呈現出的問題為要以有效率操作引擎所需要之方式來達成點火。 The main drawback of completely replacing conventional fuels with renewable replacement fuels, particularly for compression ignition engines (diesel fuels), is the problem associated with the perceived low cetane index of such fuels. The problem with these fuels is to achieve ignition in the manner required to operate the engine efficiently.

本申請人亦已認知到在某些偏遠場所或環境中，水為一種稀有資源，且在此場所中，對與捕獲水副產物而在地方社區中重複利用結合之發電(諸如經由柴油引擎發電)會有需求。此外，與架空傳輸線比較，經由液體運輸管移動大量能量為一種以最小視覺衝擊移動大量能量超過一段長的距離之長期存在與成本有效的技術。 The Applicant has also recognized that in some remote locations or environments, water is a scarce resource in which power generation combined with the capture of water by-products and reuse in local communities (such as power generation via diesel engines) There will be demand. Furthermore, moving a large amount of energy via a liquid transport tube is a long-lived and cost effective technique for moving large amounts of energy over a long distance with minimal visual impact compared to overhead transmission lines.

本申請人已亦認知到在某些場所中對捕獲在此工業方法中所產生的熱及重複利用於地方社區有需求。在某些例子中，此需求與捕獲水以重複利用的需求結合，參照上述。 The Applicant has also recognized the need to capture the heat generated in this industrial process and reuse it in local communities in certain locations. In some instances, this need is combined with the need to capture water for reuse, as described above.

總而言之，對使用於內燃機的替代性燃料有持續性需求。可減少排放物的燃料是有興趣的，特別是，若在燃料效率及/或引擎性能上沒有主要的負面衝擊而獲得改善的排放曲線時。對能夠使用包含習慣上認為不合適於使用在此應用的組分之柴油機置換燃料，讓此引擎運轉之發動壓 縮點火引擎的方法亦有需求。對適合於使用在偏遠場所或在環境敏感的環境(諸如在高緯度海洋環境中，特別在港口區域中，就排放物而論)或其它區域(諸如偏遠乾燥但是冷的內陸區域)中，能最大化利用該引擎操作的全部副產物(包括例如熱及水副產物)之柴油引擎燃料及引擎操作方法有額外的需求。這些目標以儘可能些微地損失燃料效率及引擎性能來解決為較佳。 In summary, there is a continuing need for alternative fuels for use in internal combustion engines. Fuels that reduce emissions are of interest, especially if there is no major negative impact on fuel efficiency and/or engine performance to obtain an improved emission curve. The ability to use this engine to replace fuel with a diesel engine that is customarily considered unsuitable for use in the application of this application There is also a need to reduce the ignition engine. Suitable for use in remote locations or in environmentally sensitive environments (such as in high latitude marine environments, particularly in port areas, as far as emissions are concerned) or other areas (such as remote dry but cold inland areas) There is an additional need to maximize the use of diesel engine fuels and engine operating methods that utilize all of the by-products of the engine operation, including, for example, heat and water by-products. These goals are best addressed by minimizing fuel efficiency and engine performance.

發明概要 Summary of invention

根據本發明，有提供一種柴油引擎燃料組成物，其包含：- 甲醇，其程度係該燃料的至少20重量%；- 水，其程度係該燃料的至少20重量%；- 水對甲醇之比率係在20：80至80：20間；- 水與甲醇的總量係該燃料組成物的至少60重量%；及- 一或多種添加劑，其總量係該燃料的至少0.1重量%，其中氯化鈉的程度(若存在作為添加劑時)係在該燃料之0至0.5重量%間，及香料劑的程度(若存在作為添加劑時)係在該組成物之0至1.5重量%間。 According to the present invention, there is provided a diesel engine fuel composition comprising: - methanol to a degree of at least 20% by weight of the fuel; - water to a degree of at least 20% by weight of the fuel; - water to methanol ratio Between 20:80 and 80:20; - the total amount of water and methanol is at least 60% by weight of the fuel composition; and - one or more additives, the total amount of which is at least 0.1% by weight of the fuel, wherein chlorine The degree of sodiumation (if present as an additive) is between 0 and 0.5% by weight of the fuel, and the degree of perfume (if present as an additive) is between 0 and 1.5% by weight of the composition.

根據本發明，亦有提供一種使用包含甲醇及水的燃料來發動壓縮點火引擎之方法，其包括：預熱一進氣流，將該經預熱的空氣引進引擎的燃燒室中及壓縮該經預熱的空氣；及將燃料引進該燃燒室及點火該燃料/空氣混合物以驅動引擎。 According to the present invention, there is also provided a method of launching a compression ignition engine using a fuel comprising methanol and water, comprising: preheating an intake air stream, introducing the preheated air into a combustion chamber of the engine, and compressing the Preheating air; and introducing fuel into the combustion chamber and igniting the fuel/air mixture to drive the engine.

本發明可根據於此描述的方法，藉由消除對製造高純度組分及副產物組分之需求，藉由接受此等組分之摻合物進入燃料中而產生簡單化及較低的燃料製造成本與減低的環境衝擊。成本及環境利益亦可來自將燃料使用在冷氣候中，因為該燃料的凝固點可容易地滿足任何可能遭遇到的低溫環境。 The present invention can produce simplified and lower fuels by accepting a blend of such components into the fuel in accordance with the methods described herein by eliminating the need to produce high purity components and by-product components. Manufacturing costs and reduced environmental impact. Cost and environmental benefits can also come from using the fuel in a cold climate because the freezing point of the fuel can easily meet any low temperature environment that may be encountered.

產生自該燃料燃燒的廢氣可包含低雜質，使得其非常合適於隨後的處理。至於一個實施例，CO₂可轉換回甲醇以直接減少溫室氣體CO₂，或可將高純度CO₂使用於有機生長(諸如藻類)而用於多種末端用途，包括甲醇製造、使用能量來源(其可包括可更新來源，包括太陽)。 The exhaust gas produced from the combustion of the fuel may contain low impurities making it very suitable for subsequent processing. As an example, CO ₂ can be converted back to methanol to directly reduce greenhouse gas CO ₂ , or high purity CO ₂ can be used for organic growth (such as algae) for a variety of end uses, including methanol production, use of energy sources (which Can include renewable sources, including the sun).

根據一個具體實例，該添加劑包含醚，其程度最高係該燃料的20重量%。該醚可為二甲基醚。 According to a specific example, the additive comprises an ether to the extent of 20% by weight of the fuel. The ether can be dimethyl ether.

在某些具體實例中，可回收在燃料燃燒期間所產生的水，此對水不足的偏遠區域來說為主要優點。在其它例子中，在柴油引擎之操作中所產生的熱可使用於當地區域加熱需求。此外，如下列描述的某些具體實例透過柴油引擎之操作提供發電系統，其可以合適的方法使用輸出該引擎的水及/或熱。 In some embodiments, water produced during combustion of the fuel can be recovered, which is a major advantage for remote areas where water is insufficient. In other examples, the heat generated in the operation of the diesel engine can be used for local area heating needs. Moreover, some specific examples as described below provide a power generation system through operation of a diesel engine that can use water and/or heat output from the engine in a suitable manner.

根據本發明，有進一步提供一種發電系統，其包括：使用甲醇-水燃料發動壓縮點火引擎來產生電力；預熱該壓縮點火引擎的進氣流及/或以點火增進劑燻蒸該進氣流；處理引擎廢氣以回收來自該引擎的廢熱及/或水；及 改變該熱及/或水的路程用於進一步使用。 According to the present invention, there is further provided a power generation system comprising: using a methanol-water fuel to launch a compression ignition engine to generate electric power; preheating an intake air flow of the compression ignition engine and/or fumigation the intake air flow with an ignition enhancer; Handling engine exhaust to recover waste heat and/or water from the engine; and The heat and/or water path is changed for further use.

在某些具體實例中，可將該熱及/或水再循環回引擎中用以重複利用。此外或額外地，可局部地改變該熱及/或水的路程用於別處使用。在一個實施例中，可透過熱水回路將熱供應至附近社區以提供該社區呈熱形式的能量，例如加熱家庭或商業房宅。在此實施例中，該引擎可使用於社區來產生電力，其可對偏遠社區特別有益。 In some embodiments, the heat and/or water can be recycled back to the engine for reuse. Additionally or additionally, the heat and/or water path may be locally altered for use elsewhere. In one embodiment, heat may be supplied to nearby communities through a hot water circuit to provide energy in the form of heat in the community, such as heating a home or commercial home. In this embodiment, the engine can be used in a community to generate electricity, which can be particularly beneficial to remote communities.

在其它具體實例中，該系統可適應於發動載具，包括軌道及海洋載具。在這些應用中，廢氣經處理以移除微粒物質，且回收熱及水用以重複利用在引擎中及用於其它如在軌道或海洋載具上所需要的用途。 In other embodiments, the system can be adapted to launch vehicles, including rails and marine vehicles. In these applications, the exhaust gases are treated to remove particulate matter and the heat and water are recovered for reuse in the engine and for other applications as required on rail or marine vehicles.

根據本發明，又進一步有提供一種運輸包含甲醇及醚的二部分前燃料組成物之方法，其包括將該前燃料從第一場所運輸至遠離該第一場所的第二場所，及分離醚與甲醇以產生一包含甲醇的第一燃料部分及一包含醚的第二燃料部分。 According to the present invention, there is still further provided a method of transporting a two-part pre-fuel composition comprising methanol and an ether, comprising transporting the pre-fuel from a first location to a second location remote from the first location, and separating ethers from Methanol produces a first fuel portion comprising methanol and a second fuel portion comprising ether.

根據本發明，仍然進一步有提供一種包含甲醇及最高10重量%醚的前燃料組成物。 According to the present invention, there is still further provided a pre-fuel composition comprising methanol and up to 10% by weight of ether.

根據本發明，又進一步有提供上述柴油機燃料組成物的用途，其係使用在上述的方法或發電系統中。 According to the present invention, there is still further provided the use of the above diesel fuel composition, which is used in the above method or power generation system.

圖式簡單說明 Simple illustration

現在，將藉由實施例與參照伴隨的圖形來描述本發明之具體實例，其中：第1圖係一根據本發明的具體實例之流程圖，其闡明用 於發動壓縮點火引擎的方法；第2圖係一曲線圖，其對三種主燃料組成物(100重量%甲醇、70重量%甲醇：30重量%水、及40重量%甲醇：60重量%水)，以欲燻蒸進引擎的二甲基醚(DME)(作為點火增進劑)之重量%(與該燃料的重量比較)對著該經壓縮的燃料/燻蒸劑/空氣混合物之溫度改變繪製。該圖係關於一種可使用來支撐在下列描述的點火增進技術之方法；第3A圖係一流程圖，其闡明一種用於發動壓縮點火引擎及處理引擎廢氣的方法，其中廢熱經由熱水回路使用作為分離的熱源；第3B圖係一類似於第3A圖的流程圖，但是排除燻蒸該引擎進氣之步驟；第4A圖係在第3A及3B圖的流程圖中之廢氣處理的更詳細圖；第4B圖係類似於第4A圖，但是沒有最後的廢空氣交換凝結器；第5A圖係一流程圖，其闡明用於發動壓縮點火引擎來驅動軌道載具及處理引擎廢氣的方法；第5B圖係一類似於第5A圖的流程圖，但是排除燻蒸該引擎進氣的步驟；第6A圖係一流程圖，其闡明用於發動壓縮點火引擎來驅動海洋載具及處理引擎廢氣的方法；第6B圖係一類似於第6A圖的流程圖，但是排除燻蒸該引擎進氣的步驟； 第7圖係一曲線圖，其闡明壓縮點火引擎伴隨著DME之燻蒸的制動熱效率，其使用在液相中包含不同的水量與一定量的甲醇、DME及DEE之燃料；第8圖係一曲線圖，其闡明一壓縮點火引擎的制動熱效率，其使用包含不同醚量作為點火增進劑的燃料且使用DME作為燻蒸劑；第9圖係一曲線圖，其闡明一壓縮點火引擎之NO廢氣輸出，其使用包含不同水量的燃料且使用DME作為燻蒸劑；第10圖係一在獲得實施例1的結果時所使用的測試設備之方法及測試儀器之圖式圖形；第11圖係一曲線圖，其闡明藉由增加在甲醇-水燃料中的水量來減少壓縮點火引擎之NO廢氣輸出。 Specific examples of the present invention will now be described by way of example and with reference to the accompanying drawings in which: FIG. 1 is a flow chart according to a specific example of the present invention A method for launching a compression ignition engine; Figure 2 is a graph for three main fuel compositions (100% by weight methanol, 70% by weight methanol: 30% by weight water, and 40% by weight methanol: 60% by weight water) The weight percent of dimethyl ether (DME) (as an ignition booster) to be fumigated into the engine (as compared to the weight of the fuel) is plotted against the temperature change of the compressed fuel/fumigant/air mixture. The figure is directed to a method that can be used to support the ignition enhancement techniques described below; FIG. 3A is a flow chart illustrating a method for launching a compression ignition engine and treating engine exhaust, wherein waste heat is used via a hot water circuit As a separate heat source; Figure 3B is a flow chart similar to Figure 3A, but excluding the step of fumigation of the engine intake; Figure 4A is a more detailed view of the exhaust gas treatment in the flow charts of Figures 3A and 3B Figure 4B is similar to Figure 4A, but without the final waste air exchange condenser; Figure 5A is a flow chart illustrating a method for launching a compression ignition engine to drive a rail vehicle and process engine exhaust; 5B is a flow chart similar to FIG. 5A, but excluding the step of fumigation of the engine intake; FIG. 6A is a flow chart illustrating a method for launching a compression ignition engine to drive a marine vehicle and process engine exhaust Figure 6B is a flow chart similar to Figure 6A, but excluding the step of fumigation of the engine intake; Figure 7 is a graph illustrating the brake thermal efficiency of a compression ignition engine with DME fumigation using fuels containing different amounts of water and a certain amount of methanol, DME and DEE in the liquid phase; Figure 8 is a curve Figure, which illustrates the braking thermal efficiency of a compression ignition engine using fuels containing different amounts of ether as ignition enhancers and using DME as a fumigant; Figure 9 is a graph illustrating the NO exhaust output of a compression ignition engine, It uses a fuel containing different amounts of water and uses DME as a fumigant; FIG. 10 is a diagram of a method of testing equipment and a test apparatus used in obtaining the results of Example 1; FIG. 11 is a graph, It clarifies that the NO exhaust output of the compression ignition engine is reduced by increasing the amount of water in the methanol-water fuel.

較佳實施例之詳細說明 Detailed description of the preferred embodiment

於此描述的燃料及方法合適於發動壓縮點火(CI)引擎。特別是，該燃料及方法最合適(但不限於)在低速度(諸如1000rpm或較低)下操作的CI引擎。該引擎速度甚至可為800rpm或較低，例如500rpm或較低。該引擎速度甚至可為300rpm或較低，例如150rpm或較低。 The fuels and methods described herein are suitable for launching a compression ignition (CI) engine. In particular, the fuel and method are most suitable (but not limited to) CI engines that operate at low speeds (such as 1000 rpm or lower). The engine speed can even be 800 rpm or lower, such as 500 rpm or lower. The engine speed can even be 300 rpm or lower, such as 150 rpm or lower.

因此，該燃料合適於較大的柴油引擎，諸如在船及火車上及在發電廠中操作的那些。在較大的CI引擎中，較慢的速度允許有足夠的時間讓所選擇的燃料組成物完成燃燒及足夠高百分比的燃料蒸發以達成有效率的操作。 Therefore, the fuel is suitable for larger diesel engines, such as those operating on boats and trains and in power plants. In larger CI engines, the slower speed allows sufficient time for the selected fuel composition to complete combustion and a sufficiently high percentage of fuel evaporation for efficient operation.

但是，要了解的是，於此描述之燃料及方法可使用來 操作以較高速度操作的較小CI引擎。事實上，初步測試工作係在以2000rpm及1000rpm操作的小CI引擎上進行，此闡明該燃料亦能發動此較高速度的引擎。在某些例子中，可調整以輔助該燃料及方法使用在較小(較高rpm)的CI引擎上，及這些的某些詳盡闡述在下列。 However, it is to be understood that the fuels and methods described herein can be used Operate a smaller CI engine that operates at a higher speed. In fact, the preliminary test work was performed on a small CI engine operating at 2000 rpm and 1000 rpm, which clarified that the fuel could also launch this higher speed engine. In some instances, the fuel and method can be adjusted to aid in the use of smaller (higher rpm) CI engines, and some of these are detailed below.

燃料組成物 Fuel composition

用於該方法的燃料組成物包括甲醇及水。該燃料係一種壓縮點火引擎燃料，也就是說，柴油引擎燃料。 The fuel composition used in the process includes methanol and water. The fuel is a compression ignition engine fuel, that is, a diesel engine fuel.

至今，甲醇尚未在壓縮點火引擎上發現商業應用。使用甲醇作為引擎燃料(純淨或經摻合)的缺點係強調其低十六烷指數，其範圍在3至5。此低十六烷指數使得甲醇難以在CI引擎中點火。摻合水與甲醇進一步減低該燃料的十六烷指數，使得該甲醇/水摻合物燃料之燃燒甚至更困難，因此，結合水與甲醇用於CI引擎之用途將被視為反直覺。水在燃料噴射後的效應為冷卻，因為水會被加熱及蒸發而進一步降低有效十六烷。 To date, methanol has not found commercial applications on compression ignition engines. The disadvantage of using methanol as an engine fuel (pure or blended) is to emphasize its low cetane index, which ranges from 3 to 5. This low cetane index makes it difficult to ignite methanol in the CI engine. Blending water with methanol further reduces the cetane index of the fuel, making the combustion of the methanol/water blend fuel even more difficult, so the use of combined water and methanol for the CI engine will be considered counter-intuitive. The effect of water after fuel injection is cooling because the water is heated and evaporated to further reduce the effective cetane.

但是，已發現甲醇-水燃料組合可以有效率的方式與較乾淨的廢氣排放使用在壓縮點火引擎中，其前提為引進引擎的燃燒室之進氣流經充分地預熱。在下列詳盡闡述的進一步因素亦促成最大化CI引擎使用此燃料的有效操作。至於二級測量，該進氣流可額外地以包含點火增進劑的燻蒸劑燻蒸。 However, it has been found that the methanol-water fuel combination can be used in a compression ignition engine in an efficient manner with cleaner exhaust emissions, provided that the intake air flowing into the combustion chamber of the engine is sufficiently warmed up. Further factors elaborated below also contribute to maximizing the efficient operation of the CI engine using this fuel. For secondary measurements, the feed stream may additionally be fumigated with a fumigant comprising an ignition enhancer.

該燃料可為均質燃料或單相燃料。該燃料典型非為一起包含分離的有機與乳化的水相之乳液燃料。因此，該燃 料可無乳化劑。藉由甲醇與水二者之雙溶解力性質輔助調節在燃料中的添加組分，此將能夠遍及可使用的多種水：甲醇比率而溶解較寬範圍的物質。 The fuel can be a homogeneous fuel or a single phase fuel. The fuel is typically not an emulsion fuel comprising a separate organic and emulsified aqueous phase together. Therefore, the burning The material can be free of emulsifiers. The dual solvency properties of both methanol and water assist in the adjustment of the added components in the fuel, which will enable the dissolution of a wide range of materials throughout the various water:methanol ratios that can be used.

已驚人地發現，可使用特別以甲醇及相對高水程度為主的新型燃料組成物作為用於壓縮點火引擎的燃料。該燃料可指為柴油機燃料。雖然先前已經描述出某些以甲醇及水為主的燃料組成物，但此包含高水程度的燃料型式尚未顯示出能操作壓縮點火引擎。特別是，含有水組分的甲醇燃料僅已描述使用作為加熱或烹調燃料，於此該燃料經燃燒以產生熱。應用至柴油引擎燃料的原理非常不同，因為該燃料必需在壓縮點火引擎中於壓縮下點火。可從甲醇及其它組分使用在烹調/加熱燃料中的參考資料搜集到非常些微的資料(若有的話)。但是，於此描述的技術讓於此描述的新型燃料能夠操作壓縮點火引擎。 It has been surprisingly found that new fuel compositions, particularly methanol and relatively high water levels, can be used as fuel for compression ignition engines. This fuel may be referred to as diesel fuel. Although certain methanol and water based fuel compositions have been previously described, this high fuel level fuel type has not been shown to operate a compression ignition engine. In particular, methanol fuels containing a water component have only been described for use as a heating or cooking fuel where the fuel is burned to generate heat. The principle of application to diesel engine fuel is very different because the fuel must be ignited under compression in a compression ignition engine. Very little information, if any, can be gathered from references using methanol and other components in cooking/heating fuels. However, the techniques described herein enable the novel fuels described herein to operate a compression ignition engine.

一種新型柴油機燃料組成物，其包含：- 甲醇，其程度係該燃料的至少20重量%；- 水，其程度係該燃料的至少20重量%；- 水對甲醇之比率係在20：80至80：20間；- 水與甲醇的總量係該燃料組成物之至少60重量%，諸如該燃料組成物的至少70%、至少80%或至少85重量%；及- 一或多種添加劑，其總量係該燃料的至少0.1重量%，其中氯化鈉的程度(若存在作為添加劑時)係在該燃料之0至0.5重量%間，及香料劑程度(若存在作為添加劑時)係在該組成物之0至1.5重量%間。 A novel diesel fuel composition comprising: - methanol to a degree of at least 20% by weight of the fuel; - water to a degree of at least 20% by weight of the fuel; - water to methanol ratio of 20: 80 to 80:20; - the total amount of water and methanol is at least 60% by weight of the fuel composition, such as at least 70%, at least 80% or at least 85% by weight of the fuel composition; and - one or more additives, The total amount is at least 0.1% by weight of the fuel, wherein the degree of sodium chloride (if present as an additive) is between 0 and 0.5% by weight of the fuel, and the degree of perfume (if present as an additive) is Between 0 and 1.5% by weight of the composition.

根據一個具體實例，該添加劑包含醚，其程度最高係該燃料的20重量%。該醚可為二甲基醚或二乙基醚。 According to a specific example, the additive comprises an ether to the extent of 20% by weight of the fuel. The ether can be dimethyl ether or diethyl ether.

在某些具體實例中，該水程度可大於該燃料組成物的20重量%。下列描述某些具體實例的最小水程度。例如，該最小水程度可大於該燃料的25%，大於30%，大於35%，大於40%，大於45%，大於50%，大於55%，大於60%，大於65%或甚至大於70重量%。 In some embodiments, the degree of water can be greater than 20% by weight of the fuel composition. The minimum water levels for some specific examples are described below. For example, the minimum water level may be greater than 25%, greater than 30%, greater than 35%, greater than 40%, greater than 45%, greater than 50%, greater than 55%, greater than 60%, greater than 65%, or even greater than 70 weights of the fuel. %.

此高水含量的甲醇-水柴油機燃料組成物迄今尚未建立出能操作壓縮點火引擎。但是，於此描述的這些高水含量之甲醇-水燃料組成物可操作一壓縮點火引擎，特別是，當根據於此描述的方法來操作該引擎時。此可包括進氣預熱或以燻蒸劑燻蒸該進氣。 This high water content methanol-water diesel fuel composition has not yet been established to operate a compression ignition engine. However, the high water content methanol-water fuel compositions described herein operate a compression ignition engine, particularly when operating the engine in accordance with the methods described herein. This may include preheating the intake air or fumigation of the intake air with a fumigant.

在此文件中所指出的全部量皆參照至重量，除非另有明文指出。若描述在主燃料組成物中的組分之百分比量時，此係參照至該組分之以該燃料組成物的重量計之百分比。當使用燻蒸劑時，此不視為該燃料組成物其自身的部分，如此讀取在此上下文中的燃料組成物時係排除燻蒸劑。 All quantities indicated in this document are by weight unless otherwise indicated. If a percentage amount of the components in the main fuel composition is described, this is a reference to the percentage of the component as a weight of the fuel composition. When a fumigant is used, this is not considered to be a part of the fuel composition itself, so the fumigant is excluded when reading the fuel composition in this context.

雖然此特定的新型柴油機燃料組成物形成本發明的一個觀點且可使用在本發明之方法的操作中，亦可在該方法中使用包含較低水程度的甲醇-水燃料。在下列中描述出更通用的甲醇-水燃料之特徵。要注意的是，這些燃料之特徵可顯現在本申請案所主張的新型柴油機燃料中。 While this particular new diesel fuel composition forms an aspect of the present invention and can be used in the operation of the method of the present invention, a methanol-water fuel containing a lower degree of water can also be used in the process. The more general characteristics of methanol-water fuel are described below. It is to be noted that the characteristics of these fuels can be found in the novel diesel fuels claimed in this application.

通常來說，在該燃料組成物中之水對甲醇的相對量可在範圍從0.2：99.8至80：20(以重量計)。根據某些具體實例， 該最小水程度(相關於甲醇)為1：99，諸如2：98、3：97、5：95、7：93、10：90、15：95、19：81；21：79的最小比率。在根據某些具體實例的組成物中之水的上限(相對於甲醇)為80：20，諸如75：25、70：30、60：40、50：50或40：60。在該組成物中的相對水量可考慮在“低至中水”程度範圍內，或“中至高水”程度範圍內。該“低至中水”程度範圍涵蓋從上述指示出的任何最小程度至下列最大的任一種之範圍內：18：82、20：80、25：75、30：70、40：60、50：50或60：40。該“中至高水”程度範圍涵蓋從20：80、21：79、25：75、30：70、40：60、50：50、56：44或60：40的任一種至上述指示出的最大上限之一的範圍內。典型的低/中水程度範圍係2：98至50：50，及典型的中/高水程度範圍係50：50至80：20。典型的低水程度範圍係5：95至35：65。典型的中程度水範圍係35：65至55：45。典型的高水程度範圍係55：45至80：20。本發明的新型較高水含量柴油機燃料可包括上述相對的水及甲醇量，其限制條件為該燃料包括先前描述的燃料之特徵(諸如最小20重量%水含量)。 Generally, the relative amount of water to methanol in the fuel composition can range from 0.2:99.8 to 80:20 by weight. According to some specific examples, The minimum water level (related to methanol) is 1:99, such as a minimum ratio of 2:98, 3:97, 5:95, 7:93, 10:90, 15:95, 19:81; 21:79. The upper limit (relative to methanol) of water in the composition according to certain embodiments 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 within the range of "low to medium water" or "medium to high water". The range of "low to medium water" ranges from any minimum indicated above to any of the following: 18:82, 20:80, 25:75, 30:70, 40:60, 50: 50 or 60:40. The “medium to high water” range covers from 20:80, 21:79, 25:75, 30:70, 40:60, 50:50, 56:44 or 60:40 to the maximum indicated above. Within the range of one of the upper limits. Typical low/medium water levels range from 2:98 to 50:50, and typical medium/high water levels range from 50:50 to 80:20. Typical low water levels range from 5:95 to 35:65. A typical medium water range is 35:65 to 55:45. Typical high water levels range from 55:45 to 80:20. The novel higher water content diesel fuel of the present invention may include the above relative amounts of water and methanol, with the proviso that the fuel includes features of the previously described fuel (such as a minimum of 20% by weight water content).

就水在整體(主)燃料組成物中的百分比(以重量計)來考慮，在主燃料組成物中的相對水量可最少為至少0.2%、至少0.5%、至少1%、至少2%、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%、或至少19%、至少20%、至少22重量%、 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%或至少70%的水，以該燃料組成物之重量計。當在該主燃料組成物中的水之重量增加時，漸漸更驚人的是，以燻蒸劑燻蒸進氣克服水在燃料中的不利結果(就點火而論)，具有平順操作(就IMEP的COV而論)及產生出淨動力。在該燃料組成物中的最大水量可為68%、60%、55%、50%、40%、35%、32%、30%、25%、23%、20%、15%或10重量%。任何最小程度可與最大程度結合而沒有限制，省卻最小程度低於最大水程度的需求。 With respect to the percentage (by weight) of water in the overall (primary) fuel composition, the relative amount of water in the main fuel composition may be at least at least 0.2%, at least 0.5%, at least 1%, at least 2%, 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%, or at least 19%, at least 20%, at least 22% by weight, 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%, or at least 70% water by weight of the fuel composition . As the weight of the water in the main fuel composition increases, it is even more surprising that the fumigation fumigating the intake gas overcomes the unfavorable result of water in the fuel (in terms of ignition), with smooth operation (in terms of IMEP COV) And on the basis of) and generate net power. The maximum amount of water in the fuel composition may be 68%, 60%, 55%, 50%, 40%, 35%, 32%, 30%, 25%, 23%, 20%, 15% or 10% by weight. . Any minimum degree can be combined with the maximum without limitation, eliminating the need to be minimally below the maximum water level.

根據在實施例中所報導的測試結果，對想要的制動熱效率(BTE)來說，在某些具體實例中，於燃料組成物中之水量係在0.2%至32重量%間。對甲醇-水壓縮點火引擎燃料的制動熱效率之波峰來說，其最理想區域係在該主燃料組成物中含在12%至23%間的水(以重量計)。該範圍可從這二個範圍的較寬遞縮至較窄。在某些具體實例中，此與在主燃料組成物中的點火增進劑量(其不多於該主燃料組成物的15重量%)結合。點火增進劑的細節闡述在下列。 According to the test results reported in the examples, for a desired brake thermal efficiency (BTE), in some embodiments, the amount of water in the fuel composition is between 0.2% and 32% by weight. For the peak of the braking thermal efficiency of the methanol-water compression ignition engine fuel, the most desirable region is between 12% and 23% water (by weight) in the main fuel composition. This range can be scaled from a wider range of these two ranges to a narrower one. In some embodiments, this is combined with an ignition boosting dose in the primary fuel composition that is no more than 15% by weight of the primary fuel composition. Details of the ignition enhancer are set forth below.

根據在實施例中所報導的其它測試結果，對最大減少NOx排放來說，在某些具體實例中，在該燃料組成物中的水量係在22%至68重量%間。對最大減少NOx排放來說，最理想的區域係在30%至60%間的水(以該主燃料組成物之重量計)。該範圍可從這二個範圍的較寬遞縮至較窄。因為NO係主要的NOx排放組分，可參照NO排放作為NOx排放的整 體程度(因為其較大的比例或係象徵)。 According to other test results reported in the examples, for maximum reduction of NOx emissions, in some embodiments, the amount of water in the fuel composition is between 22% and 68% by weight. For the most NOx reduction, the most desirable area is between 30% and 60% water (based on the weight of the main fuel composition). This range can be scaled from a wider range of these two ranges to a narrower one. Because NO is the main NOx emission component, you can refer to NO emissions as a whole NOx emission. The degree of body (because of its larger proportion or symbol).

在某些具體實例中，對燃料性質與排放物之想要的平衡來說，該主燃料組成物包含在5%至40%間的水(以該主燃料組成物之重量計)，諸如在5%至25重量%間的水、在5%至22重量%間的水。這些程度係以在實施例中所報導的測試結果之組合為基準。 In some embodiments, the primary fuel composition comprises between 5% and 40% water (based on the weight of the primary fuel composition), such as at a desired balance of fuel properties and emissions. Between 5% and 25% by weight of water, between 5% and 22% by weight of water. These degrees are based on a combination of test results reported in the examples.

在一般使用在描述於此的方法之燃料中，在總燃料組成物中的甲醇量以該燃料組成物之至少20重量%為較佳。根據某些具體實例(諸如該新型高水含量的甲醇-水柴油機燃料組成物具體實例)，在該燃料組成物中的甲醇量為該燃料組成物之至少30%、至少40%、至少50%、至少60%或至少70重量%。在一般使用在描述於此的方法之燃料中，在總燃料組成物中的水量可為至少0.2%、至少0.5%、至少1%、至少2%、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%及至少70重量%。對新型高水含量的甲醇-水柴油機燃料組成物具體實例來說，該水程度為該燃料組成物的至少20重量%。可透過增加輸入引擎的空氣之溫度達成此燃料在較高水程度下的點火。可透過使用燻蒸劑(其可在燃料噴射前點火)獲得進一步增進點火性質，因此在燃料噴射後產生適宜的較高溫度條件，用以發生點火。當在該燃料 組成物中的水之重量增加時，漸漸更驚人的是，上述概述的點火增進技術克服水在燃料中的不利結果。 In the fuel generally used in the process described herein, the amount of methanol in the total fuel composition is preferably at least 20% by weight of the fuel composition. According to certain embodiments, such as the specific high water content methanol-water diesel fuel composition, the amount of methanol in the fuel composition is at least 30%, at least 40%, at least 50% of the fuel composition. At least 60% or at least 70% by weight. In a fuel generally used in the process described herein, the amount of water in the total fuel composition can be at least 0.2%, at least 0.5%, at least 1%, at least 2%, 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 weight %. For a specific high water content methanol-water diesel fuel composition embodiment, the water level is at least 20% by weight of the fuel composition. The ignition of the fuel at a higher water level can be achieved by increasing the temperature of the air entering the engine. Further enhanced ignition properties can be obtained by using a fumigant (which can be ignited prior to fuel injection), thus producing suitable higher temperature conditions for ignition after fuel injection. When in the fuel As the weight of the water in the composition increases, it is even more striking that the ignition enhancement techniques outlined above overcome the unfavorable consequences of water in the fuel.

在總燃料組成物中之甲醇與水的結合量可為該燃料組成物的至少75%，諸如至少80%，至少85%或至少90重量%。該燃料組成物可包含一或多種添加劑，其結合的量為最高25%、或最高20%、或最高15%、或最高10%(以該燃料組成物之重量計)。在某些具體實例中，該總或結合的添加劑程度為不多於該燃料組成物之5重量%。在某些具體實例中，諸如該新型高水含量的柴油機燃料組成物，該添加劑構成該燃料的至少0.1重量%。在該新型高水含量的柴油機燃料組成物中，若氯化鈉存在時，此添加劑的存在程度係不多於該燃料的0.5重量%之程度，及若香料劑存在時，該香料劑的程度係不多於該組成物之1.5重量%。 The combined amount of methanol and water in the total fuel composition can be at least 75%, such as at least 80%, at least 85% or at least 90% by weight of the fuel composition. The fuel composition may comprise one or more additives in an amount of up to 25%, or up to 20%, or up to 15%, or up to 10% by weight of the fuel composition. In some embodiments, the total or combined additive level is no more than 5% by weight of the fuel composition. In certain embodiments, such as the novel high water content diesel fuel composition, the additive constitutes at least 0.1% by weight of the fuel. In the novel high water content diesel fuel composition, if sodium chloride is present, the additive is present in an amount no greater than 0.5% by weight of the fuel, and if the perfume is present, the degree of the perfume Not more than 1.5% by weight of the composition.

使用於燃料組成物之製造的甲醇可來自任何來源。至於一個實施例，該甲醇可為經製造的或廢甲醇、或粗糙或半經提煉的甲醇、或未經提煉的甲醇。該粗糙或廢或半提煉的甲醇可典型主要包含甲醇，而剩餘部分為水及在甲醇製造的正常程序期間所出現之量的較高醇、醛、酮或其它碳氫及氧分子。廢甲醇可或可不合適，端視污染物的程度及型式而定。在上述節中對甲醇與水之比率或在燃料組成物中的甲醇量(以重量計)之參考指為在甲醇來源中甲醇其自身的量。因此，若甲醇來源係包含90重量%甲醇與其它組分的粗製甲醇，且此粗製甲醇在燃料組成物中的量為50重量%時，則實際的甲醇量視為45重量%甲醇。當決定在該 燃料組成物中的水量時，考慮到在甲醇來源中之水組分，及當評估該等組分在產物中的相對量時，其它雜質經處理作為添加劑，除非另有明文規定。可存在於粗製甲醇中的較高醇、醛及酮可作用為可溶的燃料增量劑添加劑。 The methanol used in the manufacture of the fuel composition can be from any source. As an example, the methanol can be manufactured or waste methanol, or coarse or semi-refined methanol, or unrefined methanol. The coarse or partially or semi-refined methanol may typically comprise predominantly methanol, with the remainder being water and higher amounts of alcohol, aldehyde, ketone or other hydrocarbon and oxygen molecules present during normal procedures for methanol manufacture. Waste methanol may or may not be appropriate, depending on the extent and type of the contaminant. The reference to the ratio of methanol to water or the amount of methanol in the fuel composition (by weight) in the above section refers to the amount of methanol itself in the methanol source. Therefore, if the methanol source contains 90% by weight of methanol and other components of crude methanol, and the amount of the crude methanol in the fuel composition is 50% by weight, the actual amount of methanol is regarded as 45% by weight of methanol. When deciding on The amount of water in the fuel composition, taking into account the water component in the methanol source, and when assessing the relative amounts of the components in the product, other impurities are treated as additives unless otherwise expressly stated. The higher alcohols, aldehydes and ketones which may be present in the crude methanol may act as soluble fuel extender additives.

根據某些具體實例，該燃料包含粗製甲醇。用語“粗製甲醇”包括低純度甲醇來源，諸如包含甲醇、水與最高可為35重量%的非水雜質之甲醇來源。粗製甲醇的甲醇含量可為95重量%或較少。該粗製甲醇可直接使用在燃料中沒有進一步提煉。典型的非水雜質包括較高的醇、醛、酮。用語“粗製甲醇”包括廢甲醇、粗甲醇及半提煉甲醇。此具體實例的特別優點係包含較高程度的雜質之粗製甲醇可沒有昂貴的提煉而直接使用在用於CI引擎的燃料中。於此情況中，該添加劑(即，排除水外的粗製甲醇之雜質及其它燃料組成物添加劑)程度可最高為該燃料組成物之60重量%(包括在粗製甲醇中的雜質)。對使用較高純度甲醇(諸如98重量%或較高重量%的純甲醇)作為來源之燃料組成物來說，該總添加劑程度可較低，諸如不多於25%、不多於20%、不多於15%或不多於10重量%。 According to some embodiments, the fuel comprises crude methanol. The term "crude methanol" includes sources of low purity methanol, such as methanol sources comprising methanol, water and up to 35% by weight of non-aqueous impurities. The methanol content of the crude methanol may be 95% by weight or less. The crude methanol can be used directly in the fuel without further refining. Typical non-aqueous impurities include higher alcohols, aldehydes, and ketones. The term "crude methanol" includes spent methanol, crude methanol, and semi-refined methanol. A particular advantage of this particular example is that crude methanol containing a higher degree of impurities can be used directly in the fuel for the CI engine without expensive refining. In this case, the additive (i.e., the impurities of the crude methanol excluding water and other fuel composition additives) may be up to 60% by weight of the fuel composition (including impurities in the crude methanol). For fuel compositions using higher purity methanol (such as 98% by weight or higher weight pure methanol) as the source, the total additive level can be lower, such as no more than 25%, no more than 20%, Not more than 15% or not more than 10% by weight.

可使用任何合適品質的水作為製造該燃料組成物之水來源。該水來源可為包括作為未蒸餾的粗甲醇之部分的水、或再循環水、或藉由逆滲透純化、藉由活性物質(諸如活性碳)或進一步化學處理、去離子化、蒸餾或蒸發技術純化之粗製或污染水(例如，包含鹽的海水)。該水可來自這些來源之組合。至於一個實施例，該水來源可為從燃燒點火 引擎之富含水的廢氣所回收的水。此水可經由熱交換器及噴霧室或其它類似的操作回收。此回收及重複利用技術能夠清除廢氣排放物。於此情況中，水再循環回引擎伴隨或不伴隨任何經捕獲的未燃燒燃料。烴或微粒物質或其它燃燒產物經由循環燃燒步驟返回引擎及再循環至消滅，或藉由已知的純化方法處理。在某些具體實例中，該水可為鹽水，諸如海水，其已經純化以由彼移除鹽。此具體實例適合於海洋應用(諸如在海洋CI引擎中)或用於偏遠島嶼場所的CI引擎操作。 Any suitable quality of water can be used as a source of water for making the fuel composition. The water source may be water comprising as part of undistilled crude methanol, or recycled water, or by reverse osmosis purification, by active material (such as activated carbon) or further chemical treatment, deionization, distillation or evaporation Technically purified crude or contaminated water (eg, seawater containing salt). This water can come from a combination of these sources. As an embodiment, the water source may be ignited from combustion Water recovered from the water-rich exhaust of the engine. This water can be recovered via heat exchangers and spray chambers or other similar operations. This recycling and recycling technology removes exhaust emissions. In this case, the water is recycled back to the engine with or without any captured unburned fuel. The hydrocarbon or particulate matter or other combustion products are returned to the engine via a recycle combustion step and recycled to destruction, or by known purification methods. In some embodiments, the water can be a brine, such as seawater, which has been purified to remove salts therefrom. This specific example is suitable for marine applications (such as in marine CI engines) or CI engine operations for remote island locations.

水品質將遍及該供應鏈上至進入該引擎的噴射點對腐蝕及引擎沈積特徵產生影響，且在這些情況中，可需要燃料以抗腐蝕添加劑或其它方法合適地處理。 The quality of the water will affect the corrosion and engine deposition characteristics throughout the supply chain to the point of entry into the engine, and in these cases, the fuel may be suitably treated with corrosion resistant additives or other methods.

包含在該燃料中的添加劑量可考慮到由水(例如)加入至該燃料所造成之任何下游稀釋效應。 The amount of additive contained in the fuel can take into account any downstream dilution effects caused by the addition of water, for example, to the fuel.

可存在於該燃料組成物中的添加劑可選自於一種以上的下列種類，但非專門如此： The additives that may be present in the fuel composition may be selected from more than one of the following categories, but are not specifically:

1.點火改良劑添加劑。這些亦可指為點火增進劑。點火改良劑係一種促進燃燒開始的組分。此型式的分子固有地不穩定，且此不穩定性導致“自身開始”反應而導致其它燃料組分(例如，甲醇)燃燒。該點火改良劑可選自於在技藝中已知具有點火增進性質的材料，諸如醚(包括C1-C6醚，諸如二甲基醚)、硝酸烷酯、烷基過氧化物、揮發性烴、氧化的烴及其混合物。 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. Molecules of this type are inherently unstable, and this instability results in a "self-starting" reaction leading to combustion of other fuel components (eg, methanol). The ignition improver may be selected from materials known in the art to have ignition enhancing properties, such as ethers (including C1-C6 ethers such as dimethyl ether), alkyl nitrates, alkyl peroxides, volatile hydrocarbons, Oxidized hydrocarbons and mixtures thereof.

除了典型的點火增進劑外，在點火前，於液體燃料組 分蒸發後存在於燃燒區域中之細微分散的碳水化合物顆粒可或可不具有作為點火起始劑的角色，但是此物種存在可促成該總空氣/燃料混合物更完全且快速地燃燒。 In addition to the typical ignition enhancer, before the ignition, in the liquid fuel group The finely divided carbohydrate particles present in the combustion zone after evaporation may or may not have the role of an ignition initiator, but the presence of this species may contribute to a more complete and rapid combustion of the total air/fuel mixture.

雖然可將額外的點火改良劑併入該燃料中，於此描述的技術使得遍及該引擎操作範圍容易點火而沒有此添加。因此，根據某些具體實例，該燃料無點火改良劑添加劑。在其它具體實例中，該燃料無DME(雖然可包含其它點火改良劑)。在二甲基醚作為點火改良劑的情況中，根據某些具體實例，於該燃料組成物中存在少於20%、少於15%、少於10%、少於5%、少於3%、少於1重量%或無二甲基醚。在某些具體實例中，在該燃料組成物中的醚(任何型式，諸如二甲基或二乙基醚)量係少於20%、少於15%、少於10%、少於5重量%。 While additional ignition improvers can be incorporated into the fuel, the techniques described herein make it easier to ignite throughout the operating range of the engine without this addition. Thus, according to certain embodiments, the fuel has no ignition improver additive. In other embodiments, the fuel has no DME (although other ignition modifiers may be included). In the case of dimethyl ether as the ignition improver, according to some specific examples, less than 20%, less than 15%, less than 10%, less than 5%, less than 3% are present in the fuel composition. , less than 1% by weight or no dimethyl ether. In certain embodiments, the amount of ether (any type, such as dimethyl or diethyl ether) in the fuel composition is less than 20%, less than 15%, less than 10%, less than 5 weight. %.

在某些具體實例中，存在於該燃料組成物中的點火增進劑之至少80重量%係由一種或至多二種特定的化學物質提供，其實施例有二甲基醚及二乙基醚。在一個具體實例中，於該主燃料組成物中存在單一化學特性的點火增進劑。在一個具體實例中，在該燃料組成物中的點火增進劑之至少80重量%係由單一化學特性的點火增進劑構成。在每種情況中，構成該點火增進劑的單一點火增進劑或該>80重量%點火增進劑組分可為二甲基醚。在其它具體實例中，該點火增進劑包含三或更多種點火增進劑的混合物。 In certain embodiments, at least 80% by weight of the ignition enhancer present in the fuel composition is provided by one or at most two specific chemicals, examples of which are dimethyl ether and diethyl ether. In one embodiment, an ignition enhancer of a single chemical character is present in the primary fuel composition. In one embodiment, at least 80% by weight of the ignition enhancer in the fuel composition is comprised of a single chemically acceptable ignition enhancer. In either case, the single ignition enhancer that constitutes the ignition enhancer or the >80% by weight ignition enhancer component can be dimethyl ether. In other embodiments, the ignition enhancer comprises a mixture of three or more ignition enhancers.

在某些具體實例中，於該燃料組成物中的點火增進劑之量不多於該燃料組成物的20重量%，諸如不多於10%或不 多於5重量%。 In certain embodiments, the amount of ignition enhancer in the fuel composition is no more than 20% by weight of the fuel composition, such as no more than 10% or no More than 5% by weight.

2.燃料增量劑。燃料增量劑係一種提供熱能以驅動引擎的材料。使用作為燃料增量劑的材料可具有此目的且作為其內含在該燃料組成物中的主要目的，或添加材料可提供此功能及另一種功能。 2. Fuel extender. A fuel extender is a material that provides thermal energy to drive an engine. The use of a material as a fuel extender can have this purpose and as its primary purpose in the fuel composition, or the addition of materials can provide this and another function.

此燃料增量劑的實施例有： Examples of such fuel extenders are:

a)碳水化合物。該碳水化合物包括糖類及澱粉。可包括該碳水化合物用於燃料增量劑的目的，然而其亦可作用為點火改良劑及/或燃燒改良劑。該碳水化合物以水/甲醇可溶為較佳，且考慮到較大的糖溶解，例如在燃料中具有較高的水程度。富含水(單相)的燃料組成物能夠溶解碳水化合物(諸如糖)，但是當在該燃料組成物中的液體溶劑(水/甲醇)於引擎中蒸發時，該碳水化合物溶質可形成低LEL(最低***濃度)組成物(其將在引擎條件下分解/反應)之微細高表面積懸浮顆粒，此改良該燃料混合物的可點燃性。為了在混合物的燃燒性上達成改良，此碳水化合物添加劑的量以至少1重量%為較佳，較佳為至少1.5重量%及更佳為至少5重量%。以上程度不多於該燃料組成物的20重量%為較佳。 a) Carbohydrates. The carbohydrates include sugars and starches. The carbohydrate may be included for the purpose of a fuel extender, however it may also function as an ignition improver and/or a combustion improver. The carbohydrate is preferably soluble in water/methanol and allows for greater sugar dissolution, such as a higher degree of water in the fuel. An aqueous (monophasic) fuel composition is capable of dissolving carbohydrates (such as sugar), but when the liquid solvent (water/methanol) in the fuel composition evaporates in the engine, the carbohydrate solute can form a low LEL The (lowest explosive concentration) fine high surface area suspended particles of the composition which will decompose/react under engine conditions, which improves the ignitability of the fuel mixture. In order to achieve an improvement in the combustibility of the mixture, the amount of the carbohydrate additive is preferably at least 1% by weight, preferably at least 1.5% by weight and more preferably at least 5% by weight. The above degree is preferably not more than 20% by weight of the fuel composition.

b)可溶的燃料增量劑添加劑。該燃料增量劑添加劑係可燃燒的材料。這些添加劑可以分別的組分加入或可為使用來製造燃料組成物之未蒸餾的甲醇之部分。此添加劑包括C2-C8醇、醚、酮、醛、脂肪酸酯及其混合物。脂肪酸酯(諸如脂肪酸甲基酯)可具有生物燃料來源。這些可透過任何生物燃料來源或方法獲得來源。其製造的典型方法包括植物衍 生出的油(尤其諸如油菜籽、棕櫚或大豆油)之轉酯基作用。 b) Soluble fuel extender additive. The fuel extender additive is a combustible material. These additives may be added as separate components or may be used to make portions of the undistilled methanol of the fuel composition. Such additives include C2-C8 alcohols, ethers, ketones, aldehydes, fatty acid esters, and mixtures thereof. Fatty acid esters, such as fatty acid methyl esters, can have a biofuel source. These can be obtained from any source or method of biofuel. Typical methods of manufacture include plant derivatives The transesterification of the oil produced, especially such as rapeseed, palm or soybean oil.

對特別的市場來說，可有機會經濟地增加在該燃料組成物其自身中的燃料增量劑程度，其中此添加劑可本地製造或發展及消耗，減少對進口基礎燃料及/或添加劑之需求。在此條件下，該燃料組成物之量或處理比例以最高30%、或最高40%、或最高50重量%為較佳，然而特別可考慮最高60重量%之包括此燃料增量劑添加劑的總添加劑濃度，其中該甲醇來源係粗製甲醇。 For special markets, there is an opportunity to economically increase the extent of fuel extenders in the fuel composition itself, where the additives can be locally manufactured or developed and consumed, reducing the need for imported base fuels and/or additives. . Under these conditions, the amount or treatment ratio of the fuel composition is preferably up to 30%, or up to 40%, or up to 50% by weight, although it is particularly contemplated that up to 60% by weight of the fuel extender additive is included. The total additive concentration, wherein the methanol source is crude methanol.

3.燃燒增進劑。這些亦可指為燃燒改良劑。該燃燒增進劑的實施例有硝化的銨化合物，例如硝酸銨。在200℃時，硝酸銨根據下列反應分解成一氧化二氮：NH₄NO₃=N₂O+2H₂O 3. Combustion enhancer. These can also be referred to as combustion improvers. Examples of such combustion improvers are nitrated ammonium compounds 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

所形成的一氧化二氮於水存在下以類似與氧的方式與燃料反應，例如：CH₃OH+H₂O=3H₂+CO₂ H₂+N₂O=H₂O+N₂ CH₃OH+3N₂O=3N₂+CO₂+2H₂O The formed nitrous oxide reacts with the fuel in the presence of water in a similar manner to oxygen, for example: CH ₃ OH+H ₂ O=3H ₂ +CO ₂ H ₂ +N ₂ O=H ₂ O+N ₂ CH ₃ OH+3N ₂ O=3N ₂ +CO ₂ +2H ₂ O

可使用之其它硝化的銨化合物包括硝酸乙基銨及硝酸三乙基銨作為實施例，然而當其在燃料中的主要功能係點火增進時，這些硝酸鹽亦可視為點火增進劑(十六烷)而非燃燒增進劑。 Other nitrated ammonium compounds that may be used include ethylammonium nitrate and triethylammonium nitrate as examples, however, when their primary function in the fuel is increased, these nitrates may also be considered as ignition enhancers (hexadecane). ) not a combustion enhancer.

其它燃燒改良劑可包括金屬或離子物種，後者藉由在預或後燃燒環境下解離而形成。 Other combustion improvers may include metal or ionic species formed by dissociation in a pre- or post-combustion environment.

4.氧吸收油。該氧吸收油以可溶於水甲醇混合物為較 佳。該氧吸收油具有低自燃點及亦具有在燃燒前直接吸收氧(其量係例如該油的30重量%)之能力。在周圍水蒸發後，此將氧從熱氣相中快速凝結進油/固相中將更快速地加熱該油顆粒而造成周圍已蒸發及過熱的甲醇點火。理想適合於此角色的油為亞麻子油，其在該燃料混合物中的濃度約1-5重量%。若將此添加劑使用在該燃料組成物中時，該燃料混合物應該貯存在惰性氣體毯覆下，以減少油由氧分解。亞麻子油係一種含脂肪酸的油。取代或除了亞麻子油外，可使用其它含脂肪酸的油。較佳的油有溶解在甲醇相中或可溶混於甲醇中以產生均相、單相組成物的那些。但是，在某些具體實例中，可使用水/甲醇不可溶混的油，特別是，若乳化添加劑亦存在於燃料組成物中時。 4. Oxygen absorption oil. The oxygen absorbing oil is a mixture of water soluble methanol good. The oxygen absorbing oil has a low autoignition point and also has the ability to directly absorb oxygen prior to combustion, the amount being, for example, 30% by weight of the oil. After the surrounding water evaporates, the rapid condensation of oxygen from the hot gas phase into the oil/solid phase will heat the oil particles more rapidly causing the surrounding vaporized and superheated methanol to ignite. An oil which is ideally suited for this role is linseed oil, which has a concentration in the fuel mixture of from about 1 to about 5% by weight. If this additive is used in the fuel composition, the fuel mixture should be stored under an inert gas blanket to reduce oil decomposition by oxygen. Linseed oil is a fatty acid-containing oil. Instead of or in addition to linseed oil, other fatty acid-containing oils may be used. Preferred oils are those which are dissolved in the methanol phase or miscible in methanol to produce a homogeneous, single phase composition. However, in certain embodiments, water/methanol insoluble oils may be used, particularly if an emulsification additive is also present in the fuel composition.

5.潤滑添加劑。該潤滑添加劑的實施例包括二乙醇胺衍生物、氟界面活性劑及脂肪酸酯，諸如可溶於水/甲醇混合物至某些程度的生物燃料，其中該燃料組成物係基底。 5. Lubricating additives. Examples of such lubricating additives include diethanolamine derivatives, fluorosurfactants, and fatty acid esters, such as biofuels that are soluble in water/methanol mixtures to some extent, wherein the fuel composition is a substrate.

6.產物著色添加劑。該著色添加劑輔助保證該燃料組成物不會與液態飲料(諸如水)弄錯。可使用任何可溶於水的著色劑，諸如黃色、紅色、藍色著色劑或這些著色劑之組合。該著色劑可為標準認可的工業液體著色劑。 6. Product coloring additive. The coloring additive assists in ensuring that the fuel composition is not mistaken with a liquid beverage such as water. Any water soluble color former such as a yellow, red, blue colorant or a combination of these colorants can be used. The colorant can be a standard approved industrial liquid colorant.

7.火焰顏色添加劑。非為限制的實施例包括鈉、鋰、鈣或鍶之碳酸鹽或醋酸鹽。該火焰顏色添加劑可經選擇以達成較佳的產物顏色及在最後產物pH中的穩定性。可在選擇欲使用的添加劑時考慮到引擎沈積考慮(若有的話)。 7. Flame color additive. Non-limiting examples include sodium, lithium, calcium or barium carbonate or acetate. The flame color additive can be selected to achieve a preferred product color and stability in the final product pH. Engine deposition considerations, if any, may be taken into account when selecting the additive to be used.

8.抗腐蝕添加劑。該抗腐蝕添加劑之非為限制的實施 例包括胺及銨衍生物。 8. Anti-corrosion additives. Non-limiting implementation of the corrosion resistant additive Examples include amines and ammonium derivatives.

9.滅菌劑。雖然可加入滅菌劑，這些通常不需要，因為在燃料中的高醇(甲醇)含量防止生物生長或生物污染。因此，根據某些具體實例，該燃料無抗微生物劑。 9. Sterilizer. Although sterilizing agents can be added, these are generally not required because the high alcohol (methanol) content in the fuel prevents biological growth or biological contamination. Thus, according to certain embodiments, the fuel is free of antimicrobial agents.

10.凝固點降低劑。雖然可將凝固點降低劑併入燃料中，甲醇(及選擇性加入用於其它目的的添加劑(諸如糖))壓低水之凝固點。因此，根據某些具體實例，該燃料無額外專用的凝固點降低劑。 10. Freezing point lowering agent. While the freezing point depressant can be incorporated into the fuel, methanol (and optionally added to other additives such as sugar) presses down the freezing point of the water. Thus, according to certain embodiments, the fuel has no additional dedicated freezing point depressant.

11.沈積物抑制劑。非為限制的實施例包括多醇醚及三乙醇胺。 11. Sediment inhibitors. Non-limiting examples include polyol ethers and triethanolamine.

12.變性劑，若需要的話。 12. Denaturant, if needed.

13.pH控制劑。可使用與燃料相容之提高或降低pH至合適的pH之試劑。 13. pH control agent. Reagents that are compatible with the fuel to increase or decrease the pH to a suitable pH can be used.

可將該添加劑(及特別是在上述第1及2項下所確認之那些)加入至燃料，如為標準工業貿易產物(即，呈提煉的形式)或如為半處理的水溶液(即，呈未提煉形式、半提煉形式或粗製形式)。後者選擇潛在減低添加劑的成本。使用此粗製添加劑來源的條件為在此添加劑的粗製形式(作為一個實施例，諸如粗製糖溶液或糖漿)中之雜質不會相反地影響燃料噴射器或引擎性能。 The additive (and especially those identified under items 1 and 2 above) may be added to the fuel, such as a standard industrial trade product (ie, in a refined form) or as a semi-treated aqueous solution (ie, present Unrefined form, semi-refined form or crude form). The latter chooses to potentially reduce the cost of the additive. The conditions under which the crude additive source is used are such that impurities in the crude form of the additive (as an embodiment, such as a crude sugar solution or syrup) do not adversely affect fuel injector or engine performance.

根據某些具體實例，該燃料包含至少一種添加劑。根據某些具體實例，該燃料包含至少二種不同添加劑。 According to some embodiments, the fuel comprises at least one additive. According to some embodiments, the fuel comprises at least two different additives.

某些具體實例的燃料可包含20%至80%的水及不多於20%的二甲基醚，以該燃料組成物的重量計。某些具體實 例的二甲基醚含量可為15重量%或較少、10重量%或較少、或5重量%或較少。 Some specific examples of fuels may comprise from 20% to 80% water and no more than 20% dimethyl ether, by weight of the fuel composition. Some concrete The dimethyl ether content of the example may be 15% by weight or less, 10% by weight or less, or 5% by weight or less.

醚有上述提到作為點火改良劑及可溶的燃料增量劑添加劑的實施例。不考慮想要的功能，在某些具體實例中，該醚可以總程度少於該燃料組成物的20%、少於15%、少於10%、少於5%、少於3%或少於1重量%存在。該量可大於0.2%、0.5%、1%、2%、3%、4%、5%、6%、7%、8%、9%、10%、12重量%。該下及上限可結合而沒有限制，其限制為該下限低於所選擇的上限。 Ethers have been mentioned above as examples of ignition improvers and soluble fuel extender additives. Regardless of the desired function, in some embodiments, the ether may be less than 20%, less than 15%, less than 10%, less than 5%, less than 3%, or less than the total weight of the fuel composition. It is present at 1% by weight. The amount may be greater than 0.2%, 0.5%, 1%, 2%, 3%, 4%, 5%, 6%, 7%, 8%, 9%, 10%, 12% by weight. The lower and upper limits may be combined without limitation, with the limitation that the lower limit is below the selected upper limit.

在某些具體實例中，該燃料組成物包含醚量在0.2%至10%間(以該主燃料組成物的重量計)。該醚以單一醚或二種醚之組合為較佳。 In certain embodiments, the fuel composition comprises an amount of ether 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.

透過在甲醇基底燃料中使用醚作為點火改良劑及/或可溶的燃料增量劑，已經發展出一種用於該燃料組成物之製造、運輸及使用的完整方法。於此例子中，該甲醇基底的燃料可為無水燃料或甲醇-水燃料。此在下列更詳細地描述。 By using ether as an ignition improver and/or a soluble fuel extender in a methanol based fuel, a complete process for the manufacture, transportation and use of the fuel composition has been developed. In this example, the fuel of the methanol substrate can be an anhydrous fuel or a methanol-water fuel. This is described in more detail below.

在某些具體實例的燃料中，該添加劑可包含：- 一最高1重量%的產物著色添加劑；及- 一最高該燃料的1重量%之火焰顏色添加劑。 In certain embodiments of the fuel, the additive may comprise: - up to 1% by weight of the product coloring additive; and - a flame color additive up to 1% by weight of the fuel.

對進氣預熱具體實例的引擎操作細節 Engine operation details for specific examples of intake preheating

第1圖闡明一流程圖，其略述在CI引擎10中使用甲醇/水混合物的燃料11之方法。該方法包括預熱進氣流12，然後在將燃料11引進燃燒室前，將該經預熱的空氣引進引擎 10的燃燒室中，及藉由壓縮點火來點火該燃料/經預熱的空氣混合物以驅動引擎。 Figure 1 illustrates a flow chart outlining a method of using a fuel 11 of a methanol/water mixture in a CI engine 10. The method includes preheating the intake air stream 12 and then introducing the preheated air to the engine before introducing the fuel 11 into the combustion chamber. The fuel/preheated air mixture is ignited in a combustion chamber of 10 to drive the engine by compression ignition.

在該引擎的壓縮衝程之起始階段前或期間將進氣12(其可藉由多種技術預熱)噴射進燃燒室中，以便在將燃料噴射進燃燒室前壓縮該空氣。壓縮空氣提高在燃燒室中的溫度以提供適合於該燃料的點火條件(當其在壓縮的最後階段期間噴灑進入室中時)。 Intake air 12, which may be preheated by various techniques, is injected into the combustion chamber before or during the initial phase of the compression stroke of the engine to compress the fuel prior to injection into the combustion chamber. The compressed air increases the temperature in the combustion chamber to provide an ignition condition suitable for the fuel (when it is sprayed into the chamber during the final stage of compression).

預熱進氣12提供在壓縮衝程開始時有較高的溫度基礎，導致在燃料噴射點處的溫度高於若該空氣未經預熱時，因此更可燃燒。所需要的預熱程度依在燃料噴射點處於燃燒室中所需要的溫度(其係點火水/甲醇燃料混合物所需要)而定。此依次依在燃料中之水對甲醇的相對比例而定。 Preheating the intake air 12 provides a higher temperature basis at the beginning of the compression stroke, resulting in a higher temperature at the fuel injection point than if the air were not preheated, and thus more combustible. The degree of warm-up required is dependent on the temperature required for the fuel injection point to be in the combustion chamber, which is required for the ignition water/methanol fuel mixture. This is in turn dependent on the relative proportion of water in the fuel to methanol.

預熱的空氣溫度程度之實施例顯示在下列實施例中，但是一般已發現對具有低至中水程度的燃料來說，合適的預熱進氣溫度為至少50℃，或至少100℃，諸如約100℃-150℃，例如約130℃。對具有中至高水程度的燃料來說，預熱溫度範圍至少約150℃，諸如150℃-300℃或較高。 Examples of preheated air temperature levels are shown in the following examples, but it has generally been found that for fuels having low to medium water levels, suitable preheated intake air temperatures are at least 50 ° C, or at least 100 ° C, such as It is from about 100 ° C to 150 ° C, for example about 130 ° C. For fuels having a medium to high water level, the preheat temperature range is at least about 150 °C, such as from 150 °C to 300 °C or higher.

進氣之預熱補償甲醇/水燃料之差的十六烷特徵，特別是具有中至高水程度的那些。預熱可藉由多種方法達成。 The preheating of the intake air compensates for the difference in hexadecane characteristics of the methanol/water fuel, especially those having a medium to high water level. Preheating can be achieved by a variety of methods.

在由第1圖顯示出的具體實例中，進氣12係藉由捕獲熱的廢氣物質22(其包含燃燒過的氣體及未燃燒的燃料及其它微粒物質)，及讓該廢氣物質通過熱交換器20(其加熱輸入該熱交換器的空氣流15及冷卻該廢氣物質22)預熱。可提供 與進氣12在同線上的風扇以最佳化進氣通過引擎循環的壓力曲線。 In the specific example shown in Fig. 1, the intake air 12 is obtained by capturing hot exhaust gas substance 22 (which contains burned gas and unburned fuel and other particulate matter), and allowing the exhaust gas substance to pass heat exchange. The device 20, which heats the air stream 15 that is input to the heat exchanger and cools the exhaust material 22, is preheated. able to provide A fan on the same line as the intake air 12 optimizes the pressure profile of the intake air through the engine cycle.

用於預熱的技術包括下列加熱方法之任何一種或組合： Techniques for preheating include any one or combination of the following heating methods:

1.廢熱預熱器-使用如上述討論與第1圖的具體實例相關之熱交換器。 1. Waste Heat Preheater - Use the heat exchanger associated with the specific example of Figure 1 as discussed above.

2.燻蒸進氣-以點火增進劑燻蒸該進氣流以助長在燃燒室中的溫度提高，更詳細描述在下列。 2. Fumigation Intake - Fumigation of the feed stream with an ignition enhancer to promote temperature increase in the combustion chamber, as described in more detail below.

3.增壓器/風箱，或由引擎驅動以強迫進氣引進燃燒室中的其它空氣壓縮工具，及透過增加空氣壓力來加熱進氣。 3. The supercharger/windbox, or driven by the engine to force the intake air into other air compression tools in the combustion chamber, and to increase the air pressure to heat the intake air.

4.渦輪增壓器，或由引擎廢氣或其它廢熱驅動以強迫進氣引進燃燒室中的其它空氣壓縮機制，及經由增加空氣壓力來加熱進氣。 4. A turbocharger, or other air compression mechanism driven by engine exhaust or other waste heat to force intake air into the combustion chamber, and to heat the intake air by increasing air pressure.

5.直接加熱，使用直接方法來加熱空氣，諸如經由元件電加熱或燃料燃燒來產生所需要的溫度增加。此方法在開始期間及在低引擎負載下可有用。 5. Direct heating, using a direct method to heat the air, such as via component electrical heating or fuel combustion to produce the desired temperature increase. This method can be useful during the start and at low engine load.

6.熱線點火塞(或熱球)-將熱傳進引擎汽缸中，此種類包括外部與進氣在同線上之加熱器以直接加熱該進氣。 6. Hot wire glow plug (or hot ball) - Heat is transferred into the engine cylinder. This category includes a heater externally connected to the intake air to directly heat the intake air.

讓來自引擎廢氣的廢熱通過熱交換器(上述選擇1，沒有風扇)將由於較低的空氣質量流量(與選擇3至4比較，其中空氣的質量流量未減少)而導致從引擎有較低的動力輸出。但是，此最大動力損失在某種程度上可由在燃料噴射點處於較熱的條件下燃燒之較高效率及較低的過量空氣需求(與以石油為基礎的柴油機燃料比較)補償。由廢氣驅動的 補償壓力風扇或其它方面可補償在增加空氣溫度之條件下所減低的空氣質量流量。 Allowing waste heat from the engine exhaust to pass through the heat exchanger (option 1 above, no fan) will result in lower air quality due to lower air mass flow (compared to options 3 to 4 where the mass flow of air is not reduced) Power output. However, this maximum power loss can be compensated to some extent by the higher efficiency of combustion at hotter fuel injection points and lower excess air demand (compared to petroleum-based diesel fuel). Driven by exhaust gas Compensating the pressure fan or otherwise compensates for the reduced air mass flow at increased air temperatures.

此外，可單獨或與引擎廢氣熱交換器組合著使用渦輪增壓器或增壓器，以取得高燃燒效率和更多電力。 In addition, a turbocharger or supercharger can be used alone or in combination with an engine exhaust heat exchanger to achieve high combustion efficiency and more power.

在另一個具體實例中，根據已知技術加熱該燃料可輔助該點火方法。 In another embodiment, heating the fuel according to known techniques can assist in the ignition method.

預熱之選擇與中至高水/低甲醇燃料組合可在最合適於最大化引擎性能的時間框中，將引擎循環從在點火及燃燒期間及初始膨脹階段的”定”體積循環，改變成更方向性的定溫膨脹(其中來自甲醇的熱有明顯的部分蒸發水)。 The choice of preheating combined with medium to high water/low methanol fuel can change the engine cycle from the "fixed" volume cycle during ignition and combustion and the initial expansion phase to the time frame that is most suitable for maximizing engine performance. Directional constant temperature expansion (where the heat from methanol has a significant partial evaporation of water).

闡明在第1圖中的方法包括廢氣處理及再循環組分，用以收集及整合廢氣物質回燃料中。特別是，該處理包括回收及整合水、未燃燒的燃料、烴、二氧化碳及其它小量排放物。 The method illustrated in Figure 1 includes exhaust gas treatment and recirculation components for collecting and integrating the exhaust material back into the fuel. In particular, the treatment includes recovery and integration of water, unburned fuel, hydrocarbons, carbon dioxide, and other small amounts of emissions.

在具有中至高水程度(但不排除較低的水程度)之燃料中，富含水之廢氣可為燃料水的來源，及小程度的廢氣污染物可被捕獲及返回引擎。從廢氣物質回收的水包括冷卻及凝結該廢氣物質及收集凝結的水。 In fuels with moderate to high water levels (but not excluding lower water levels), water-rich exhaust gases can be a source of fuel water, and a small degree of exhaust pollutants can be captured and returned to the engine. The water recovered from the exhaust material includes cooling and condensing the exhaust material and collecting the condensed water.

第1圖顯示出在廢氣物質22在熱交換器20中經由與進氣12熱交換冷卻後，然後，讓該經冷卻的廢氣通過凝結器25，透過此，可收集水及返回至引擎10作為再循環燃料32。 1 shows that after the exhaust gas substance 22 is cooled in the heat exchanger 20 via heat exchange with the intake air 12, the cooled exhaust gas is then passed through a condenser 25, through which water can be collected and returned to the engine 10 as Recycle fuel 32.

在該處理方法的最後階段中之第二熱交換器34輔助凝結及額外包括一使用水(其可已經純化及可包括添加劑以捕獲及純化任何在燃料中未燃燒的甲醇或其它烴、煤灰及 其它微粒物質)的噴霧室安排。這些微粒物質返回引擎，與再循環的燃料32經由”再循環至消滅”方法而消除，同時經純化的乾淨廢氣33可釋放至大氣而包括接近無污染物。使用在噴霧室中的水可來自另一個來源等級，及可經純化或去離子化。該水可包含選擇性添加劑。該選擇性添加劑應該與燃燒方法一致。 The second heat exchanger 34 in the final stage of the treatment process assists in coagulation and additionally includes a use of water (which may have been purified and may include additives to capture and purify any unburned methanol or other hydrocarbons, coal ash in the fuel) and Spray chamber arrangement for other particulate matter). These particulate matter is returned to the engine, and the recycled fuel 32 is eliminated via a "recycle to destruction" process, while the purified clean exhaust gas 33 can be released to the atmosphere including near no contaminants. The water used in the spray chamber can be from another source grade and can be purified or deionized. The water can comprise a selective additive. This selective additive should be consistent with the combustion method.

該熱交換器354可為鹽水/水熱交換器，如顯示在第1圖中，其經由注入口36抽入鹽水及經由排出口37排出鹽水。此熱交換器合適於使用在例如船上(其中在海中的鹽水之可用度豐富及容易獲得)來處理廢氣。 The heat exchanger 354 can be a brine/water heat exchanger, as shown in Figure 1, which draws brine through the injection port 36 and discharges the brine via the discharge port 37. This heat exchanger is suitable for use in the treatment of exhaust gases, for example on ships, where the availability of brine in the sea is abundant and readily available.

亦可採用使用凝結或其它方法的額外廢氣處理步驟將在至大氣的廢氣中之目標污染物減低至低程度。在另一個具體實例中，諸如任何未燃燒的燃料之組分可吸附到活性表面上及晚後使用標準技術脫附，及包括作為燃料或燻蒸劑組分以進一步減少污染。再者，可使用觸媒來催化反應任何可氧化的物種(諸如未燃燒的燃料)，提高廢氣溫度及提供額外可使用的熱源。 It is also possible to use an additional exhaust gas treatment step using condensation or other methods to reduce the target pollutants in the exhaust gas to the atmosphere to a low level. In another embodiment, components such as any unburned fuel can be adsorbed onto the active surface and later desorbed using standard techniques, and included as a fuel or fumigant component to further reduce contamination. Further, a catalyst can be used to catalyze the reaction of any oxidizable species, such as unburned fuel, to increase the temperature of the exhaust gases and to provide an additional heat source that can be used.

額外地，若操作多個引擎例如來產生電力時，可如單一流般處理該聚集的廢氣，其經處理/凝結與來自廢氣之再循環燃料傳至此一個以上的引擎。 Additionally, if multiple engines are operated, for example, to generate electricity, the collected exhaust gas can be treated as a single stream that is treated/condensed and recycled fuel from the exhaust gas is passed to the one or more engines.

在水再循環回引擎的情況中可需要排放(38)，以保證可存在的任何持續性物種不累積。在此事件中，所移除的水可藉由從廢氣中額外凝結(若可獲得)補足，或若不可獲得時，藉由合適品質的水補足(39)。想要的是，透過適當進料 流及添加劑之選擇可幾乎消除排放，但是固體亦可經由例如在空氣中的粉塵(其可需要及時清除)進入系統。 Emissions (38) may be required in the event that water is recycled back to the engine to ensure that any persistent species that may be present do not accumulate. In this event, the removed water may be replenished by additional condensation (if available) from the exhaust or, if not available, by a suitable quality of water (39). What I want is through proper feeding The choice of flow and additive can virtually eliminate emissions, but solids can also enter the system via, for example, dust in the air, which may need to be removed in time.

使用含有中至高水程度的燃料之優點為所產生的廢氣幾乎不含雜質，其非常合適於後燃燒處理。存在於廢氣物質的雜質可經處理及再循環至消滅。 The advantage of using a fuel having a medium to high water level is that the exhaust gas produced is almost free of impurities, which is very suitable for post combustion treatment. Impurities present in the exhaust material can be treated and recycled to elimination.

例如，二氧化碳(作為水/甲醇燃料之燃燒的廢氣產物)在凝結及純化階段期間被吸收在再循環水中。再者，在廢氣物質中的二氧化碳可再循環至引擎的進氣，從而最佳化進入引擎的氧程度，及產生純二氧化碳及水蒸氣廢氣。以此方式產生的二氧化碳非常合適於進一步處理，例如藉由轉換成甲醇及再循環至燃料。 For example, carbon dioxide (as a waste product of the combustion of water/methanol fuel) is absorbed in the recirculating water during the coagulation and purification stages. Furthermore, the carbon dioxide in the exhaust material can be recycled to the intake of the engine to optimize the degree of oxygen entering the engine and produce pure carbon dioxide and steam. The carbon dioxide produced in this way is very suitable for further processing, for example by conversion to methanol and recycling to fuel.

來自該處理及再循環方法而排出至大氣的最後廢氣33接近不包含燃料、烴、微粒物質、氧化硫類及氧化氮類排放物。 The last exhaust gas 33 discharged from the treatment and recycling process to the atmosphere is close to containing no fuel, hydrocarbons, particulate matter, sulfur oxides, and nitrogen oxides.

在燃燒階段中形成之任何氧化氮類或氧化硫類排放物及/或吸收在水中的二氧化碳可造成返回與燃料混合的水之pH失去平衡。為了防止此等組分發展，可對該燃料加入化學處理以中和任何不平衡或移除其。 Any nitrogen oxide or sulphur oxide emissions formed in the combustion stage and/or carbon dioxide absorbed in the water can cause the pH of the water returned to the fuel to be unbalanced. To prevent the development of these components, a chemical treatment can be added to the fuel to neutralize any imbalance or remove it.

對燻蒸具體實例的引擎操作細節 Details of engine operation for fumigation specific examples

在於此描述的某些具體實例中，使用包含點火增進劑的燻蒸劑來燻蒸進氣。在某些具體實例中，此與進氣預熱結合，及在其它具體實例中，進行此而沒有進氣預熱。 In some embodiments described herein, a fumigant comprising an ignition enhancer is used to fumigate the intake. In some embodiments, this is combined with intake preheating, and in other embodiments, this is done without intake preheating.

可根據某些具體實例使用以包含點火增進劑的燻蒸劑燻蒸進氣之選擇作為預熱引擎空氣的額外技術。燻蒸助長 進一步提高在燃燒室中被壓縮的空氣之溫度，使得由於燻蒸材料的預燃燒及輔助甲醇開始燃燒之分解物種存在而甚至在燃料噴射點處更可燃燒。 The option of fumigating the fumigant with a fumigant containing an ignition enhancer can be used as an additional technique for preheating the engine air, according to certain embodiments. Fumigation The temperature of the compressed air in the combustion chamber is further increased so that it is more combustible even at the fuel injection point due to the pre-combustion of the fumigated material and the presence of decomposed species that assist in the start of combustion of the methanol.

燻蒸允許在燃料噴射前於引擎燃燒室中發生預燃燒。此二步驟點火方法或“點燃”操作依賴引擎活塞的壓縮衝程來將燻蒸的空氣溫度提高至點火點。依次，此增進在燃燒室中的點火條件而對甲醇及水燃料提供足夠熱的環境，當朝向壓縮衝程的末端噴射時，在提高的溫度條件下進行加速點火，快速蒸發甲醇及蒸發在燃料中的水及產生高的熱效率。 Fumigation allows pre-combustion to occur in the engine's combustion chamber prior to fuel injection. This two-step ignition method or "ignition" operation relies on the compression stroke of the engine piston to raise the temperature of the fumigated air to the ignition point. In turn, this enhances the ignition conditions in the combustion chamber while providing a sufficiently hot environment for methanol and water fuel. When injected toward the end of the compression stroke, accelerated ignition is performed under elevated temperature conditions, methanol is quickly evaporated and evaporated in the fuel. Water and produce high thermal efficiency.

對在低水程度下穩定操作引擎來說，燻蒸劑之溫度貢獻為50至100℃。在低水程度燃料之燃料噴射點處，此貢獻產生可與在已知的燃燒點火引擎中之溫度比較的燃燒室溫度。當在燃料中的水程度增加時，可調整燻蒸劑之量以抵銷該水的冷卻效應。所產生的熱效率可與那些柴油機燃料比較，且淨效率結果依多種因素而定，諸如引擎尺寸及其組態。 The fumigant has a temperature contribution of 50 to 100 ° C for stable operation of the engine at low water levels. At the fuel injection point of the low water level fuel, this contribution produces a combustion chamber temperature that can be compared to the temperature in a known combustion ignition engine. As the degree of water in the fuel increases, the amount of fumigant can be adjusted to offset the cooling effect of the water. The resulting thermal efficiency can be compared to those of diesel fuel, and the net efficiency results are dependent on a number of factors, such as engine size and configuration.

甲醇與水燃料在此方式中的有效率及完全燃燒可減少在廢氣排放物中未燃燒或經改質的烴及微粒物質，產生較乾淨的排放物。此在具有較慢速度的較大CI引擎中特別明顯，因為允許在點燃操作中的二步驟有足夠的開始及完成時間，於此，該燃燒方法的效率被最大化。 The efficient and complete combustion of methanol and water fuel in this manner reduces unburned or modified hydrocarbons and particulate matter in exhaust emissions, resulting in cleaner emissions. This is particularly evident in larger CI engines with slower speeds, as the two steps in the ignition operation are allowed to have sufficient start and finish times, where the efficiency of the combustion process is maximized.

與進氣相關的用語“燻蒸”指為將一材料或混合物(於此情況中，包含點火增進劑的燻蒸劑)引進該進氣流中以形成 一蒸氣或氣體，透過此，該點火增進劑良好地分佈。在某些具體實例中，該材料小量引進，通常透過將該材料的細霧噴灑進該進氣流中或如為氣體噴射。 The term "fumigation" as used in relation to intake air refers to the introduction of a material or mixture (in this case, a fumigant comprising an ignition enhancer) into the feed stream to form A vapor or gas, through which the ignition enhancer is well distributed. In some embodiments, the material is introduced in small amounts, typically by spraying a fine mist of the material into the feed stream or as a gas jet.

點燃操作具有在壓縮衝程期間預熱進氣的效應。 The ignition operation has the effect of preheating the intake air during the compression stroke.

水甲醇混合物的本質為在燃燒後於該反應產物中產生較不明顯的熱，需要熱來蒸發存在的水。此意謂著與烴燃料操作的柴油引擎比較，要在噴射點處考慮到更嚴苛的引擎條件，同時保持在引擎的設計極限內。這些更嚴苛的條件透過燻蒸劑燃燒或增加空氣溫度(透過直接加熱空氣)及/或透過使用經修改的引擎組態(諸如渦輪增壓或增壓)增加壓力及溫度而顯現。 The essence of the water-methanol mixture is that less heat is generated in the reaction product after combustion, and heat is required to evaporate the water present. This means that compared to diesel fuel operated diesel engines, more stringent engine conditions are considered at the injection point while remaining within the design limits of the engine. These more stringent conditions are manifested by fumigant combustion or increased air temperature (by direct heating of the air) and/or by increased pressure and temperature using a modified engine configuration such as turbocharging or pressurization.

可相對於包含在燃料中之甲醇對水的混合物來控制該點火增進劑的量，以在燃燒室內產生以正時方式達成點火燃料的條件，因此從引擎傳送出最可能的熱效率。若點火增進劑對燃料混合物的比率未經控制時，燃燒可能明顯地在TDC前開始(諸如在TDC前25-30°)，而就此而論，使用點火增進劑可具有中性效應及對引擎的熱效率製得最小或無貢獻。 The amount of ignition enhancer can be controlled relative to the mixture of methanol and water contained in the fuel to create conditions in the combustion chamber that achieve ignition of the fuel in a timely manner, thereby delivering the most likely thermal efficiency from the engine. If the ratio of ignition enhancer to fuel mixture is not controlled, combustion may begin significantly before TDC (such as 25-30° before TDC), and as such, the use of ignition enhancers may have a neutral effect and on the engine. The thermal efficiency is made minimal or no contribution.

在引擎的較佳操作中，燻蒸劑/空氣混合物的點火時間經安排以讓此燃料儘可能晚地延遲燃燒(以避免不必要地對抗引擎的動力衝程作工)及與燃料在噴射後有好的燃燒一致。此意謂著該燻蒸劑(其可指為二級燃料)應該在燃料噴射開始前點火，但不會在包含於該燻蒸劑中的能量對引擎之熱效率製得最小或無貢獻前太多。 In the preferred operation of the engine, the ignition time of the fumigant/air mixture is arranged to delay the combustion of the fuel as late as possible (to avoid unnecessarily combating the power stroke of the engine) and to have good fuel after injection. The burning is consistent. This means that the fumigant (which may be referred to as a secondary fuel) should be ignited prior to the start of fuel injection, but not too much before the energy contained in the fumigant produces little or no contribution to the thermal efficiency of the engine.

可藉由使用下列點火控制之一或組合，藉由點火控制將燃料之點火控制成儘可能接近理想的正時： The ignition of the fuel can be controlled to be as close as possible to the desired timing by ignition control by using one or a combination of the following ignition controls:

a)引擎進氣溫度控制： a) Engine intake air temperature control:

a.使用來自下列的熱來控制空氣預熱器的排出口溫度： a. Use the heat from the following to control the outlet temperature of the air preheater:

i.電力加熱裝置，其對引擎之開始及加熱有用。 i. Electric heating device, which is useful for starting and heating the engine.

ii.使用燃料的加熱器，其中該燃料可為引擎燃料或任何合適於此目的的燃料。 Ii. A heater using a fuel, wherein the fuel may be an engine fuel or any fuel suitable for this purpose.

iii.經由熱交換，使用來自廢氣的廢熱直接加熱至引擎的進氣。 Iii. Directly heating to the intake of the engine via heat exchange using waste heat from the exhaust.

iv.使用任何其它合適於該目的的熱源。 Iv. Use any other heat source suitable for this purpose.

b.使用引擎廢氣能量來發動渦輪增壓器，其可不具有將減低引擎進氣溫度的中間冷卻器。 b. Using engine exhaust energy to launch the turbocharger, which may not have an intercooler that will reduce engine intake air temperature.

c.以增壓器來增加溫度及壓力來加熱該空氣。 c. Use a supercharger to increase the temperature and pressure to heat the air.

b)使用燻蒸劑來產生該燃料之二步驟”點燃”燃燒。 b) Two-step "ignition" combustion using a fumigant to produce the fuel.

1.控制引進該進氣中的燻蒸劑量(相對於該燃料)；2.控制在燻蒸劑中點火增進劑對其它組分的百分比(要了解水及其它組分(諸如甲醇)亦可存在)；3.貫穿引擎的rpm操作範圍，依引擎在高負載(50%至100重量%)或低負載(低於50重量%)下操作來控制上述1及2。 1. Control the introduction of the fumigant dose in the intake air (relative to the fuel); 2. Control the percentage of ignition enhancer to other components in the fumigant (to understand that water and other components (such as methanol) may also be present) ; 3. Through the rpm operating range of the engine, the above 1 and 2 are controlled according to the operation of the engine under high load (50% to 100% by weight) or low load (less than 50% by weight).

雖然引進引擎中的燻蒸劑對主燃料之相對量(各別經由進氣，或進入燃燒室中)將依施加的引擎操作條件而變化，通常想要在燻蒸劑中的點火增進劑量於穩定狀態操作 期間在中或高負載下係相對低的百分比(以該主燃料組成物的重量計)。對包含100%點火增進劑(諸如DME)的燻蒸劑來說，燻蒸劑對主燃料的相對量(以重量計)想要為最高20重量%、最高18%、最高15%、最高13%、最高10%、最高8%、最高7%、最高6%、最高5%。該燻蒸劑程度較佳為至少0.2%、至少0.5%、至少1%或至少2%(以該主燃料組成物的重量計)。這些圖形係以重量為基準，假設該燻蒸劑包含100%點火增進劑及可比例地調整以減少在燻蒸劑中的點火增進劑含量(以重量計)。這些可藉由參照引進引擎的量(以每秒的克數計)或任何其它合適用於引擎尺寸的相應度量來測量。上限約10重量%或較少(諸如8%或7重量%)係額外優良，因為可將包含最高所需要的醚量作為點火增進劑(諸如各別為10%、8%或7重量%點火增進劑)之前燃料組成物輸送至壓縮點火引擎場所，及閃蒸出該點火增進劑並以與使用燻蒸操作的引擎需求相應之量，在相同目標程度下回收。在其它具體實例中，可在引擎場所處將燻蒸劑程度補足至較高程度(例如，透過從分開儲存的點火增進劑(諸如醚)補足)。 Although the relative amount of fumigant introduced into the engine to the main fuel (either separately via intake or into the combustion chamber) will vary depending on the operating engine operating conditions, it is generally desirable to have an ignition boosting dose in the fumigant that is stable. operating A relatively low percentage (based on the weight of the primary fuel composition) during medium or high loading. For fumigants containing 100% ignition enhancer (such as DME), the relative amount of fumigant to the primary fuel (by weight) is desirably up to 20% by weight, up to 18%, up to 15%, up to 13%, Up to 10%, highest 8%, highest 7%, highest 6%, highest 5%. The degree of fumigant is preferably at least 0.2%, at least 0.5%, at least 1% or at least 2% by weight of the main fuel composition. These figures are based on weight, assuming that the fumigant contains 100% ignition enhancer and is proportionally adjusted to reduce the ignition enhancer content (by weight) in the fumigant. These can be measured by reference to the amount of engine introduced (in grams per second) or any other suitable metric suitable for engine size. An upper limit of about 10% by weight or less (such as 8% or 7% by weight) is additionally excellent because the highest amount of ether required can be included as an ignition enhancer (such as 10%, 8% or 7% by weight, respectively, of the ignition). The booster agent is previously delivered to the compression ignition engine site and flashed out of the ignition enhancer and recovered at the same target level in an amount corresponding to the engine demand for the fumigation operation. In other embodiments, the degree of fumigant may be supplemented to a higher degree at the engine site (e.g., by supplementing from separately stored ignition enhancers (such as ethers)).

關於上述第2段，除了點火增進劑外，在該總燻蒸劑/空氣流中的非水組分之目標%不可多於40重量%，諸如在5-40重量%或10-40重量%或20-40重量%或30-40重量%間，而剩餘部分為點火增進劑，例如，DME(其具有十六烷55-57)。可根據其它點火增進劑的十六烷數及特定的引擎組態來調整這些百分比。全部百分比皆以重量計。水可以與 引擎的平順操作一致之任何量存在，此水可由燻蒸劑產生，例如若從燃料催化地製得；或如為至引擎的周圍進氣流之部分。 With regard to paragraph 2 above, in addition to the ignition enhancer, the target % of the non-aqueous component in the total fumigant/air stream may not be more than 40% by weight, such as at 5-40% by weight or 10-40% by weight or Between 20-40% by weight or 30-40% by weight, with the remainder being an ignition enhancer, for example, DME (which has cetane 55-57). These percentages can be adjusted based on the cetane number of other ignition enhancers and the specific engine configuration. All percentages are by weight. Water can be Any amount of smooth operation of the engine is present, and the water may be produced by a fumigant, such as if catalyzed from a fuel; or as part of the ambient intake flow to the engine.

可在用於發動CI引擎的方法中提供一催化反應器，於此執行甲醇催化脫水(採自該燃料的轉向部分)成DME。使用所製造的DME作為在燻蒸劑中的點火增進劑來燻蒸進氣。於此描述的其它具體實例使用其它技術來產生二甲基醚，當使用其作為該燻蒸劑的點火增進劑時。在某些此具體實例中，可在甲醇生產場所處產生DME，及如為前燃料組成物的一部分輸送至引擎位置。 A catalytic reactor may be provided in the method for launching a CI engine where methanol catalytic dehydration (taken from the diverted portion of the fuel) is performed into DME. The manufactured DME is used as an ignition enhancer in the fumigant to fumigate the intake air. Other specific examples described herein use other techniques to produce dimethyl ether when used as an ignition enhancer for the fumigant. In some such embodiments, the DME can be produced at a methanol production site and delivered to the engine location as part of the pre-fuel composition.

上述的燃料及方法可需要某些調整以在較高引擎速度(例如，1000至3000rpm及大於)操作之較小CI引擎中最佳化操作及效率。除了使用任何上述一種以上的技術預熱該進氣流外，可對在較高速度下操作的引擎分別或組合著使用下列操作觀點： The fuels and methods described above may require some adjustment to optimize operation and efficiency in a smaller CI engine operating at higher engine speeds (eg, 1000 to 3000 rpm and greater). In addition to preheating the intake stream using any of the above-described techniques, the following operational perspectives may be used separately or in combination for engines operating at higher speeds:

‧以一包含點火增進劑的燻蒸劑燻蒸進氣。 ‧ Fumigation of the intake air with a fumigant containing an ignition enhancer.

‧使用例如熱線點火塞加熱該燃燒室。 • Heating the combustion chamber using, for example, a glow plug.

‧預熱吸進的燃料。 ‧ Preheat the incoming fuel.

‧將添加劑加入至燃料及/或燻蒸劑，其改良該燃料之點火及燃燒。這些添加劑的某些於上述討論。 ‧ Adding additives to the fuel and/or fumigant to improve ignition and combustion of the fuel. Some of these additives are discussed above.

‧選擇在如上述討論的燃料組成物中之適當水程度，諸如低至中水程度範圍。 ‧ Select the appropriate level of water in the fuel composition as discussed above, such as the range of low to medium water levels.

‧選擇在燻蒸劑中的水程度至與引擎組態一致的合適程度。 • Select the level of water in the fumigant to the appropriate level for the engine configuration.

當操作較大、較低引擎速度(諸如1000rpm或較低)之CI引擎時，若須要時，可額外地使用這些選擇。 When operating a larger, lower engine speed (such as 1000 rpm or lower) CI engine, these options can be used additionally if needed.

燻蒸劑 Fumigant

使用在與燻蒸相依的具體實例中之燻蒸劑包含點火增進劑。該燻蒸劑可進一步包含其它組分，諸如甲醇、水及上述在該燃料的上下文中概述之任何添加劑的一或多種。對下列燻蒸劑之使用說明來說，先前描述之燃料可指為用於壓縮點火引擎的“主燃料”，及燻蒸劑可指為“二級燃料”。 The fumigant used in the specific examples associated with fumigation contains an ignition enhancer. The fumigant may further comprise other components such as methanol, water, and one or more of any of the additives outlined above in the context of the fuel. For the following description of the use of fumigants, the previously described fuel may be referred to as the "main fuel" for compression ignition engines, and the fumigant may be referred to as "secondary fuel."

點火增進劑為一種增進可燃燒的材料之點火的材料。對使用甲醇作為用於壓縮點火引擎的主燃料組成物之核心燃料組分的挑戰之一為事實上甲醇不如其它燃料般容易點火。點火增進劑係一種具有好的點火性質及可使用來造成點火之材料，在此之後，在主燃料組成物中的甲醇(及其它可燃燒的材料)將燃燒。可能的燃料組分之點火特徵係由該組分之十六烷數(或再者，十六烷指數)描述。十六烷數係材料點火延遲的度量法，其係在燃料之開始噴射至開始燃燒(即，點火)間的時間週期。合適的點火增進劑可具有十六烷大於40(諸如DME，其具有十六烷55-57)。當決定點火增進劑相對在燻蒸劑中的其它組分之量時，應該考慮到存在於燻蒸劑中的點火增進劑之十六烷數，及亦考慮到燻蒸劑的量(與主燃料組成物比較)、負載及引擎速度。燻蒸劑的整體十六烷將以每種組分的貢獻比例與十六烷性質之組合為基礎，其關係不必需為線性。 An ignition enhancer is a material that enhances the ignition of a combustible material. One of the challenges with the use of methanol as the core fuel component of the primary fuel composition for compression ignition engines is the fact that methanol is not as easy to ignite as other fuels. Ignition enhancers are materials that have good ignition properties and can be used to cause ignition, after which methanol (and other combustible materials) in the main fuel composition will burn. The ignition characteristics of a possible fuel component are described by the cetane number (or again, cetane index) of the component. A measure of the ignition delay of a cetane number material, which is a period of time between the start of injection of fuel and the onset of combustion (ie, ignition). Suitable ignition enhancers can have cetane greater than 40 (such as DME, which has cetane 55-57). When determining the amount of ignition enhancer relative to the other components in the fumigant, the cetane number of the ignition enhancer present in the fumigant should be taken into account, and the amount of fumigant (also related to the main fuel composition) Compare), load and engine speed. The overall hexadecane of the fumigant will be based on the combination of the contribution ratio of each component and the nature of the hexadecane, the relationship of which is not necessarily linear.

某些可包含在燻蒸劑中的點火增進劑之非為限制的實施 例包括：- 醚類，諸如短鏈烷基(其係C1-C6醚類)，值得注意的是二甲基醚及二乙基醚；- 硝酸烷酯；- 烷基過氧化物；及其混合物。 Non-limiting implementation of certain ignition enhancers that may be included in fumigants Examples include: - ethers such as short chain alkyl groups (which are C1-C6 ethers), notable dimethyl ether and diethyl ether; - alkyl nitrate; - alkyl peroxide; mixture.

二甲基醚係一種合適於使用在燻蒸劑中的較佳高點火特徵點火增進劑。二乙基醚係另一種合適的點火增進劑之實施例。 Dimethyl ether is a preferred high ignition characteristic ignition enhancer suitable for use in fumigants. Diethyl ether is another example of a suitable ignition enhancer.

在主燃料中的甲醇可催化轉換成二甲基醚。因此，二甲基醚可從主燃料組成物流中催化地產生，然後，其與該主燃料組成物分別燻蒸進入引擎中(隨著該進氣)。在替代方案中，包含二甲基醚的燻蒸劑組成物可由燃料供應者提供給引擎所有人，如為現成的燻蒸劑組成物。在另一個具體實例中，可在一個場所處製造一包含甲醇與最高15重量%的醚點火增進劑(諸如二甲基醚)之前燃料組成物及運輸(例如，經由運輸管)至另一個場所，以使用來供給壓縮點火引擎燃料。在某些具體實例中，該前燃料可進一步包含水。可在運輸管末端處，分離在前燃料中的部分或全部醚點火增進劑組分與該前燃料組成物之其它組分(值得注意的是甲醇，但是亦可為具有比醚高沸點的其它組分)。然後，可將該分離的醚組分(如為燻蒸劑)燻蒸進壓縮點火引擎中，分別地與該前燃料組成物的剩餘部分(其使用作為主燃料組成物)，直接(特別是，若其包含水)或在使用前進一步調整 組成物(例如，對水含量)。在該前燃料中的醚點火增進劑量可為最高10重量%或最高9重量%。上限將依醚之選擇及溫度條件而定。更詳細的部分闡述在下列詳述的CI引擎發電系統之節中。 Methanol in the main fuel can be catalytically converted to dimethyl ether. Thus, dimethyl ether can be catalytically produced from the main fuel constituent stream, which is then fumigated into the engine (along with the feed) with the primary fuel composition. In the alternative, the fumigant composition comprising dimethyl ether can be provided to the engine owner by a fuel supplier, such as a ready-made fumigant composition. In another embodiment, a fuel composition and transportation (eg, via a transport tube) can be made at one location containing methanol and up to 15% by weight of an ether ignition enhancer (such as dimethyl ether) to another location Used to supply compression ignition engine fuel. In some embodiments, the pre-fuel can further comprise water. Some or all of the ether ignition enhancer component in the pre-fuel may be separated from the other components of the pre-fuel composition at the end of the transport tube (notably methanol, but may also have other high boiling points than ether) Component). The separated ether component (e.g., fumigant) can then be fumigated into a compression ignition engine, separately with the remainder of the pre-fuel composition (which is used as the primary fuel composition), directly (especially if It contains water) or further adjustment before use Composition (eg, water content). The ether ignition boosting dose in the pre-fuel can be up to 10% by weight or up to 9% by weight. The upper limit will depend on the choice of ether and temperature conditions. A more detailed section is set forth in the section of the CI Engine Power Generation System detailed below.

該點火增進劑(諸如二甲基醚)合適地包含最少該燻蒸劑的5%或最少該燻蒸劑的10重量%，諸如最少該燻蒸劑的15%、20%、30%、40%、50%、60%、65%、70%、75%、80%、82%、84%、86%、88%或90重量%。該燻蒸劑的點火增進劑含量在該範圍的上端通常較佳，因此在某些具體實例中，該點火增進劑含量大於70重量%或更多。該點火增進劑可包含最高該燻蒸劑的100重量%，例如，在從儲存庫或從前燃料組成物提供來源之經回收分離的點火增進劑引進純組分之情況中。當經由主燃料(其包含除了甲醇外的組分，從其形成DME)的催化反應從主燃料轉換或若從儲存庫產生或取得不純的高點火特徵組分時，此組分的上限將相應地減低。 The ignition enhancer (such as dimethyl ether) suitably comprises a minimum of 5% or at least 10% by weight of the fumigant, such as at least 15%, 20%, 30%, 40%, 50 of the fumigant. %, 60%, 65%, 70%, 75%, 80%, 82%, 84%, 86%, 88% or 90% by weight. The fumigant has an ignition enhancer content generally above the upper end of the range, so in certain embodiments, the ignition enhancer content is greater than 70% by weight or more. The ignition enhancer may comprise up to 100% by weight of the fumigant, for example, in the case of introducing a pure component from a recovery or separation of the ignition enhancer from a reservoir or a source of the former fuel composition. When a catalytic reaction via a main fuel (which contains components other than methanol, from which DME is formed) is converted from the main fuel or if an impure high ignition signature component is produced or obtained from the reservoir, the upper limit of this component will correspond accordingly The land is reduced.

每種組分在燻蒸劑中的相對量可保持固定，或可隨著引擎的操作時間週期改變。影響在燻蒸劑中的組分之相對量的因素包括引擎速度(rpm)、負載程度及變化性、引擎組態、及該燻蒸劑的各別組分之特定性質。在其它具體實例中，該燻蒸劑組成物可保持相對固定，及取代的是，在引擎操作的不同階段期間調整該燻蒸劑之相對量(每秒燻蒸進入引擎中的克數，與噴射進引擎中之主燃料組成物(每秒的克數)比較)。 The relative amount of each component in the fumigant may remain fixed or may vary with the operating time period of the engine. Factors affecting the relative amounts of components in the fumigant include engine speed (rpm), degree of loading and variability, engine configuration, and the specific nature of the individual components of the fumigant. In other embodiments, the fumigant composition can remain relatively fixed, and instead, the relative amount of the fumigant can be adjusted during different stages of engine operation (grams per second fumigation into the engine, with injection into the engine) The main fuel composition (grams per second) is compared.

當想要對不同引擎操作條件(速度、負載、組態)以不同燻蒸劑組成物操作CI引擎時，該燻蒸劑組成物可藉由燻蒸劑組成物的電腦控制或藉由任何其它形式的控制改變至適合。該調整可為以演算法為基礎的滑動調整，其計算出想要的燻蒸劑組成物以相配合盛行的引擎操作條件；或可逐步調整。例如，可在高重量%(相關於在某些條件中操作的燃料)下將較高整體十六烷指數燻蒸劑(諸如100重量%DME)燻蒸進引擎中，然後，可將該燻蒸劑切換成包含較低DME%及某些較低十六烷指數組分之第二組成物。在另一個具體實例中，該組成物可穩定及改變空氣/燻蒸劑比率。 When it is desired to operate the CI engine with different fumigant compositions for different engine operating conditions (speed, load, configuration), the fumigant composition can be computer controlled by the fumigant composition or by any other form of control Change to fit. The adjustment can be an algorithm-based sliding adjustment that calculates the desired fumigant composition to match the prevailing engine operating conditions; or can be adjusted step by step. For example, a higher overall cetane index fumigant (such as 100% by weight DME) can be fumigated into the engine at a high weight percent (related to fuel operating under certain conditions), and then the fumigant can be switched A second composition comprising a lower DME% and certain lower cetane index components. In another embodiment, the composition stabilizes and alters the air/fumigant ratio.

在該燻蒸劑中除了點火增進劑及水外的非水組分之目標%合適地不多於40重量%，諸如在5-40重量%或10-40重量%或20-40重量%或30-40重量%間。可基於其它點火增進劑及可燃燒組分的十六烷數及特定的引擎組態對這些百分比進行調整。 The target % of the fumigant in addition to the ignition enhancer and the non-aqueous component other than water is suitably not more than 40% by weight, such as at 5 to 40% by weight or 10 to 40% by weight or 20 to 40% by weight or 30. -40% by weight. These percentages can be adjusted based on the cetane number of other ignition enhancers and combustible components and the particular engine configuration.

額外的是，在某些具體實例中，水可存在於燻蒸劑中如為轉換反應(例如，甲醇至DME)的產物或如為來自包含水的反應器進料或在分離流中加入的過渡物。 Additionally, in certain embodiments, water may be present in the fumigant such as a product for a shift reaction (eg, methanol to DME) or as a feed from a reactor containing water or added to a separate stream. Things.

除了點火增進劑外，可存在於該燻蒸劑中的組分之實施例包括甲醇、水、上述概述的添加劑(在該燃料組成物的上下文中)、及烷烴氣體(典型為直鏈烷烴，包括短鏈烷烴，諸如C1-C6烷烴，值得注意的是，甲烷、乙烷、丙烷或丁烷；及較長鏈的烷烴(C6及大於))。 In addition to the ignition enhancer, examples of components that may be present in the fumigant include methanol, water, the additives outlined above (in the context of the fuel composition), and alkane gases (typically linear alkanes, including Short chain alkanes, such as C1-C6 alkanes, are notable, methane, ethane, propane or butane; and longer chain alkanes (C6 and greater)).

在某些具體實例中，該燻蒸劑包含至少60重量%的單 一組分，一個實施例係二甲基醚。該燻蒸劑的單一主要組分之量可多於62%、65%、68%、70%、72%、75%、78%或80重量%。 In certain embodiments, the fumigant comprises at least 60% by weight of a single One component, one embodiment is dimethyl ether. The amount of the single major component of the fumigant may be more than 62%, 65%, 68%, 70%, 72%, 75%, 78% or 80% by weight.

該燻蒸劑或二級燃料可直接從儲存庫獲得，或可如為燻蒸劑在處理該主燃料後(透過甲醇催化轉換成DME，接著純化以產生由DME組成的燻蒸劑)以純形式供應至引擎。此外，該燻蒸劑可在處理主燃料後或來自儲存庫而包含點火增進劑及其它組分(即，該燻蒸劑不呈純形式)。於此情況中，該雜質仍然與想要的燻蒸結果相容，即，該燻蒸劑亦可包括水及甲醇，或可包含與該應用相容的其它材料(諸如C1-C8醇)。 The fumigant or secondary fuel may be obtained directly from the reservoir, or may be supplied to the engine in pure form after the main fuel has been treated as a fumigant (catalyzed by DME to DME, followed by purification to produce a fumigant consisting of DME). . Additionally, the fumigant may contain an ignition enhancer and other components after processing the primary fuel or from a reservoir (ie, the fumigant is not in a pure form). In this case, the impurities are still compatible with the desired fumigation results, i.e., the fumigant may also include water and methanol, or may comprise other materials (such as C1-C8 alcohols) that are compatible with the application.

該主燃料組成物及燻蒸劑可以二部分燃料供應，或可以二種燃料部分之“成套配方”傳遞。在此上下文中，該燻蒸劑可描述如為該二部分燃料的“二級燃料組分”，因此上述燻蒸劑之說明亦應用至該第二燃料組分。可將該主燃料組成物及二級燃料組分泵入與該壓縮點火引擎相關之分開的儲存槽。 The primary fuel composition and fumigant may be supplied in two parts or may be delivered as a "package" of the two fuel portions. In this context, the fumigant can be described as a "secondary fuel component" of the two-part fuel, such that the description of the fumigant described above is also applied to the second fuel component. The primary fuel composition and secondary fuel component can be pumped into separate storage tanks associated with the compression ignition engine.

因此，該含有使用來操作壓縮點火引擎的二部分燃料之燃料組成物包含：- 一包含甲醇及水的主燃料組成物；及- 一包含點火增進劑的二級燃料組分。 Accordingly, the fuel composition comprising the two-part fuel used to operate the compression ignition engine comprises: - a primary fuel composition comprising methanol and water; and - a secondary fuel component comprising an ignition enhancer.

該主燃料在此上下文中可為該新型高水含量的甲醇-水柴油機燃料，或其它方面。 The primary fuel may in this context be the new high water content methanol-water diesel fuel, or other aspects.

在使用此二部分燃料時，將主燃料引進該壓縮點火引 擎的燃燒室中，及將二級燃料燻蒸進入該壓縮點火引擎之進氣中。 When using the two-part fuel, the main fuel is introduced into the compression ignition guide In the combustion chamber of the engine, and fumigation of the secondary fuel into the intake of the compression ignition engine.

一種用以將燃料供應至壓縮點火引擎的方法，其包括：- 將包含甲醇及水的主燃料組成物供應至第一槽，其中該槽呈流體連接至該壓縮點火引擎的燃燒室；及- 將包含點火增進劑的二級燃料組分供應至第二槽，其中該槽呈流體連接至該壓縮點火引擎的進氣。 A method for supplying fuel to a compression ignition engine, comprising: - supplying a primary fuel composition comprising methanol and water to a first tank, wherein the tank is fluidly coupled to a combustion chamber of the compression ignition engine; and - A secondary fuel component comprising an ignition enhancer is supplied to the second tank, wherein the tank is fluidly coupled to the intake of the compression ignition engine.

如上所述，該二級燃料可透過將該主燃料的一部分就地催化轉換成點火增進劑而完全或部分地製備。此特別適合於二甲基醚係該點火增進劑的狀況。 As noted above, the secondary fuel can be prepared in whole or in part by in situ catalytic conversion of a portion of the primary fuel to an ignition enhancer. This is particularly suitable for the condition of dimethyl ether as the ignition enhancer.

在一個具體實例中，提供將二部分燃料使用在燃燒點火引擎之操作中，其中該二部分燃料包含：- 一包含甲醇及水的主燃料組成物；及- 一包含點火增進劑的二級燃料組分。 In one embodiment, a two-part fuel is provided for use in the operation of a combustion ignition engine, wherein the two-part fuel comprises: - a primary fuel composition comprising methanol and water; and - a secondary fuel comprising an ignition enhancer Component.

本發明進一步提供一種包含甲醇及最高10重量%醚的前燃料組成物。該醚可為二甲基醚。如上述提到，該醚組分可與該前燃料組成物的剩餘部分分離而使用作為二級燃料組分，及該前燃料組成物之剩餘部分可使用作為主燃料組成物。此剩餘部分可直接使用作為整體主燃料組成物，或該組成物可經調整以產生該主燃料組成物。因此，在此具體實例中，該前燃料可不包含水，及可加入水以在移除醚後產生該主燃料組成物。在某些具體實例中，當該燃料使用於進一步描述在下列的發電系統之一時，在主燃料組成物中可不需要使用水。 The invention further provides a pre-fuel composition comprising methanol and up to 10% by weight of ether. The ether can be dimethyl ether. As mentioned above, the ether component can be separated from the remainder of the pre-fuel composition for use as a secondary fuel component, and the remainder of the pre-fuel composition can be used as the primary fuel composition. This remainder can be used directly as an integral primary fuel composition, or the composition can be adjusted to produce the primary fuel composition. Thus, in this embodiment, the pre-fuel may contain no water, and water may be added to produce the main fuel composition upon removal of the ether. In certain embodiments, when the fuel is used in one of the power generation systems described further below, water may not be required in the primary fuel composition.

本發明亦提供一種將二部分燃料組成物(在第一部分中包含甲醇及在第二部分中為醚)從一個場所運輸至另一個場所的方法，其包括將一包含甲醇及醚的前燃料組成物從一個場所運輸至第二場所，及分離醚與甲醇以產生一包含甲醇的第一燃料部分及一包含醚的第二燃料部分。該運輸可透過運輸管經由管道輸送。該第一場所可為甲醇生產廠場所，及其它場所(第二場所)係一遠離該第一場所的場所。該遠端場所典型將離至少1公里遠及或許許多公里遠。該遠端場所可為用於發電之壓縮點火引擎的場所、或裝運港、或火車側線、或任何其它需要二部分燃料的合適場所。 The present invention also provides a method of transporting a two-part fuel composition (containing methanol in a first portion and ether in a second portion) from one location to another comprising composing a pre-fuel comprising methanol and ether The material is transported from a location to a second location, and the ether and methanol are separated to produce a first fuel portion comprising methanol and a second fuel portion comprising ether. The transport can be transported via a pipeline through a transport pipe. The first location may be a methanol production plant location, and the other location (second location) is a location remote from the first location. The remote site will typically be at least 1 km away and perhaps many kilometers away. The remote location may be a location for a compression ignition engine for power generation, or a port of shipment, or a train sideline, or any other suitable location requiring two portions of fuel.

CI引擎發電系統 CI engine power generation system

使用於此描述的甲醇/水混合燃料及相關系統(亦指為方法)來發動壓縮點火引擎，其可發展出在減少排放程度下有效率地產生電力的發電系統及結構，及其亦可處理該引擎廢氣以捕獲然後重複利用來自廢氣的熱及水或改變其路程。重複利用或再循環熱及水促進增加系統效率及整體減少廢料及排放物。改變熱及水的路程可在不相關的應用範圍中發現用途，包括加熱及冷卻所在地/住處及再產生水以由社區使用或作為其它系統的部分。 Using a methanol/water blended fuel and associated system (also referred to as a method) as described herein to launch a compression ignition engine that can develop a power generation system and structure that efficiently produces electricity at reduced emissions levels, and can also handle The engine exhausts to capture and then reuse heat and water from the exhaust or change its path. Reusing or recycling heat and water promotes increased system efficiency and overall reduction of waste and emissions. Changing the heat and water path can be found in unrelated applications, including heating and cooling the location/residence and regenerating water for use by the community or as part of other systems.

第3A至6B圖闡明併入於此描述用於發動壓縮點火引擎的方法及燃料之發電系統的實施例。要了解在這些方法中所表示的燃料係以甲醇為基底的燃料，其可包含不同量的水及可包含0%至80重量%的水量。 Figures 3A through 6B illustrate embodiments of a power generation system incorporating the method and fuel for initiating a compression ignition engine. It is to be understood that the fuels represented in these processes are methanol based fuels which may contain varying amounts of water and may comprise from 0% to 80% by weight of water.

第3A及3B圖顯示出用來製造甲醇燃料及將其供應至 IC引擎111(亦指為柴油引擎)以產生輸出動力的方法，而且亦包括減少排放物的引擎廢氣處理，其利用引擎廢氣再循環水及亦併入熱水回路(HWL)113a,113b(參見第4A及4B圖)以將熱提供至地方社區。亦可使用由引擎產生的輸出動力來服務設置該發電廠的所在地，及例如可使用來產生電力用於社區。第3A及3B圖的差異在第3A圖顯示出使用空氣燻蒸而進入引擎的方法，同時顯示在第3B圖中的方法省略燻蒸進氣的步驟。 Figures 3A and 3B show the use of methanol fuel and its supply to IC engine 111 (also referred to as a diesel engine) to generate output power, and also includes engine exhaust treatment to reduce emissions, which utilizes engine exhaust gas recirculation water and is also incorporated into hot water circuits (HWL) 113a, 113b (see Figures 4A and 4B) to provide heat to local communities. The output power generated by the engine can also be used to service the location of the power plant and, for example, can be used to generate electricity for use in the community. Differences in Figures 3A and 3B show a method of entering the engine using air fumigation in Figure 3A, while the method shown in Figure 3B omits the step of fumigation of the intake air.

第3A及3B圖闡明燃料製造廠101及透過供應網格103遠端供應該燃料。該燃料製造廠可為習知的甲醇製造廠，其係使用從大遠端煤廠102的習知鍋爐所產生之蒸氣所產生的電力。此工廠產生一燃煤排放物曲線。此外，該發電工廠102可合併一使用如於此描述的甲醇燃料之燃燒引擎來產生該產生甲醇燃料所需要的電力。此將提供具有比由煤廠所產生的那些還低之排放物之較乾淨的替代方案。 Figures 3A and 3B illustrate the fuel manufacturer 101 and the supply of the fuel through the distal end of the supply grid 103. The fuel manufacturing plant can be a conventional methanol manufacturing plant that uses electricity generated from steam produced by conventional boilers of the large remote coal plant 102. This plant produces a coal-burning emission curve. Additionally, the power plant 102 can incorporate a combustion engine that uses methanol fuel as described herein to generate the power required to produce the methanol fuel. This will provide a cleaner alternative with emissions that are lower than those produced by the coal plant.

以甲醇為基底的燃料係在工廠101中製造及可大量包括甲醇、甲醇-水混合物或甲醇-醚混合物或甲醇-水-醚混合物。在一個具體實例中，該燃料包含呈90-99.5重量%的甲醇與DME之摻合物的“全燃料”甲醇與DME混合物，如為在大氣壓下不沸騰液體，其可直接使用於引擎111。在甲醇與DME之混合物中，DME以合適於如為液體傳輸及避免醚轉變成氣相的穩定量提供。該量將依燃料在運輸管103中傳送的壓力及溫度而定，但是通常將少於該總燃料量的10重量%及在範圍7%-8重量%內。 The methanol based fuel system is manufactured in plant 101 and can include a large amount of methanol, a methanol-water mixture or a methanol-ether mixture or a methanol-water-ether mixture. In one embodiment, the fuel comprises a "whole fuel" methanol and DME mixture in a blend of methanol and DME in an amount of from 90 to 99.5% by weight, such as a liquid that does not boil at atmospheric pressure, which can be used directly in the engine 111. In a mixture of methanol and DME, DME is provided in a stable amount suitable for transporting as a liquid and avoiding the conversion of ether to the gas phase. This amount will depend on the pressure and temperature at which the fuel is delivered in the transport tube 103, but will typically be less than 10% by weight of the total fuel amount and within the range of 7% to 8% by weight.

此外，可供應在加壓條件下具有較高的DME比例之燃料。在另一個替代方案中，可將包含高甲醇含量接近100重量%甲醇(例如，化學等級)的燃料傳送到靠近需求中心(換句話說，發電工廠)，以便隨後部分轉換成DME。此包含高甲醇重量%的前燃料組成物形式可包含約0.2重量%或更多的水組分。在更另一個替代案中，在運輸管中傳送的燃料或前燃料可為甲醇-水燃料。在甲醇-水燃料中的水可與甲醇相關，諸如呈粗製甲醇；或可從在製造區域中的過剩水提供來源，此可成本有效地使用於此目的。可在傳輸的燃料中包括添加加入之某些潤滑及腐蝕改良劑，其端視在傳輸網格中的建構材料及增進引擎/方法操作而定。 In addition, a fuel having a higher DME ratio under pressurized conditions can be supplied. In another alternative, a fuel comprising a high methanol content of nearly 100% by weight methanol (eg, chemical grade) can be delivered to a near demand center (in other words, a power generation plant) for subsequent partial conversion to DME. This pre-fuel composition form comprising a high methanol weight % may comprise about 0.2% by weight or more of the water component. In still another alternative, the fuel or pre-fuel delivered in the transport tube may be a methanol-water fuel. The water in the methanol-water fuel may be associated with methanol, such as in crude methanol; or may be provided from excess water in the manufacturing area, which may be used cost effectively for this purpose. Some of the lubrication and corrosion modifiers added may be included in the fuel being transferred, depending on the materials of construction in the transport grid and the enhanced engine/method operation.

於區域網格中以運輸管傳輸呈易燃液體的大量能量超過長的距離係已建立的技術。此基礎結構(如運輸管103)亦可安全及成本有效地使用來將甲醇燃料輸送至遠距場所。 It has been established in the area grid that a large amount of energy transmitted as a flammable liquid in a transport tube exceeds a long distance. This infrastructure, such as transport tube 103, can also be used safely and cost effectively to deliver methanol fuel to remote locations.

在經由運輸管103傳輸後，燃料到達包含壓縮點火引擎111、預處理階段104及廢氣處理113,115,116,118的發電廠。該燃料可如其所是般立即使用在引擎111中，或選擇性可進行該燃料的預處理以保證遍及工廠操作範圍有安全及可信賴的操作。為了系統完整性的理由，亦可考慮到開始儲存及關閉燃料，例如，可貯存醚組分。 After being transported via transport pipe 103, the fuel reaches a power plant that includes compression ignition engine 111, pre-treatment stage 104, and exhaust gas treatment 113, 115, 116, 118. The fuel can be used immediately in the engine 111 as it is, or it can be selectively pre-treated to ensure safe and reliable operation throughout the plant's operating range. For reasons of system integrity, it is also conceivable to start storing and shutting down the fuel, for example, to store ether components.

在預處理階段104處，該燃料可藉由閃蒸分離成二種富含相，一種係富含甲醇107及一種係富含醚部分105(諸如DME)。DME由於其低沸點特別適合於此閃蒸方法。可使用來自引擎廢氣來自具有溫度50℃-60℃的熱水流之低程度 廢熱來閃蒸分離低沸點DME與甲醇。在某些具體實例中，該富含甲醇相可包括低量DME，且大部分DME被閃蒸出。在其它具體實例中，可在液相中保留高比例DME而僅蒸發保證好及完全燃燒及使用作為燻蒸劑105的足夠DME。例如，若來自製造工廠的燃料包含7重量%DME時，其5重量%可保留在液相中而2重量%使用作為燻蒸劑105用於加入至進入引擎111的熱的燃燒空氣110。 At the pretreatment stage 104, the fuel can be separated into two rich phases by flash evaporation, one being rich in methanol 107 and one being rich in ether fraction 105 (such as DME). DME is particularly suitable for this flash process due to its low boiling point. Can be used from engine exhaust gas from a low temperature of hot water with a temperature of 50 ° C -60 ° C Waste heat is used to flash off the low boiling point DME and methanol. In certain embodiments, the methanol-rich phase can include a low amount of DME and most of the DME is flashed off. In other embodiments, a high proportion of DME can be retained in the liquid phase and only evaporation is sufficient to ensure good and complete combustion and use of sufficient DME as fumigant 105. For example, if the fuel from the manufacturing plant contains 7 wt% DME, 5% by weight may remain in the liquid phase and 2 wt% may be used as fumigant 105 for addition to the hot combustion air 110 entering the engine 111.

預處理可包括轉換選擇，以補充DME或其它燻蒸劑之供應。此外，可從儲存庫獲得所需要的點火改良劑(諸如DME)量。其它此試劑亦可能，諸如DEE及於此描述的其它點火改良劑。 The pretreatment can include a conversion option to supplement the supply of DME or other fumigant. In addition, the amount of ignition improver (such as DME) required can be obtained from the repository. Other such agents are also possible, such as DEE and other ignition modifiers described herein.

該預處理階段亦可包括處理部分傳輸的燃料，以不僅分離DME而使用作為燻蒸劑，而且亦產生過量DME以使用作為用於其它方法的液體燃料成份。例如，過剩的DME可藉由將過剩的熱提供至HWL而讓附近社區受惠。此外或額外地，該DME可與發電機電場方法整合。亦可從電力產生系統移除甲醇燃料(不論是在處理前或後)而使用於當地化學製造。 The pretreatment stage may also include treating the partially delivered fuel to use not only the DME to separate as a fumigant, but also excess DME to be used as a liquid fuel component for other methods. For example, excess DME can benefit nearby communities by providing excess heat to the HWL. Additionally or additionally, the DME can be integrated with a generator electric field method. It is also possible to remove methanol fuel from the power generation system (either before or after treatment) for local chemical manufacturing.

亦可對粗製甲醇的製造廠傳輸而節省上游製造廠的資金及營運(opex)成本。此對發電廠的燃料進料將適合上述選擇而分離出該粗製甲醇的部分用於DME生產，且將剩餘燃料傳入引擎中。就能量及資金而論，此選擇將由在發電廠處的更小單元(相對低的量走“過頂端(over the top)”)置換在製造工廠101處的蒸餾單元(其中大部分產物被蒸餾及走 “過頂端”)。此選擇將亦讓可獲得的當地DME靠近需求中心(換句話說，靠近發電廠)。 It can also transfer the crude methanol manufacturing plant and save the capital and operating (opex) costs of the upstream manufacturing plant. This fuel feed to the power plant will be suitable for the above selection to separate the portion of the crude methanol for DME production and to pass the remaining fuel to the engine. In terms of energy and capital, this option will be replaced by a smaller unit at the power plant (a relatively low amount of "over the top") at the distillation unit at the manufacturing plant 101 (where most of the product is distilled And walking "Over the top"). This option will also allow the available local DME to be close to the demand center (in other words, close to the power plant).

在預處理階段104處的燃料預處理亦可在引入引擎前使用來自文托利(Venturi)清潔器115返回線的熱水來加熱該甲醇燃料107。離開該預處理階段104的水以灌溉品質水106離開。冷卻的灌溉品質水106可與來自凝結器116的凝結液混合，及若需要的話，可使用冷卻器以保證可接受的流出物溫度。 The fuel pretreatment at the pretreatment stage 104 can also use the hot water from the return line of the Venturi cleaner 115 to heat the methanol fuel 107 prior to introduction into the engine. The water leaving the pretreatment stage 104 exits with irrigation quality water 106. The cooled irrigation quality water 106 can be mixed with the condensate from the condenser 116 and, if desired, a cooler can be used to ensure an acceptable effluent temperature.

在顯示出用於發電與HWL的實施例中，該柴油引擎將使用來產生1百萬瓦及大於的電力。此不排除低於1百萬瓦的電力，其可服務較小的使用者及具有低NOX、SOX及微粒物質結果。柴油引擎特別適合於後燃燒處理，因為其在引擎效率上僅以小成本提供讓廢氣移動通過清除及熱交換設備所需要的空氣壓力之驅動力。 In embodiments showing power generation and HWL, the diesel engine will be used to generate 1 megawatt and greater power. This does not exclude less than 1 megawatt of electricity, which can serve smaller users and have low NOx, SOX and particulate matter results. Diesel engines are particularly well suited for post-combustion treatment because they provide the driving force for the air pressure required to move the exhaust gases through the purge and heat exchange equipment at a small cost in terms of engine efficiency.

於此描述的燃料混合物某些之本質意謂著大直徑活塞由於引擎尺寸增加的固有熱利益而較佳於較小活塞。較大的活塞亦減低噴射的燃料衝擊在活塞壁上的風險，保證該燃料適當地燃燒及不妨礙該潤滑膜。 Some of the essentials of the fuel mixture described herein means that large diameter pistons are preferred to smaller pistons due to the inherent thermal benefits of increased engine size. The larger piston also reduces the risk of the injected fuel impinging on the piston wall, ensuring that the fuel burns properly and does not interfere with the lubricating film.

雖然進一步在下列提到的實驗闡明在大於1000rpm下運行的引擎中測試燃料，如先前所建議，該燃料可成功地使用在較慢速度的引擎中，正常在僅低於100rpm至最高1000rpm下操作，其係正常描述為低至中速度範圍的範圍。此速度範圍允許揮發性點火改良劑有更多時間以蒸氣進入蒸氣空間，及在壓縮衝程期間開始其與熱壓縮空氣的 化學反應。此在燃燒階段期間較多的時間容許將允許燃料更完全燃燒及減低在從引擎出去的廢氣中之未燃燒的燃料及其它組分的程度。較大的時間容許將亦允許在汽缸中有更多時間透過水及氧分子的接觸而完全燃燒該燃料，允許使用較低的難達及這樣一來增加在從引擎出去的廢氣中之水的濃度。 Although further tested in the experiments mentioned below to demonstrate fuel in an engine operating at greater than 1000 rpm, as previously suggested, the fuel can be successfully used in slower speed engines, normally operating at just below 100 rpm to at most 1000 rpm. , which is normally described as a range of low to medium speed ranges. This speed range allows the volatile ignition modifier to have more time to enter the vapor space with vapor and to begin its combustion with hot compressed air during the compression stroke. chemical reaction. This more time during the combustion phase will allow for a more complete combustion of the fuel and a reduction in the extent of unburned fuel and other components in the exhaust gases exiting the engine. The greater time allowed will also allow more time in the cylinder to completely burn the fuel through contact with water and oxygen molecules, allowing the use of lower levels of difficulty and thus increasing the water in the exhaust gases exiting the engine. concentration.

藉由與空氣100一起輸入引擎111之甲醇107與水108的混合物在引擎111處產生動力，其中該空氣可經預熱及在顯示於第3A及3B圖的實施例中，其係通過凝結器116藉由引擎廢氣來預熱。合適的預熱溫度可在40℃至50℃間。在燃料中的水可從水儲存庫取得來源或可來自廢氣通過凝結器116再循環的水(在下列更詳細地解釋)。 Power is generated at engine 111 by a mixture of methanol 107 and water 108, which is input to engine 111 with air 100, wherein the air may be preheated and shown in embodiments of Figures 3A and 3B, which pass through a condenser 116 is preheated by engine exhaust. A suitable preheat temperature can be between 40 ° C and 50 ° C. Water in the fuel may be sourced from the water reservoir or may be from the exhaust gas being recycled by the condenser 116 (explained in more detail below).

廢氣之處理包括讓該引擎廢氣通過使用標的為CO₂及氧化的化合物之觸媒的觸媒轉化器112。此將造成廢氣的邊際加熱，於此該熱可獲得用於HWL或用於進一步描述在下列與第5A、5B、6A及6B圖相關的其它方法。該觸媒轉化器112亦將任何燃料或燃燒產物減低至適當程度。可選擇性使用最後階段活性碳或類似物來清潔。額外地，於此描述的甲醇燃料有乾淨的燃燒而具有低煤灰，其改善觸媒性能。 The process comprises the exhaust gas by using the exhaust gas so that the engine subject of the catalyst to CO ₂ and oxidation of a compound of the catalytic converters 112. This will result in marginal heating of the exhaust gas where the heat can be obtained for HWL or for further description of other methods associated with Figures 5A, 5B, 6A and 6B below. The catalytic converter 112 also reduces any fuel or combustion products to an appropriate level. It can be selectively cleaned using the final stage activated carbon or the like. Additionally, the methanol fuels described herein have clean combustion with low coal ash, which improves catalyst performance.

該HWL將透過泵入的水之回路將熱攜帶至以當地為基礎的目的地(諸如住宅社區)。第4A及4B圖闡明在HWL熱交換器113處的HWL供應線113a及返回線113b。利用來自發電方法的熱副產物可使用來對住宅及商業住處提供低的加熱成本。來自觸媒轉化器112泵過HWL的水經由下游HWL熱交 換器113加熱。熱交換器113係一種在數種溫度下的標準單元操作，其對HWL設計成發送溫度係80℃而在40℃返回HWL。相對冷的HWL返回溫度及有效率的交換器設計(就需要的表面積來說)將保證足夠的廢氣冷卻。 The HWL will carry heat to a local-based destination (such as a residential community) through the pumped water circuit. Figures 4A and 4B illustrate the HWL supply line 113a and the return line 113b at the HWL heat exchanger 113. The use of thermal by-products from power generation methods can be used to provide low heating costs for residential and commercial residences. Water pumped from the catalytic converter 112 through the HWL is hot-crossed via the downstream HWL The converter 113 is heated. Heat exchanger 113 is a standard unit operation at several temperatures designed to return the HWL to a temperature of 80 ° C and return to HWL at 40 ° C. The relatively cold HWL return temperature and efficient exchanger design (in terms of surface area required) will ensure adequate exhaust gas cooling.

為了想要的結果，在苛性噴射器114處加入廢氣處理添加劑，其將任何苛性化學物質及其它合適的酸中和劑噴射進廢氣中。例如，為了從最後廢氣消除酸性化合物，將低劑量的鹼性液體(例如，50重量%苛性蘇打及水)噴射進廢氣流中，使用來抵銷微量酸及控制流自工廠的灌溉水之pH。最後pH將控制至最好符合當地條件的程度。 To the desired result, an exhaust gas treatment additive is added at the caustic ejector 114 that injects any caustic chemicals and other suitable acid neutralizing agents into the exhaust. For example, to eliminate acidic compounds from the last exhaust gas, a low dose of alkaline liquid (eg, 50% by weight caustic soda and water) is injected into the exhaust stream to offset the trace acid and control the pH of the irrigation water flowing from the plant. . The final pH will be controlled to the extent that it is best to comply with local conditions.

HWL交換器113的下游經闡明係文托利清潔器115或其它合適的混合裝置。此單元具有數種功能，第一為親密地混合廢氣與循環水流，該水流的效應為將廢氣從出自HWL交換器時的85-90℃冷卻至出自文托利清潔器時的大約55-60℃。此冷卻將從廢氣產生凝結水及收集微粒(其可使用已知的方法處理)，或最終形成離開工廠的最後灌溉水之部分返回地面。離開清潔器115之經去酸化及乾淨的廢氣在走出最後凝結器時產生較高純度的廢氣。 Downstream of the HWL exchanger 113, the Tony cleaner 115 or other suitable mixing device is illustrated. This unit has several functions. The first is to intimately mix the exhaust gas with the circulating water flow. The effect of this water flow is to cool the exhaust gas from 85-90 ° C when it is sent from the HWL exchanger to about 55-60 when it comes out from the Venturi cleaner. °C. This cooling will produce condensate from the exhaust gases and collect particulates (which may be treated using known methods), or eventually form part of the last irrigation water leaving the plant to return to the surface. The deacidified and clean exhaust gas exiting the cleaner 115 produces a higher purity exhaust gas as it exits the final condenser.

在文托利清潔器115與鰭狀風扇熱交換器100間泵入水。該鰭狀風扇熱交換器或其它合適的設備係另一種氣體/液體交換，其經由文托利清潔器從廢氣取得熱及將該熱排給空氣(其由一或多個風扇驅動流過熱交換器100)。以此方式排熱的優點為在低溫下排除熱，因此在該方法的整體效率上不具有大衝擊。 Water is pumped between the Venturi cleaner 115 and the fin fan heat exchanger 100. The finned fan heat exchanger or other suitable device is another gas/liquid exchange that takes heat from the exhaust gas via a Venturi cleaner and discharges the heat to the air (which is heat exchanged by one or more fan driven streams) 100). The advantage of heat rejection in this way is that heat is removed at low temperatures and therefore does not have a large impact on the overall efficiency of the process.

除了將熱排至大氣外，來自鰭狀風扇廢氣的熱空氣可直接使用在引擎中作為熱的燃燒空氣110，在此情況中，可從風扇施加某些壓力以補償在空氣的質量流量上之加熱效應。除了將熱排至大氣外，尚有透過能以可靠及環境可接受的方法逸散大量熱之冷卻池或其它水系統來逸散熱。 In addition to venting heat to the atmosphere, hot air from the fin fan exhaust can be used directly in the engine as hot combustion air 110, in which case some pressure can be applied from the fan to compensate for the mass flow of air. Heating effect. In addition to venting heat to the atmosphere, there is still a cooling pool or other water system that dissipates a large amount of heat in a reliable and environmentally acceptable manner.

第4A圖闡明最後大的廢氣/燃燒空氣交換器，換句話說，在高水回收系統中回收水的凝結器116。在不需要高水回收的系統中，不包括凝結器116。第4B圖闡明一類似於第4A圖的中水回收系統，但是省略凝結器116。 Figure 4A illustrates the final large exhaust/combustion air exchanger, in other words, a condenser 116 that recovers water in a high water recovery system. The condenser 116 is not included in systems that do not require high water recovery. Figure 4B illustrates a medium water recovery system similar to Figure 4A, but with the condenser 116 omitted.

最後(選擇性)凝結器116將來自文托利清潔器115的廢氣從大約50-60℃冷卻至在周溫約5-20℃內。在降低此量的溫度時，從工廠產生回收的水明顯增加。除了產生用於灌溉或在發電廠外重複利用的水外，來自凝結器116的凝結液可在該發電方法內選擇性有用。 Finally (selective) condenser 116 cools the exhaust from the Venturi cleaner 115 from about 50-60 ° C to about 5-20 ° C at ambient temperature. When this temperature is lowered, the amount of water recovered from the plant is significantly increased. In addition to producing water for irrigation or reuse outside the power plant, condensate from condenser 116 may be selectively useful within the power generation process.

凝結液可與經預處理的燃料噴射進去，以減少NOX形成及在下游設備中(諸如在HWL交換器中)的相關酸性問題。再者或除了貯存水外，該凝結液亦可形成使用於特別燃料摻合物之燃燒的水來源。再者，來自凝結器的較高等級水可進一步處理成適於飲用的水，或可加入至由文托利清潔器產生的灌溉品質水及在文托利清潔器115與鰭狀風扇熱交換器100間再循環。 The condensate can be injected with the pretreated fuel to reduce NOx formation and associated acid problems in downstream equipment, such as in HWL exchangers. Alternatively or in addition to storing water, the condensate may also form a source of water for use in the combustion of particular fuel blends. Furthermore, the higher grade water from the condenser can be further processed into potable water, or can be added to the irrigated quality water produced by the Venturi cleaner and heat exchanged with the fin fan at the Venturi cleaner 115. Recycling between units 100.

來自冷卻該廢氣的熱不浪費，而是可與進入引擎111的進氣交換。除了再循環廢熱及水對所需要的燃料及在方法中所產生的排放物獲得利益外，水及熱的回收趨向於亦穩 定化引擎操作。對引擎較冷的進氣允許回收更多熱。 The heat from cooling the exhaust gas is not wasted, but can be exchanged with the intake air entering the engine 111. In addition to recycling waste heat and water to the required fuel and the benefits generated in the process, water and heat recovery tends to be stable Standardize engine operation. The cooler intake of the engine allows for more heat to be recovered.

第3B圖與第3A圖的不同處在其闡明一種製造甲醇燃料及將其供應至引擎111而沒有以點火改良劑燻蒸進氣的方法。來自製造工廠101的甲醇燃料透過運輸管基礎結構103運輸而直接使用於引擎111，其中該進氣110經預熱。此甲醇流可包括低程度的水，諸如至少0.2重量%的水。並不需要以閃蒸預處理而從運輸燃料中分離出醚，因為不需要燻蒸劑。但是，可仍然進行預處理以製備用於燃燒的燃料及/或分離醚用於在發電工廠外的分別用途。亦要了解關於第3A圖，以廢熱預熱該進氣的步驟非必需及可省略。但是，利用廢熱及再循環廢氣顆粒來改良引擎效率及減少排放物係有用。此外，從文托利清潔器至鰭狀風扇的水原理上可使用於加熱進氣的目的。 The difference between FIG. 3B and FIG. 3A illustrates a method of producing methanol fuel and supplying it to the engine 111 without fumigation of the intake air with an ignition improver. The methanol fuel from the manufacturing plant 101 is transported through the transport tube infrastructure 103 for direct use to the engine 111, wherein the intake air 110 is preheated. This methanol stream can include a low degree of water, such as at least 0.2% by weight water. It is not necessary to separate the ether from the transportation fuel by flash pretreatment because no fumigant is required. However, pretreatment can still be performed to prepare fuel for combustion and/or separate ether for separate use outside of a power plant. It is also to be understood that with regard to Figure 3A, the step of preheating the intake air with waste heat is not necessary and may be omitted. However, the use of waste heat and recirculated exhaust particulates to improve engine efficiency and reduce emissions is useful. In addition, the water from the Venturi cleaner to the fin fan can be used for the purpose of heating the intake air.

在闡明於第3B圖的方法中，可藉由多種方法來預熱進氣，包括使用從廢氣轉移(例如，經由凝結器116)的熱或從後燃燒方法前(諸如在催化轉換階段處)的廢氣所取得的熱。此外，進氣係使用於此描述的其它技術預熱，包括以電加熱元件、熱線點火塞直接加熱，及間接加熱(諸如藉由增壓器或渦輪增壓器)。 In the method illustrated in Figure 3B, the intake may be preheated by a variety of methods, including using heat from the exhaust (e.g., via condenser 116) or from a post-combustion process (such as at the catalytic conversion stage). The heat obtained by the exhaust gas. In addition, the intake system is preheated using other techniques described herein, including direct heating with electrical heating elements, glow plugs, and indirect heating (such as by a supercharger or turbocharger).

第5A及5B圖闡明使用於此描述的技術及燃料發電的概念可如何應用來發動軌道載具。在第5A及5B圖中的參考數目與相關的第3A及3B圖所使用之相同數目及項目相應。該燃料之任何預處理104及透過引擎111使用該燃料係相同。廢空氣在離開觸媒轉化器112後經由第一熱交換器 120冷卻，其使用周圍空氣來冷卻廢氣及加熱燃燒空氣110。 Figures 5A and 5B illustrate how the techniques described herein and the concept of fuel power generation can be applied to launch a rail vehicle. The number of references in Figures 5A and 5B corresponds to the same number and items used in the associated Figures 3A and 3B. Any pre-treatment 104 of the fuel and the engine 111 are the same using the fuel system. The waste air passes through the first heat exchanger after leaving the catalytic converter 112 120 is cooled, which uses ambient air to cool the exhaust gases and heat the combustion air 110.

在軌道載具上的廢氣處理與HWL方法不同，其在於將水與其它廢氣物質分離。離開該觸媒轉化器的廢氣通過活性氧化鋁水吸附循環121及活性氧化鋁水釋放循環122以對大氣產生乾淨的熱且乾之廢氣，且透過水凝結器123從廢氣再捕獲水。再捕獲的水可供應回該預處理階段或使用於不適於飲用的軌道載具用途。可使用離開該活性氧化鋁循環的較冷乾廢氣通過第二熱交換器124，以在軌道載具上提供加熱或冷卻。 Exhaust gas treatment on rail vehicles differs from HWL methods in that water is separated from other exhaust materials. The exhaust gas leaving the catalytic converter passes through the activated alumina water adsorption cycle 121 and the activated alumina water release cycle 122 to produce clean hot and dry exhaust gases to the atmosphere, and re-captures water from the exhaust gases through the water condenser 123. The recaptured water can be supplied back to the pretreatment stage or used for unsuitable rail vehicle applications. The colder dry exhaust gas exiting the activated alumina cycle may be passed through the second heat exchanger 124 to provide heating or cooling on the rail carrier.

在一個具體實例中，在甲醇工廠101處製造燃料將潛在地導致將二種組分貯存在軌道載具上：(1)水甲醇混合物，其經設計以提供正確的NOX/性能結果；及(2)呈分開加壓儲存的燻蒸劑組分。與船運重量不利結果比較，軌道重量不利結果不大。 In one embodiment, the manufacture of fuel at the methanol plant 101 will potentially result in the storage of the two components on the rail carrier: (1) a water-methanol mixture designed to provide the correct NOx/performance results; 2) A fumigant component that is stored separately under pressure. Compared with the unfavorable results of shipping weight, the unfavorable results of the track weight are not significant.

第5B圖類似於第3B圖，其闡明沒有使用燻蒸劑及僅依賴預熱的軌道載具發電方法。在沒有燻蒸劑的HWL方法之長處上的相同意見應用於相關的第5B圖中所描述之方法。 Figure 5B is similar to Figure 3B, which illustrates the use of a fumigant and a track carrier power generation method that relies only on preheating. The same opinion on the strengths of the HWL process without fumigant is applied to the method described in the related Figure 5B.

第6A及6B圖闡明使用於海洋目的及例如在船上的發電方法之概念。類似於該HWL發電方法實施例，可在船上提供用於船的尺寸之甲醇製造廠以對發動船的一或多個引擎111供應甲醇基底燃料。類似於上述實施例，第6A圖闡明在進氣中使用燻蒸劑點火增進劑的方法，同時第6B圖闡明沒有燻蒸劑的方法。該方法可取代包括無預熱或經預熱的進氣。 Figures 6A and 6B illustrate concepts for marine purposes and methods of power generation, such as onboard ships. Similar to the HWL power generation method embodiment, a methanol manufacturing plant for ship size may be provided on board to supply methanol base fuel to one or more engines 111 of the launching vessel. Similar to the above embodiment, Figure 6A illustrates a method of using a fumigant ignition enhancer in the intake air, while Figure 6B illustrates a method without a fumigant. This method can replace the intake air including no preheating or preheating.

在海洋載具上的第一熱交換器120使用較冷的周圍空氣來冷卻廢空氣。該廢空氣的一部分可再循環回去以變成熱的燃燒空氣110。然後，將剩餘的冷卻廢空氣傳遞至海水淡化器125及其它熱交換設備以對載具的需求(諸如貯存及載具加熱)有最大化的廢熱回收。海水淡化器利用海洋載具容易獲得的海水。 The first heat exchanger 120 on the marine carrier uses cooler ambient air to cool the waste air. A portion of the waste air may be recycled back to become hot combustion air 110. The remaining cooled waste air is then passed to the desalination unit 125 and other heat exchange equipment to maximize waste heat recovery for the vehicle's needs, such as storage and vehicle heating. Seawater desalination uses seawater that is readily available from marine vehicles.

當使用在上述應用中時，與於此描述的方法及燃料相關之一般優點為其能夠對能量及資源受限的社區及住處同步傳遞數種利益。特定的優點包括： When used in the above applications, the general advantages associated with the methods and fuels described herein are the ability to simultaneously communicate several benefits to energy and resource constrained communities and residences. Specific advantages include:

‧遠端資源之發展，否則其可由於不合適而保持未開發(例如，高硫)。 ‧ Development of remote resources, otherwise it may remain undeveloped (eg, high sulfur) due to inappropriateness.

‧對有效率的生物質共處理提供無縫的選擇以減少CO₂。 ‧ Provides a seamless choice for efficient biomass co-processing to reduce CO ₂ .

‧最早共使用生物質將延長現存資源的壽命。 ‧ The earliest total use of biomass will extend the life of existing resources.

‧亦可能整合其它可更新的方法，諸如風及太陽。 ‧ It is also possible to integrate other renewable methods such as wind and sun.

‧對以熱電複合(CHP)或冷熱電複合(CCHP)為基底的需求中心提供電力。 ‧Power is supplied to demand centers based on thermoelectric composite (CHP) or cold thermoelectric composite (CCHP).

‧實際上消除全部由電能的生產階段所引起之非CO₂污染源。 ‧In fact, all sources of non-CO ₂ pollution caused by the production phase of electrical energy are eliminated.

‧從資源最大可能程度地捕獲氫且將這些資源轉換成水以由需求中心使用(1份氫在與氧反應時轉換成9份水，以重量計)。在此安排下，化石燃料資源在某種程度上亦可視為具有潛在”免費運送”效應的水資源，因為該燃料傳遞機制將在任何情況中吸收其自身的配銷成本。此水將以活性 氧化鋁或其它合適的吸附材料或技術處理，以移除通過處理該熱引擎廢氣的觸媒轉化器時的失效。 • Capture hydrogen from the greatest possible extent of resources and convert these resources into water for use by the demand center (1 part hydrogen is converted to 9 parts water by weight when reacted with oxygen). Under this arrangement, fossil fuel resources can also be considered to some extent as water resources with the potential “free shipping” effect, as the fuel delivery mechanism will absorb its own distribution costs in any case. This water will be active Alumina or other suitable adsorbent materials or techniques are treated to remove failures through the catalytic converter that treats the hot engine exhaust.

‧藉由熱水回路(HWL)冷卻廢氣及與當地對熱的需求中心交換此主要的熱能來源而對當地社區提供廢熱，用於加熱或冷凍目的。來自使用於此描述的技術之乾淨廢氣允許鄰近市場發電，一種燃煤發電特別正常無法獲得的特徵。 • Provide waste heat to the local community for heating or freezing purposes by cooling the exhaust gas through a hot water circuit (HWL) and exchanging this primary source of heat energy with a local heat demand center. Clean exhaust gases from the techniques described herein allow for power generation in adjacent markets, a feature that coal-fired power generation is particularly unattainable.

‧有效率地回收水及熱。可使用其它熱傳遞方法，然而在較高成本下增加回收，且燃燒空氣亦可在鰭狀風扇冷卻器前選擇性由例如循環水加熱(在第3A及3B圖的實施例中)。 ‧ Recover water and heat efficiently. Other heat transfer methods can be used, however, the recovery is increased at higher cost, and the combustion air can also be selectively heated by, for example, circulating water prior to the fin fan cooler (in the embodiments of Figures 3A and 3B).

‧可獲得高水回收，每公頓消耗的甲醇鄰近0.7至1公噸的灌溉水或較高，若在經濟及工程基礎上合理時。 ‧ High water recovery is available. The methanol consumed per ton is close to 0.7 to 1 metric ton of irrigation water or higher, if it is reasonable on an economic and engineering basis.

‧提供pH中性的灌溉水，用於由當地社區直接使用。 ‧ Provide pH neutral irrigation water for direct use by local communities.

‧提供經水清洗的廢氣，其中和酸及移除微粒物質至低程度。在廢氣中的其它污染物(諸如SOX及烴)將亦低。 ‧ Provide water-cleaned exhaust gas, which neutralizes acid and removes particulate matter to a low level. Other contaminants in the exhaust gas, such as SOX and hydrocarbons, will also be low.

於此所描述伴隨著水生產、HWL熱整合及排放物結果的技術就引擎效率而論將得到一成本，但是在許多情況中，此觀點預計由供應連鎖利益及上述提及的利益而抵銷。 The techniques described herein along with water production, HWL thermal integration, and emissions results will yield a cost in terms of engine efficiency, but in many cases this view is expected to be offset by supply chain benefits and the benefits mentioned above. .

實施例 Example 實施例1：研究用於壓縮點火引擎的甲醇水燃料組成物之實驗計劃 Example 1: Experimental plan for studying methanol water fuel composition for compression ignition engine

1.1概述 1.1 Overview

此報導總整理出在由墨爾本大學(the University of Melbourne)所進行的實驗計劃期間，對不同甲醇基底燃料於 壓縮點火引擎中之性能及從引擎出來的排放物所獲得的結果。 This report has been compiled for different methanol-based fuels during the experimental project conducted by the University of Melbourne. Compress the performance of the ignition engine and the results obtained from the engine emissions.

所測試的燃料為甲醇、水、二甲基醚(DME)與二乙基醚(DEE)之混合物。因為甲醇正常並非壓縮點火燃料，故使用二種點火發動器系統。第一由進氣預熱器組成。藉由將該引擎進氣加熱至最高150℃(強加的安全性限制)，在接近壓縮衝程的末端(於此位置處噴射主燃料載量)時到達較高溫度。在某些情況中，這些溫度足夠高能讓噴射的燃料發生壓縮點火。 The fuel tested was a mixture of methanol, water, dimethyl ether (DME) and diethyl ether (DEE). Since methanol is not normally a compression ignition fuel, two types of ignition actuator systems are used. The first consists of an air intake preheater. By heating the engine intake air to a maximum of 150 ° C (imposed safety limit), a higher temperature is reached near the end of the compression stroke (the main fuel load is injected at this location). In some cases, these temperatures are high enough to cause a compression ignition of the injected fuel.

用於促進點火的第二系統包括將二甲基醚(DME)氣體連續噴射(即，燻蒸)進引擎的噴射埠。因為DME具有相對低的點火溫度及高十六烷數，當該空氣/燻蒸劑混合物在壓縮衝程期間壓縮時，DME自動點燃，因此釋放出熱能，其依次可點火該主燃料載量。 A second system for promoting ignition includes continuously ejecting (i.e., fumigation) dimethyl ether (DME) gas into the jet enthalpy of the engine. Because DME has a relatively low ignition temperature and a high cetane number, when the air/fumigant mixture is compressed during the compression stroke, the DME automatically ignites, thereby releasing thermal energy, which in turn ignites the primary fuel load.

在經修改的1D81黑次(Hatz)單汽缸柴油引擎上進行測試，其中該引擎係安裝在室內建立的運動(motoring)/吸收測功計設備上。在其未修改的狀態下，此自然進氣式引擎可從大約670cc體積的單汽缸產生最高10瓩的軸功率。非常類似的是，所測試的全部燃料之絕對性能將在較大的引擎中較好，如在引擎團體中一般知曉，波峰引擎效率將由於基礎物理法則而隨著引擎尺寸增加。 Testing was performed on a modified 1D81 Hatz single cylinder diesel engine mounted on an indoor established motoring/absorption dynamometer device. In its unmodified state, this naturally aspirated engine can produce shaft power of up to 10 从 from a single cylinder of approximately 670 cc volume. Quite similarly, the absolute performance of all of the fuels tested will be better in larger engines, as is generally known in the engine community, and peak engine efficiency will increase with engine size due to underlying physical laws.

就此而論，要考慮到應該相對於在此相同引擎上施加柴油燃料的結果來觀察在現行測試計劃中之非柴油燃料的引擎性能。特別是，若在此引擎中所提供的替代燃料相對 於柴油可達成可比較或較好的性能時，可能的是，此相對性能亦可在較大引擎上達成。當然，在所提供的引擎上最大化所提供的燃料之絕對性能需要進一步最佳化，及其應該改良引擎性能。 In this connection, it is considered that the engine performance of the non-diesel fuel in the current test plan should be observed with respect to the results of the application of diesel fuel on the same engine. In particular, if the alternative fuel provided in this engine is relative When diesel can achieve comparable or better performance, it is possible that this relative performance can also be achieved on larger engines. Of course, maximizing the absolute performance of the fuel provided on the provided engine requires further optimization and should improve engine performance.

來自此實驗計劃的一般觀察如下。 The general observations from this experimental program are as follows.

1.燻蒸的引擎測試 1. Fumigation engine test

這些結果顯示出在更有效率的操作條件下，燻蒸的引擎產生可與柴油引擎比較的效率、較低的NO排放物及更低的微粒排放物。 These results show that under more efficient operating conditions, the fumigated engine produces efficiencies, lower NO emissions, and lower particulate emissions compared to diesel engines.

2.加熱的進氣測試 2. Heated air intake test

這些結果顯示出從引擎出去的NO排放物可與柴油引擎比較。當該燻蒸的引擎運行時，再次觀察到比柴油引擎更低的微粒排放物。在此操作模式中，需要進一步工作來改良引擎效率。 These results show that NO emissions from the engine can be compared to diesel engines. When the fumigated engine was running, lower particulate emissions were observed again than the diesel engine. In this mode of operation, further work is needed to improve engine efficiency.

1.2 實驗方法 1.2 Experimental methods

在經修改的1D81黑次柴油引擎上進行測試，其中該引擎係安裝在室內建立的運動/吸收測功計設備上。第10圖闡述該設備的方法及測試儀器圖形。未修改的引擎規格詳述在下列表1中。這些規格在引擎測試期間不改變。 Testing was performed on a modified 1D81 black sub-diesel engine that was installed on a motion/absorption dynamometer device built indoors. Figure 10 illustrates the method and test instrument graphics of the device. Unmodified engine specifications are detailed in Listing 1 below. These specifications do not change during engine testing.

對引擎的修改係由下列組成。 The modifications to the engine consist of the following.

‧以螺線管驅動的噴射系統及分別的燃料泵及噴射系統置換機械燃油噴射器及燃料泵。 ‧ Replace the mechanical fuel injector and fuel pump with a solenoid-driven injection system and separate fuel pumps and injection systems.

使用電子指揮的常見軌道柴油機噴射器對該系統噴射燃料。此噴射器(博世(Bosch)，型號0 445 110 054-RE)輸送 比在未修改的引擎上之噴射器明顯較高的體積流速，如此可輸送在表2中包含最高的水之燃料，同時達成與柴油及純甲醇燃料二者相同的空氣/燃料比率。 Fuel is injected into the system using a common rail diesel injector that is electronically commanded. This injector (Bosch, model 0 445 110 054-RE) delivers A significantly higher volumetric flow rate than the injector on the unmodified engine, so that the fuel containing the highest water in Table 2 can be delivered while achieving the same air/fuel ratio as both diesel and pure methanol fuel.

對此引擎來說，此噴射器過大，如此應該在引擎性能上造成明顯減低，甚至當如未修改的引擎以相同柴油燃料運行時。結果，用來測試在表2中列出的替代性燃料之適合的參考係相同，經修改的系統在柴油機上運行，其結果列在表3、4及5中。已觀察到進一步測試(特別是具有較低水含量的燃料)將能夠使用較小的噴射器，因此在引擎性能上明顯改良。 For this engine, the injector is too large and should result in a significant reduction in engine performance even when the engine is operating with the same diesel fuel as the unmodified engine. As a result, the appropriate reference frames used to test the alternative fuels listed in Table 2 were identical, and the modified system was run on a diesel engine, the results of which are listed in Tables 3, 4 and 5. It has been observed that further testing (especially fuels with lower water content) will enable the use of smaller injectors and thus a significant improvement in engine performance.

如第10圖顯示出，該燃料混合進加壓儲存容器中，如此DME在噴射進引擎中之前不會轉變成氣相。此容器於測試期間總是在5至10巴間。然後，離開此容器的液體燃料在噴射進引擎中之前係由最高800巴的哈斯克爾(Haskel)空氣驅動泵加壓。使用高壓積聚器來保證該燃料線壓力在測試期間保持固定。 As shown in Figure 10, the fuel is mixed into the pressurized storage vessel so that the DME does not transform into the gas phase prior to injection into the engine. This container is always between 5 and 10 bar during the test. The liquid fuel exiting the vessel is then pressurized by a Haskel air driven pump up to 800 bar before being injected into the engine. A high pressure accumulator is used to ensure that the fuel line pressure remains fixed during the test.

燃料流速係藉由將該加壓儲存容器懸浮在負載槽上，及測量在每個測試期間容器質量的改變速率來測量。 The fuel flow rate is measured by suspending the pressurized storage container on the load cell and measuring the rate of change of the mass of the container during each test.

‧注入歧管之擴大。 ‧Increase in the injection manifold.

此係藉由連接進氣預熱器與DME燻蒸注入口二者而完成。使用二者系統作為主燃料載量的點火發動器。 This is accomplished by connecting both the intake preheater and the DME fumigation inlet. Both systems are used as the primary fuel load ignition actuator.

‧擴大廢氣歧管以連接全部排放物分析系統。 • Expand the exhaust manifold to connect all emissions analysis systems.

‧奇斯特勒(Kistler)壓電性壓力轉換器。 ‧ Kistler piezoelectric pressure transducer.

安裝在引擎的汽缸頭上以記錄汽缸內壓力。 Installed on the cylinder head of the engine to record the pressure in the cylinder.

‧對全部測試使用殼牌海力克斯比賽(Shell Helix Racing)10W60油。 ‧Use Shell Helix for all tests (Shell Helix) Racing) 10W60 oil.

此係合成油。 This is a synthetic oil.

使用一些各自獨立的系統分析排放出的廢氣。 The exhaust gases are analyzed using a number of separate systems.

‧MAHA微粒物質計量器。 ‧MAHA particulate matter meter.

此裝置提供在引擎廢氣中的微粒物質之重量度量。 This device provides a measure of the weight of particulate matter in the engine exhaust.

‧博世UEGO感應器。 ‧ Bosch UEGO sensor.

此係一種測量空氣燃料比率的製造裝置。雖然其已經發展用於烴燃料，與來自ADS9000排放物工作台之經測量的空氣燃料比率比較，已闡明其對全部測試的燃料皆良好地作用，除了含有多於50重量%水含量的那些外(第4圖)。 This is a manufacturing device that measures the ratio of air to fuel. Although it has been developed for hydrocarbon fuels, it has been shown to work well for all tested fuels compared to the measured air fuel ratio from the ADS 9000 Emissions Workbench, except those containing more than 50% by weight water content. (Fig. 4).

‧ADS9000排放物工作台。 ‧ADS9000 emissions workbench.

此裝置測量從引擎出去的NO排放物。在採樣前，讓廢氣樣品通過未加熱的線及水捕集器，因此所取樣的氣體之水含量應該在周圍條件下接近飽和。在測試計劃前及期間對全部測量的量及氣體分配器(gas divider)使用校正氣體來校正ADS9000。 This device measures NO emissions from the engine. Before sampling, the exhaust gas sample is passed through the unheated line and water trap, so the water content of the sampled gas should be nearly saturated under ambient conditions. The calibration gas is used to calibrate the ADS 9000 for all measured quantities and gas dividers before and during the test plan.

‧蓋斯美特(Gasmet)FTIR排放物分析器。 ‧ Gasmet FTIR Emissions Analyzer.

使用適當的校正氣體來校正此裝置及以高純度氮調整歸零，如每種供應者的用法說明般。 Use an appropriate calibration gas to calibrate the unit and adjust to zero with high purity nitrogen, as described by each supplier.

在2000rpm的穩定狀態速度及難達值2(即，100重量%過量空氣)下測試每種燃料。在難達大約1.5下操作未修改的引擎。在一個例子中，選擇較簡練的操作，因為在難達1.5下使用純甲醇的第一測試由於過度提前噴射而產生縮缸(engine seizure)。在難達2時則無歷經進一步縮缸。 Each fuel was tested at a steady state speed of 2000 rpm and a hard to reach value of 2 (ie, 100% by weight excess air). Operate the unmodified engine at approximately 1.5 times. In one example, a more concise operation was chosen because the first test using pure methanol at a difficulty of 1.5 resulted in an engine seizure due to excessive advance injection. At the time of difficulty 2, there is no further reduction of the cylinder.

整個測試引擎程序如下。 The entire test engine program is as follows.

1.加熱的噴射運行。 1. Heated spray operation.

首先將進氣提高至150℃。 First increase the intake air to 150 °C.

設定難達值2的噴射週期，及噴射之開始設定為上死點。 The injection cycle of the hard-to-reach value 2 is set, and the start of the injection is set to the top dead center.

然後，當引擎運行時，加熱器控制器減低噴射溫度直到不再維持正引擎轉矩。然後，加熱器噴射控制器將噴射溫度設定至高於當操作停止時的程度。 Then, when the engine is running, the heater controller reduces the injection temperature until the positive engine torque is no longer maintained. Then, the heater injection controller sets the injection temperature to a higher level than when the operation is stopped.

然後，推進噴射開始且以測功計控制器維持固定引擎速度，直到引擎轉矩到達所謂的”最大制動扭矩(MBT)”。MBT係在固定引擎速度及空氣/燃料比率下最有效率的操作條件。 Then, the propulsion injection begins and the dynamometer controller maintains a fixed engine speed until the engine torque reaches a so-called "maximum braking torque (MBT)." MBT is the most efficient operating condition at fixed engine speeds and air/fuel ratios.

記錄在此操作條件下所產生的噴射正時(開始及週期)及其它測量的量。 The injection timing (start and cycle) and other measured quantities produced under this operating condition are recorded.

2.燻蒸的噴射運行。 2. Fumigation jet operation.

在平順運行條件下以高DME流速建立引擎。 The engine is built at high DME flow rates under smooth running conditions.

設定難達值2的主燃料噴射週期，及噴射正時之開始設定在上死點處。 The main fuel injection period of the hard-to-reach value 2 is set, and the start of the injection timing is set at the top dead center.

然後，當主燃料流速增加時減低DME流速以維持固定難達，直到制動扭矩到達最大。 Then, as the main fuel flow rate increases, the DME flow rate is reduced to maintain a fixed hard time until the brake torque reaches a maximum.

然後，推進噴射正時開始直到達成MBT正時，同時若需要的話，連續調整主燃料流速以維持難達。 Then, the injection timing is advanced until the MBT timing is reached, and if necessary, the main fuel flow rate is continuously adjusted to maintain the difficulty.

記錄在此操作條件下所產生的噴射正時(開始及週期)及其它測量的量。 The injection timing (start and cycle) and other measured quantities produced under this operating condition are recorded.

3.柴油引擎運行。 3. The diesel engine is running.

推進噴射正時開始至MBT，同時經由噴射週期將難達 維持在2。 Push injection timing starts to MBT, while it will be difficult to reach via the injection cycle Maintain at 2.

燃料規格如下。 The fuel specifications are as follows.

‧甲醇，99.8重量%+純度 ‧Methanol, 99.8% by weight + purity

‧去離子水，99.8重量%+純度 ‧ Deionized water, 99.8 wt% + purity

‧二甲基醚(DME)，98重量%+純度 ‧ Dimethyl ether (DME), 98% by weight + purity

‧二乙基醚(DEE)，98重量%+純度 ‧Diethyl ether (DEE), 98% by weight + purity

1.3 結果 1.3 Results

測試工作的結果顯現在下列表中。 The results of the test work appear in the list below.

1.4 進一步測試工作 1.4 Further testing work

進行進一步測試工作以探索額外的燃料及燻蒸劑組合，及那些測試的結果總整理在下列表11及12中。要注意下列： Further testing was conducted to explore additional fuel and fumigant combinations, and the results of those tests are summarized in Tables 11 and 12 below. Pay attention to the following:

‧整體來說，對相同或類似的燃料來說，在1000rpm下的引擎效率係低於在較高引擎速度下。此係以下列事實為基準：未修改的黑次引擎在大約2000rpm下具有一波峰 效率，及此係預計。當使用在經設計為了在較低rpm下的波峰效率之較大引擎中時，將改良使用該燃料的效率。 ‧ Overall, engine efficiency at 1000 rpm is lower than at higher engine speeds for the same or similar fuels. This is based on the fact that the unmodified black-order engine has a peak at approximately 2000 rpm. Efficiency, and this is expected. The efficiency of using the fuel will be improved when used in larger engines designed to achieve peak efficiency at lower rpm.

‧使用ADS9000裝置時NO排放物未顯現，由於此感應器在此測試計劃期間失靈。 ‧NO emissions did not appear when using the ADS9000 unit as this sensor failed during this test plan.

‧燃料噴射器在測試數25期間失靈。對此測試所記錄的資料仍然顯示為合理，因為該失靈係在測試的晚期，如此包含在此附錄中。要注意的是，運行25及27的性能係可比較，其除了添加劑外具有非常類似的主燃料組成物。 ‧ The fuel injector failed during test number 25. The data recorded for this test is still shown to be reasonable, as the failure is in the late stages of testing and is included in this appendix. It is to be noted that the performance of Runs 25 and 27 is comparable, with very similar primary fuel compositions in addition to the additives.

1.5 在燃料組成物中，於體積%與質量%間之比較表 1.5 Comparison table between volume % and mass % in fuel composition

在上述1.1至1.4處概述的測試結果中，該表係以在主燃料組成物中的組分之相對量為基準(以體積計測量)。下列表13及14能夠在該燃料組成物之體積與重量%間製得轉換。 In the test results outlined above at 1.1 to 1.4, the watch is based on the relative amount of components in the main fuel composition (measured by volume). The following Tables 13 and 14 are capable of producing a conversion between the volume and weight % of the fuel composition.

1.6 在第1.1至1.5節中所報導的測試結果上之觀察。 1.6 Observations on the test results reported in Sections 1.1 to 1.5.

水及醚加上DME燻蒸劑： Water and ether plus DME fumigant:

上述報導的工作闡明水具有某些關鍵性質，使得其對甲醇燃料係有用的加入： The work reported above clarifies that water has certain key properties that make it useful for the addition of methanol fuel systems:

1.若使用可燃燒的甲醇燃料噴射(最高至一點)時，該效率不減少而是增加至最理想的點，然後當水的比例連續提高時減少。已經由申請人假定效率增加可係由於一些因素之組合，諸如下列因素： 1. If a combustible methanol fuel is used (up to a point), the efficiency is not reduced but is increased to the optimum point and then decreased as the proportion of water continuously increases. It has been assumed by the applicant that the increase in efficiency may be due to a combination of factors such as the following:

a.水的光譜性質(諸如發射率及吸收係數)遍及加熱(例如，紅外線IR)帶係優異(相對於甲醇)，其輔助將輻射 熱吸收進混合的燃料與水之液滴中，當甲醇以加速的速率從液滴蒸發時，因為甲醇將分擔此較高的熱吸收速率而首先蒸發。 a. The spectral properties of water (such as emissivity and absorption coefficient) are excellent throughout the heating (eg, infrared IR) band (relative to methanol), which aids in radiation Heat is absorbed into the mixed fuel and water droplets, and as methanol evaporates from the droplets at an accelerated rate, the first evaporation occurs because methanol will share this higher rate of heat absorption.

水的發射率在文獻中有報導，其係在0.9至1.0間(即，對紅外線輻射近乎黑體)，同時甲醇少於其值的一半在接近0.4處。 The emissivity of water has been reported in the literature, which is between 0.9 and 1.0 (i.e., near infrared radiation to infrared radiation), while methanol is less than half of its value at approximately 0.4.

b.水的導熱度大於甲醇。 b. The thermal conductivity of water is greater than that of methanol.

c.水的熱擴散性大於甲醇。 c. The thermal diffusivity of water is greater than that of methanol.

d.上述的b.及c.點將伴隨著水存在於液滴內而導致較大的熱轉移，再次加速液相甲醇轉換成氣體，如甲醇濃度減少，當液滴收縮時： d. The above points b. and c. will be accompanied by the presence of water in the droplets resulting in a large heat transfer, again accelerating the conversion of liquid methanol to a gas, such as a decrease in methanol concentration, when the droplets shrink:

2.上述報導的工作透過其甚至當在高水程度下以合適的點火輔助量(就燻蒸劑而論)運行時的平順操作闡明來提供水甲醇燃料的可行性證據。從顯現在第7圖中之資料(其來自上述報導的工作)顯示出，當水含量在約12%至23%的範圍內(以該主燃料組成物的重量計)時，有達成一制動熱效率的波峰。此改良的BTE區域係對水含量在2%至32重量%間來說，而DME燻蒸劑在接近16-18重量%的區域中達成最 理想。此係一驚人的結果。出乎意料的是，將此高程度水噴射進燃燒室中將能夠讓壓縮點火引擎以可接受的操作(就IMEP的COV(指示為平均有效壓力的變異係數)而論)來操作。 2. The work reported above provides evidence of the feasibility of providing water-methanol fuel through its smooth operation, even when operated at a high water level with a suitable ignition assist amount (in the case of fumigants). From the data presented in Figure 7, which is from the work reported above, it is shown that when the water content is in the range of about 12% to 23% (based on the weight of the main fuel composition), a brake is achieved. The peak of thermal efficiency. The modified BTE zone has a water content between 2% and 32% by weight, while the DME fumigant achieves the most in the region of approximately 16-18% by weight. ideal. This is an amazing result. Unexpectedly, injecting this high level of water into the combustion chamber will enable the compression ignition engine to operate with acceptable operation (in terms of the COV of the IMEP (indicated as the coefficient of variation of the mean effective pressure)).

從上述報導的實驗資料看出，較低等級的BTE完成者在大部分情況中係未稀釋的甲醇，而包含4-9%重量範圍的DME之混合物獲得好的性能。 From the experimental data reported above, the lower grade BTE finishers are in most cases undiluted methanol, while the mixture containing 4-9% by weight of DME gives good performance.

當在包含先前提到的DME量之燃料中的水含量超過大約30重量%時，效率降回與無水存在的燃料燃燒一致之程度。 When the water content in the fuel containing the previously mentioned DME amount exceeds about 30% by weight, the efficiency falls back to the extent consistent with the fuel combustion in the absence of water.

要注意的是，該燃料約70重量%的水在引擎中燃燒，儘管該效率在某種程度上由於較高的廢氣水含量而在一半處。 It is to be noted that about 70% by weight of the water of the fuel is burned in the engine, although this efficiency is in some cases halfway due to the higher exhaust water content.

第8圖提供該主燃料的醚含量(以重量%計)及該燃料的BTE結果之圖解表示。使用括弧(})來標記與使用二乙基醚作為在燃料組成物中的醚組分相關之點，然而在其它繪製的點中所使用之醚為二甲基醚。第8圖指示出藉由將4重量%DME引進至大約16重量%水含量的液相，BTE升高一些1.5%(與未稀釋的甲醇情況比較)。通常來說，該透過使用在由虛線顯示出的盒子內之醚量所提供的結果對該主燃料組成物提供優點。將醚含量增加大於10重量%程度(即，在盒子外至圖形右邊)時會引進額外的成本而沒有相應的方法改良或優點。 Figure 8 provides a graphical representation of the ether content (in % by weight) of the primary fuel and the BTE results for the fuel. Brackets (}) are used to mark the point associated with the use of diethyl ether as the ether component in the fuel composition, however the ether used in the other plotted points is dimethyl ether. Figure 8 indicates that by introducing 4% by weight of DME to a liquid phase of about 16% by weight water content, the BTE is increased by some 1.5% (compared to the case of undiluted methanol). In general, this provides an advantage to the primary fuel composition by using the results provided by the amount of ether in the box shown by the dashed lines. Increasing the ether content by more than 10% by weight (i.e., outside the box to the right of the graph) introduces additional costs without corresponding method improvements or advantages.

在低水程度下，16重量%DME的利益比4%小，及4重量%DME在水含量高於約6重量%處勝過16重量%DME。 At low water levels, the benefit of 16 wt% DME is less than 4%, and 4 wt% DME outperforms 16 wt% DME at water levels above about 6 wt%.

大約8%DME(以重量計)遍及該水含量範圍具有比4%DME稍微較高的BTE，在燃料中最高至最大約36重量%的水之差異平均約0.3%。 Approximately 8% DME (by weight) has a slightly higher BTE than the 4% DME throughout the water content range, with an average difference of about 0.3% in the fuel up to about 36% by weight water.

在燃料中的二乙基醚(DEE，用括弧括住的點)於較低的水範圍中顯示出較弱的BTE，於此性能類似於純甲醇；但是當在燃料中的水含量昇高大於約25重量%時，大約8重量%的DEE改良其性能而與DME相符。 Diethyl ether in the fuel (DEE, the point enclosed in brackets) shows a weaker BTE in the lower water range, which is similar to pure methanol; but when the water content in the fuel rises Above about 25% by weight, about 8% by weight of DEE improves its properties to match DME.

就制動熱效率而論，在甲醇水燃料中於DME前可不選擇DEE，除非有其它理由(諸如揮發性或蒸氣壓勝過)。 In terms of brake thermal efficiency, DEE may not be selected prior to DME in methanol water fuel unless there are other reasons (such as volatility or vapor pressure overcoming).

水及燻蒸劑在NO上的效應： Effect of water and fumigant on NO:

在施加冷卻劑(諸如水)的燻蒸環境中，無法預測將達成NO減低且無法預測NO減低的程度。測試工作顯示出當水程度增加時NO減低相當戲劇性，其顯示出在36重量%水處係0.2克/瓩-小時的谷底，如顯示在第9圖中。 In a fumigation environment in which a coolant such as water is applied, it is impossible to predict the extent to which NO reduction will be achieved and NO reduction cannot be predicted. The test work showed that the NO reduction was quite dramatic when the water level increased, showing a bottom of 0.2 g/瓩-hr at 36% by weight of water, as shown in Figure 9.

第10圖提供另一個增加水含量在廢氣中的NOX上具有之效應的闡明。4%及8重量%DME線顯示出甚至在高進氣溫度下對NOX形成有最好反應。可在燻蒸的情況中看見相同趨勢，當水程度增加時減少NOX的情況，16.5重量%DME及8.8重量%DEE顯示出較高的NO程度(與低DME情況比較)。全部不含水的加熱運行產生比沒有預熱的柴油燃料高之NO。 Figure 10 provides an illustration of another effect of increasing the water content on the NOx in the exhaust. The 4% and 8% by weight DME lines showed the best response to NOx formation even at high inlet temperatures. The same trend can be seen in the case of fumigation, with a reduction in NOx as the water level increases, 16.5 wt% DME and 8.8 wt% DEE show a higher degree of NO (compared to low DME conditions). All non-aqueous heating operations produce higher NO than unpreheated diesel fuel.

從上述資料及伴隨的圖形證明，一個值得的操作區域包括使用在主燃料組成物中包含甲醇及20-22重量%水及4-6%重量DME的主燃料組成物，伴隨著燻蒸。此燃料將達 成好的效率及低NO。想要的燃料操作區域可伴隨著可接受的CI引擎操作而進一步擴展開，如詳細描述在此申請案的其它節中。 From the above information and accompanying figures, a worthwhile operating area includes the use of a primary fuel composition comprising methanol and 20-22% by weight water and 4-6% by weight DME in the main fuel composition, accompanied by fumigation. This fuel will reach Good efficiency and low NO. The desired fuel operating area can be further expanded with acceptable CI engine operation, as described in detail in other sections of this application.

相較之下，柴油燃料在相同引擎上於難達2及2000rpm(全部燻蒸測試的難達及速度皆在這些曲線圖中)下達成4.9克/瓩-小時。 In contrast, diesel fuel achieved 4.9 g/瓩-hour on the same engine at 2 and 2000 rpm (the difficulty and speed of all fumigation tests are in these graphs).

燻蒸劑： Fumigant:

先前尚未考慮使用燻蒸劑(或燻蒸)與複合燃料組成物，特別是包含水與甲醇及選擇性其它添加劑(諸如DME)的燃料組成物。必定的是，尚未有報導出商業上採用此技術。此可由於事實上已經考慮此燃料提供低熱值甲醇將根本不太可能良好地工作，其進一步由與高潛熱稀釋劑(諸如水)混合而減弱。使用包含大水組分的燃料亦是反直覺，因為水正常使用來熄滅火而非幫助其燃燒。 The use of fumigants (or fumigants) and composite fuel compositions, particularly fuel compositions comprising water and methanol and optionally other additives such as DME, has not previously been considered. It must be noted that this technology has not been reported for commercial use. This may be due to the fact that this fuel has been considered to provide a low calorific value methanol which would be less likely to work well, which is further attenuated by mixing with a high latent heat diluent such as water. The use of fuels containing large water components is also counter-intuitive because water is used normally to extinguish the fire rather than to help it burn.

為了研究此空間，使用具有類似5升V8引擎的汽缸容量之單汽缸引擎，且安裝較大的噴射器以克服每升某些欲測試的燃料之低熱值。 To investigate this space, a single cylinder engine with a cylinder capacity similar to a 5 liter V8 engine was used and a larger injector was installed to overcome the low calorific value of some of the fuel to be tested per liter.

這些較大的噴射器具有減低引擎效率的效應，但是當在燃料間比較以提供所施加的反映條件時，該比較的有效性已經由引擎測試專家公認。 These larger injectors have the effect of reducing engine efficiency, but the effectiveness of this comparison has been recognized by engine test experts when comparing between fuels to provide the applied reflection conditions.

在該測試的特定操作條件下需要超大型噴射器，及該引擎由於小的引擎尺寸而在高rpm下操作，但是進一步工作將能夠修改這些因素，此伴隨著隨之發生減少噴入引擎的進氣中之相對的燻蒸劑(點火增進劑)量。進行用以支持此應 用的實驗工作係在2000rpm及1000rpm下進行，後者為使用於該計劃的黑次引擎之最低可操作速度。 Extra large injectors are required under the specific operating conditions of the test, and the engine operates at high rpm due to small engine size, but further work will be able to modify these factors, which is accompanied by a reduction in the injection into the engine. The amount of relative fumigant (ignition enhancer) in the gas. Carry out to support this response The experimental work was carried out at 2000 rpm and 1000 rpm, which was the lowest operational speed of the black sub-engine used in the program.

實施例2：70重量%甲醇：30重量%水燃料與進氣加熱方法及燻蒸劑操作 Example 2: 70% by weight of methanol: 30% by weight of water fuel and intake air heating method and fumigant operation

將包含70重量%甲醇及30重量%水的燃料引進在第1圖中圖式表示之燃燒點火引擎中。 A fuel containing 70% by weight of methanol and 30% by weight of water was introduced into the combustion ignition engine represented by the pattern in Fig. 1.

在該引擎操作的不同階段(開始、在低負載下的穩定狀態、在50%-100%最大負載下的穩定狀態、空載等等)期間，該引擎可以不同模式及模式之組合操作。 The engine can operate in different modes and combinations of modes during different phases of engine operation (start, steady state under low load, steady state at 50%-100% maximum load, no load, etc.).

在0-50%引擎負載下操作期間，將進氣預熱至150-200℃間且不存在燻蒸劑。空氣流在高溫下對引擎的損失由該引擎在低負載下補償。 During operation at 0-50% engine load, the intake air is preheated to between 150-200 °C and no fumigant is present. The loss of air to the engine at high temperatures is compensated by the engine at low loads.

在最大負載操作的50%之情況下，可減低該進氣預熱程度，及此外，可使用包含95重量%DME、3重量%甲醇及2重量%水的燻蒸劑。將燻蒸劑以吸進的總燃料之5重量%的量噴射進該進氣中。當接近最大負載時可降低此燻蒸程度。 In the case of 50% of the maximum load operation, the degree of preheating of the intake air can be reduced, and further, a fumigant containing 95% by weight of DME, 3% by weight of methanol and 2% by weight of water can be used. The fumigant is injected into the intake air in an amount of 5% by weight of the total fuel sucked in. This degree of fumigation can be reduced when approaching the maximum load.

在開始時，可預熱該進氣，及此外，將較大重量%的燻蒸劑(相關於主燃料)燻蒸進該進氣中。合適於此操作階段的一種燻蒸劑為20%-50重量%包含100重量%DME的燻蒸劑。 At the beginning, the intake air can be preheated and, in addition, a greater weight percent fumigant (associated with the main fuel) is fumigated into the intake air. One fumigant suitable for this stage of operation is from 20% to 50% by weight of a fumigant comprising 100% by weight of DME.

在引擎運行後的空載時，可中斷燻蒸。 The fumigation can be interrupted when the engine is running at no load.

進氣預熱伴隨著來自燻蒸的週期性輔助(受引擎rpm及負載管制)能夠讓引擎之操作克服在主燃料組成物中存在30重量%程度的水。 Intake preheating, along with periodic assistance from fumigation (controlled by engine rpm and load), allows the operation of the engine to overcome the presence of 30% by weight of water in the main fuel composition.

實施例3：95重量%甲醇：5重量%水燃料伴隨著加熱及無燻蒸 Example 3: 95% by weight methanol: 5% by weight water fuel with heating and no fumigation

重覆實施例2但是使用95重量%甲醇對5重量%水的燃料組成物。將進氣預熱至在150℃至200℃間。此安排可包括渦輪增壓器及廢氣/進氣熱交換器。 Example 2 was repeated but using a fuel composition of 95% by weight methanol to 5% by weight water. The intake air is preheated to between 150 ° C and 200 ° C. This arrangement may include a turbocharger and an exhaust/intake heat exchanger.

實施例4：26重量%甲醇：74重量%水伴隨著加熱及燻蒸 Example 4: 26% by weight methanol: 74% by weight water accompanied by heating and fumigation

重覆實施例3但是使用26重量%甲醇、74重量%水的燃料組成物。此燃料組成物可合適於使用在海洋應用中用於操作船CI引擎。於此情況中，可使用海水作為熱庫(若需要的話)以從廢氣獲得所需要的凝結程度。在海洋狀況中，為了經由非易燃的蒸氣相之存在保證於溢出時在封閉空間中的安全性，在燃料組成物中的水程度為約74重量%(或更多)，而該燃料的26重量%(或較少)為甲醇。此高水含量避免點火造成引擎室著火的風險。 Example 3 was repeated but a fuel composition of 26% by weight of methanol and 74% by weight of water was used. This fuel composition may be suitable for use in marine applications for operating a marine CI engine. In this case, seawater can be used as a heat reservoir (if needed) to obtain the desired degree of condensation from the exhaust gas. In marine conditions, in order to ensure safety in an enclosed space upon spillage via the presence of a non-flammable vapor phase, the degree of water in the fuel composition is about 74% by weight (or more), and the fuel 26% by weight (or less) is methanol. This high water content avoids the risk of ignition in the engine compartment.

該燃料係將準備好使用的組成物(即，在該甲醇組成物中含有74重量%水)泵入主燃料儲存槽的實施例。此外，可將具有較低水程度(與該引擎使用組成物比較)的預混合物泵入儲存槽中，及水程度透過在儲存與充入引擎間以水稀釋該預混合物最後增加。該水來源可為任何水來源，及可例如為再循環水或去鹽水。此選擇具有與攜帶在容器中的燃料組成物之重量相關的優點。 The fuel is an embodiment in which a ready-to-use composition (i.e., 74% by weight water in the methanol composition) is pumped into a main fuel storage tank. In addition, a premix having a lower water level (compared to the engine use composition) can be pumped into the storage tank, and the water level is eventually increased by diluting the premix with water between the storage and charging engines. The water source can be any water source and can be, for example, recycled water or demineralized water. This choice has the advantage associated with the weight of the fuel composition carried in the container.

此燃料之點火需要如上所述的加熱方法。燻蒸進入該進氣中的DME蒸氣或噴霧提供足以點火該燃料的方法。 The ignition of this fuel requires a heating method as described above. The DME vapor or spray fumigating into the intake provides a means to ignite the fuel.

在廢氣中的水量可經計算係在約30-50重量%間。此係 以在燃料中的原始水及來自甲醇與DME的燃燒之水、和在進氣中的水為基準。此驚人地高的結果係由甲醇的高氫含量(其比冷凍的液態氫包含更多氫(以體積為基礎))，與在燃料中的高水含量、在進氣中的水蒸氣及來自燃料(甲醇及DME)的水燃燒產物結合而引起。 The amount of water in the offgas can be calculated to be between about 30-50% by weight. This department It is based on the raw water in the fuel and the water from the combustion of methanol and DME, and the water in the intake air. This surprisingly high result is due to the high hydrogen content of methanol (which contains more hydrogen (by volume) than the frozen liquid hydrogen), the high water content in the fuel, the water vapor in the feed and from Caused by the combination of water combustion products of fuel (methanol and DME).

隨著此燃燒反應將有過量的水產生，且機會存在於捕獲此一部分用於再循環及與貯存在儲存槽中之較低水含量的預混合燃料混合。在某些具體實例中，藉由運輸較高的甲醇含量之基礎燃料減低在燃料中與水存在相關之供應鏈物流成本，及藉由捕獲來自引擎廢氣的水滿足在較高水程度下之目標引擎品質是有利的。 As this combustion reaction will have excess water produced, and the opportunity exists to capture this portion for recycling and mixing with the lower water content premixed fuel stored in the storage tank. In some embodiments, the supply of a lower methanol content base fuel reduces the cost of supply chain logistics associated with the presence of water in the fuel, and by capturing water from the engine exhaust to meet the target at a higher water level. Engine quality is beneficial.

可安裝使用純水與選擇性添加劑(用以移除在最後相中經選擇的物種)之熱交換及噴霧室安排，以保證來自甲醇之燃燒的非CO₂污染低。此外，可藉由將例如未燃燒的甲醇吸附到活性表面上獲得最後清除的廢氣，晚後，在該方法中使用已知技術脫附及再循環至引擎，或併入作為燻蒸劑或主燃料的部分。 Heat exchange and spray chamber arrangements using pure water and selective additives (to remove selected species in the final phase) can be installed to ensure low non-CO ₂ pollution from combustion of methanol. In addition, the last purged off-gas can be obtained by adsorbing, for example, unburned methanol onto the active surface, later in the process, desorbed and recycled to the engine using known techniques, or incorporated as a fumigant or primary fuel. part.

就SOX而論，該廢氣於此情況中可具有下列分析：SOX <0.1ppm。 In the case of SOX, the offgas may have the following analysis in this case: SOX < 0.1 ppm.

通常來說，與油基底的柴油機燃料比較，其它污染物(諸如NOX微粒)之排放物將更低。 In general, emissions of other contaminants, such as NOx particulates, will be lower compared to oil-based diesel fuel.

在燃燒相中形成之任何小量的NOX及SOX及在水相中吸收CO₂可造成返回與該燃料混合的水弱酸化。返回的水混合物可需要化學處理或機械調整，以抵銷此弱酸化。 Any small amount of NOX and SOX combustion phase to form the aqueous phase and the CO ₂ absorption may cause the return of water mixed with the fuel in the weakly acidified. The returned water mixture may require chemical treatment or mechanical adjustment to offset this weak acidification.

與柴油機燃料比較，就烴、微粒物質、NOX及SOX排放物而論，產生自此清除的廢氣已改善排放物，此係環境優良。 Compared with diesel fuel, in terms of hydrocarbons, particulate matter, NOx and SOX emissions, the exhaust gas generated therefrom has improved emissions, and the environment is excellent.

CO₂回收 CO ₂ recovery

產生自高水燃料的廢氣幾乎不包含雜質，使得其非常合適於隨後的處理。特別是，CO₂轉換回甲醇以直接減少溫室氣體CO₂，或高純度CO₂可使用於有機生長(諸如藻類)用於多重末端使用，包括甲醇製造、使用能量來源(其可包括可更新的來源，諸如太陽)等等。 The exhaust gas produced from the high water fuel contains almost no impurities, making it very suitable for subsequent processing. In particular, CO ₂ conversion back to methanol to directly reduce greenhouse gas CO ₂ , or high purity CO ₂ can be used for organic growth (such as algae) for multiple end uses, including methanol production, use of energy sources (which can include renewables) Sources, such as the sun) and so on.

藉由分離或純化在空氣中的氧程度，可減少或消除來自引擎的氮，伴隨著減少或消除可能從氮的氧化產生之NOX。將廢CO₂再循環至引擎，吸進O₂將允許最佳化輸入引擎的氧程度及產生大量純CO₂及水蒸氣廢氣。此富含的CO₂非常合適於進一步處理成甲醇或上述提及的應用(若須要時)。 By separating or purifying the degree of oxygen in the air, nitrogen from the engine can be reduced or eliminated, accompanied by a reduction or elimination of NOx that may result from oxidation of nitrogen. The waste CO ₂ is recycled to the engine, O ₂ inhalation will allow optimizing the input level of oxygen and a large amount of engine pure CO ₂ and steam exhaust. This enriched CO ₂ is very suitable for further processing into methanol or the above mentioned applications, if desired.

實施例5：90重量%甲醇：5重量%水：15重量%DME的燃料，伴隨著加熱及無燻蒸 Example 5: 90% by weight methanol: 5% by weight water: 15% by weight of DME fuel with heating and no fumigation

重覆實施例2但是伴隨著將DME加入至該主燃料甲醇水燃料組成物。將進氣預熱至在50℃至150℃間。此安排可包括渦輪增壓器及廢氣/進氣熱交換器。所需要的預熱程度在較高負載範圍下可低或無，而在較低負載及較低引擎速度下需要適度的預熱。 Example 2 was repeated but with the addition of DME to the main fuel methanol water fuel composition. The intake air is preheated to between 50 ° C and 150 ° C. This arrangement may include a turbocharger and an exhaust/intake heat exchanger. The degree of warm-up required may be low or no at higher load ranges, while requiring moderate warm-up at lower loads and lower engine speeds.

實施例6：用以與加熱方法、與選擇性燻蒸劑使用的燃料組成物 Example 6: Fuel composition for use with a heating method, with a selective fumigant

在下列表中，概述出用於燃燒點火引擎操作伴隨著進氣預熱之甲醇/水燃料組成物的實施例。這些甲醇/水燃料組成物可伴隨著進氣預熱在程度至少50℃或至少100℃或至少150℃或至少200℃或至少250℃或至少300℃或較高(依盛行的條件而定)下操作。該燃料組成物可額外地(或除了進氣預熱外)與燻蒸劑組合著使用，及合適於該燃料的燻蒸劑之實施例顯現在該表的第二部分中。每個數字線的主燃料與在相同數字線上的合適燻蒸劑配對，然而在鄰近燃料與燻蒸劑間配對係可能。考慮燃料增量劑、潤滑劑、點火改良劑及其它添加劑的特性，這些係選自於在上述提供詳細說明的實施例。在表中對這些添加劑所指出的量%指為該描述的單一添加劑量，或該描述的總添加劑(當使用多於一種的此種類添加劑之組合時)。特定的實施例係使用糖或脂肪酸酯作為燃料增量劑、脂肪酸酯或乙醇胺衍生物作為潤滑添加劑、醚作為點火增進劑、及產物顏色及火焰顏色添加劑作為額外的添加劑。 In the following list, an example of a methanol/water fuel composition for combustion ignition engine operation with intake preheating is outlined. These methanol/water fuel compositions may be accompanied by intake preheating to a degree of at least 50 ° C or at least 100 ° C or at least 150 ° C or at least 200 ° C or at least 250 ° C or at least 300 ° C or higher (depending on prevailing conditions) Under the operation. The fuel composition may additionally (or in addition to preheating the intake air) be used in combination with a fumigant, and embodiments of a fumigant suitable for the fuel appear in the second part of the table. The primary fuel for each digit line is paired with a suitable fumigant on the same digit line, however a match between adjacent fuel and fumigant is possible. Considering the characteristics of fuel extenders, lubricants, ignition improvers, and other additives, these are selected from the examples provided in the above detailed description. The amount % indicated for these additives in the table refers to the single additive amount described, or the total additive described (when more than one combination of such types of additives is used). Particular embodiments use sugar or fatty acid esters as fuel extenders, fatty acid esters or ethanolamine derivatives as lubricating additives, ethers as ignition enhancers, and product color and flame color additives as additional additives.

在表中指示出多種燻蒸劑，某些其點火性質低於分類為較高點火組分的那些。所列出的組分未徹底，亦可使用在此文件中的別處列出及由熟習該項技術者已知的其它合適組分。 A variety of fumigants are indicated in the table, some of which have lower ignition properties than those classified as higher ignition components. The components listed are not exhaustive and may be used elsewhere listed in this document and other suitable components known to those skilled in the art.

10‧‧‧引擎 10‧‧‧ engine

11‧‧‧燃料 11‧‧‧fuel

12‧‧‧進氣 12‧‧‧ intake

15‧‧‧空氣流 15‧‧‧Air flow

20‧‧‧熱交換器 20‧‧‧ heat exchanger

22‧‧‧廢氣物質 22‧‧‧Exhaust substances

25‧‧‧凝結器 25‧‧‧Condenser

32‧‧‧再循環燃料 32‧‧‧Recycled fuel

33‧‧‧乾淨廢氣 33‧‧‧Clean exhaust

34‧‧‧第二熱交換器 34‧‧‧second heat exchanger

35‧‧‧熱交換器 35‧‧‧ heat exchanger

36‧‧‧注入口 36‧‧‧Injection

37‧‧‧排出口 37‧‧‧Export

38‧‧‧排放 38‧‧‧ emissions

39‧‧‧補足水 39‧‧‧Replenishing water

100‧‧‧鰭狀風扇熱交換器 100‧‧‧Finned fan heat exchanger

101‧‧‧燃料製造廠 101‧‧‧fuel factory

102‧‧‧發電工廠 102‧‧‧Power Plant

103‧‧‧運輸管 103‧‧‧Transportation tube

104‧‧‧預處理階段 104‧‧‧Pretreatment stage

105‧‧‧燻蒸劑 105‧‧‧fumigant

106‧‧‧灌溉品質水 106‧‧‧Irrigation quality water

107‧‧‧甲醇燃料 107‧‧‧Methanol fuel

108‧‧‧水 108‧‧‧ water

110‧‧‧加熱的燃燒空氣 110‧‧‧heated combustion air

111‧‧‧壓縮點火引擎 111‧‧‧Compressed ignition engine

112‧‧‧觸媒轉化器 112‧‧‧catalyst converter

113‧‧‧HWL熱交換器 113‧‧‧HWL heat exchanger

113a‧‧‧HWL供應線 113a‧‧‧HWL supply line

113b‧‧‧返回線 113b‧‧‧ return line

114‧‧‧苛性噴射器 114‧‧‧Caustic injector

115‧‧‧文托利清潔器 115‧‧‧ Venturi cleaner

116‧‧‧凝結器 116‧‧‧Condenser

118‧‧‧廢氣處理 118‧‧‧Exhaust gas treatment

120‧‧‧第一熱交換器 120‧‧‧First heat exchanger

121‧‧‧活性氧化鋁水吸附循環 121‧‧‧Active alumina water adsorption cycle

122‧‧‧活性氧化鋁水釋放循環 122‧‧‧Active alumina water release cycle

123‧‧‧水凝結器 123‧‧‧Water Condenser

124‧‧‧第二熱交換器 124‧‧‧second heat exchanger

125‧‧‧海水淡化器 125‧‧‧Seawater desiccator

第1圖係一根據本發明的具體實例之流程圖，其闡明用於發動壓縮點火引擎的方法；第2圖係一曲線圖，其對三種主燃料組成物(100重量%甲醇、70重量%甲醇：30重量%水、及40重量%甲醇：60重量%水)，以欲燻蒸進引擎的二甲基醚(DME)(作為點火增進劑)之重量%(與該燃料的重量比較)對著該經壓縮的燃料/燻蒸劑/空氣混合物之溫度改變繪製。該圖係關於一種可使用來支撐在下列描述的點火增進技術之方法；第3A圖係一流程圖，其闡明一種用於發動壓縮點火引擎及處理引擎廢氣的方法，其中廢熱經由熱水回路使用作為分離的熱源；第3B圖係一類似於第3A圖的流程圖，但是排除燻蒸該引擎進氣之步驟；第4A圖係在第3A及3B圖的流程圖中之廢氣處理的更詳細圖；第4B圖係類似於第4A圖，但是沒有最後的廢空氣交換凝結器；第5A圖係一流程圖，其闡明用於發動壓縮點火引擎來驅動軌道載具及處理引擎廢氣的方法；第5B圖係一類似於第5A圖的流程圖，但是排除燻蒸該引擎進氣的步驟；第6A圖係一流程圖，其闡明用於發動壓縮點火引擎來驅動海洋載具及處理引擎廢氣的方法； 第6B圖係一類似於第6A圖的流程圖，但是排除燻蒸該引擎進氣的步驟；第7圖係一曲線圖，其闡明壓縮點火引擎伴隨著DME之燻蒸的制動熱效率，其使用在液相中包含不同的水量與一定量的甲醇、DME及DEE之燃料；第8圖係一曲線圖，其闡明一壓縮點火引擎的制動熱效率，其使用包含不同醚量作為點火增進劑的燃料且使用DME作為燻蒸劑；第9圖係一曲線圖，其闡明一壓縮點火引擎之NO廢氣輸出，其使用包含不同水量的燃料且使用DME作為燻蒸劑；第10圖係一在獲得實施例1的結果時所使用的測試設備之方法及測試儀器之圖式圖形；第11圖係一曲線圖，其闡明藉由增加在甲醇-水燃料中的水量來減少壓縮點火引擎之NO廢氣輸出。 1 is a flow chart according to a specific example of the present invention, which illustrates a method for launching a compression ignition engine; and FIG. 2 is a graph showing three main fuel compositions (100% by weight methanol, 70% by weight) Methanol: 30% by weight of water, and 40% by weight of methanol: 60% by weight of water), by weight of the dimethyl ether (DME) (as an ignition enhancer) to be fumigated into the engine (compared to the weight of the fuel) The temperature change of the compressed fuel/fumigant/air mixture is plotted. The figure is directed to a method that can be used to support the ignition enhancement techniques described below; FIG. 3A is a flow chart illustrating a method for launching a compression ignition engine and treating engine exhaust, wherein waste heat is used via a hot water circuit As a separate heat source; Figure 3B is a flow chart similar to Figure 3A, but excluding the step of fumigation of the engine intake; Figure 4A is a more detailed view of the exhaust gas treatment in the flow charts of Figures 3A and 3B Figure 4B is similar to Figure 4A, but without the final waste air exchange condenser; Figure 5A is a flow chart illustrating a method for launching a compression ignition engine to drive a rail vehicle and process engine exhaust; 5B is a flow chart similar to FIG. 5A, but excluding the step of fumigation of the engine intake; FIG. 6A is a flow chart illustrating a method for launching a compression ignition engine to drive a marine vehicle and process engine exhaust ; Figure 6B is a flow chart similar to Figure 6A, but excluding the step of fumigation of the engine intake; Figure 7 is a graph illustrating the brake ignition efficiency of the compression ignition engine with DME fumigation, which is used in liquid The phase contains different amounts of water and a certain amount of fuel for methanol, DME and DEE; Figure 8 is a graph illustrating the braking thermal efficiency of a compression ignition engine using fuels containing different amounts of ether as ignition enhancers and using DME as a fumigant; Figure 9 is a graph illustrating the NO exhaust output of a compression ignition engine using fuels containing different amounts of water and using DME as a fumigant; Figure 10 is the result of obtaining Example 1. The method of test equipment used and the pattern diagram of the test apparatus; Fig. 11 is a graph illustrating that the NO exhaust output of the compression ignition engine is reduced by increasing the amount of water in the methanol-water fuel.

Claims (37)

一種使用包含甲醇及水的燃料發動壓縮點火引擎的方法，其包括：預熱一進氣流，將該經預熱的空氣引進引擎的燃燒室中及壓縮該經預熱的空氣；及將該包含甲醇與5%至40重量%的水，及不多於20重量%二甲基醚的燃料引進燃燒室中及點火該燃料/空氣混合物以驅動該引擎。 A method of launching a compression ignition engine using a fuel comprising methanol and water, comprising: preheating an intake air stream, introducing the preheated air into a combustion chamber of an engine, and compressing the preheated air; A fuel comprising methanol and 5% to 40% by weight water, and no more than 20% by weight dimethyl ether is introduced into the combustion chamber and the fuel/air mixture is ignited to drive the engine. 如申請專利範圍第1項之用以發動壓縮點火引擎的方法，包括將該進氣預熱至150℃-300℃。 A method for launching a compression ignition engine as in claim 1 includes preheating the intake air to between 150 ° C and 300 ° C. 如申請專利範圍第1項之用以發動壓縮點火引擎的方法，包括讓來自引擎的廢氣物質通過熱交換器以預熱進入該引擎的進氣流。 A method for launching a compression ignition engine as in claim 1 includes passing exhaust material from the engine through a heat exchanger to preheat the intake air stream entering the engine. 如申請專利範圍第1項之用以發動壓縮點火引擎的方法，包括透過熱交換器冷卻廢氣物質，從該冷卻的廢氣物質收集水及將至少一部分再循環回該燃料。 A method for launching a compression ignition engine as in claim 1 includes cooling the exhaust material through a heat exchanger, collecting water from the cooled exhaust material, and recycling at least a portion of the fuel back to the fuel. 如申請專利範圍第1項之用以發動壓縮點火引擎的方法，包括透過該熱交換器冷卻廢氣物質，從該冷卻的廢氣物質收集水及燃料及其它可燃燒的組分，及將至少一部分再循環回該燃料。 A method for launching a compression ignition engine as claimed in claim 1, comprising cooling the exhaust material through the heat exchanger, collecting water and fuel and other combustible components from the cooled exhaust material, and at least a portion of the Cycle back to the fuel. 如申請專利範圍第1至5項之任何一項之用以發動壓縮點火引擎的方法，包括凝結廢氣物質，從該凝結的廢氣物質收集水及將至少一部分再循環回該燃料。 A method for launching a compression ignition engine according to any one of claims 1 to 5, comprising condensing exhaust material, collecting water from the condensed exhaust material, and recycling at least a portion of the fuel back to the fuel. 如申請專利範圍第1至5項之任何一項之用以發動壓縮 點火引擎的方法，包括純化廢氣物質以捕獲未燃燒的廢氣污染物及將這些再循環至引擎。 For the purpose of launching compression, as claimed in any of claims 1 to 5. A method of igniting an engine includes purifying exhaust material to capture unburned exhaust pollutants and recycling these to the engine. 如申請專利範圍第1至5項之任何一項之用以發動壓縮點火引擎的方法，包括以一包含點火增進劑的燻蒸劑燻蒸該進氣。 A method for launching a compression ignition engine according to any one of claims 1 to 5, comprising fumigation of the intake air with a fumigant comprising an ignition enhancer. 一種發電系統，其包含：使用甲醇-水燃料來發動壓縮點火引擎以產生電力，其中該甲醇-水燃料包含甲醇與5%至40重量%的水，及不多於20重量%的二甲基醚；預熱該壓縮點火引擎的進氣流，及/或以點火增進劑燻蒸該進流；處理引擎廢氣以從該引擎回收廢熱及/或水；及改變該熱及/或水的路程用於進一步用途。 A power generation system comprising: using a methanol-water fuel to launch a compression ignition engine to produce electricity, wherein the methanol-water fuel comprises methanol and 5% to 40% by weight water, and no more than 20% by weight dimethyl Ether; preheating the intake air flow of the compression ignition engine and/or fumigation of the inflow with an ignition enhancer; treating engine exhaust to recover waste heat and/or water from the engine; and changing the heat and/or water distance For further use. 如申請專利範圍第9項之發電系統，包括將該廢熱及/或水再循環回該引擎中。 A power generation system as claimed in claim 9 includes recycling the waste heat and/or water back into the engine. 如申請專利範圍第9項之發電系統，包括透過熱交換器將來自廢氣的熱與在熱水回路中的水交換，及經由熱水回路將在水中的熱傳送至地方社區。 A power generation system according to claim 9 of the patent application, comprising: exchanging heat from the exhaust gas with water in the hot water circuit through a heat exchanger, and transferring heat in the water to the local community via the hot water circuit. 如申請專利範圍第9項之發電系統，其中該系統適應於發動軌道載具，其包括處理廢氣以從廢氣中移除微粒物質，及回收熱與水以再循環回引擎中及/或使用在軌道載具上。 A power generation system according to claim 9 wherein the system is adapted to launch a rail vehicle comprising treating exhaust gas to remove particulate matter from the exhaust gas, and recovering heat and water for recycling back to the engine and/or for use in On the track carrier. 如申請專利範圍第9項之發電系統，其中該電力產生系統適應於發動海洋載具，其包括在海水淡化器中處理廢 氣以回收熱與水以再循環回引擎中及/或改變路程以使用於海洋載具上。 The power generation system of claim 9, wherein the power generation system is adapted to launch a marine vehicle, including processing waste in a desalination device Gas is used to recover heat and water for recycling back into the engine and/or changing distance for use on marine vehicles. 如申請專利範圍第9項之發電系統，包括在混合器中混合引擎廢氣與水以冷卻該廢氣及從廢氣凝結物回收水。 A power generation system according to claim 9 includes mixing engine exhaust gas and water in a mixer to cool the exhaust gas and recover water from the exhaust gas condensate. 如申請專利範圍第14項之發電系統，包括從該混合器將水泵至液體/氣體熱交換器以進一步冷卻該水。 A power generation system according to claim 14 of the patent application, comprising pumping water from the mixer to a liquid/gas heat exchanger to further cool the water. 如申請專利範圍第9項之發電系統，包括在最後階段廢氣凝結器中從廢氣回收水。 The power generation system of claim 9 of the patent application includes recovering water from the exhaust gas in the final stage exhaust gas condenser. 如申請專利範圍第9至16項之任何一項的發電系統，包括在預處理器中處理一包含甲醇及醚及選擇性水的前燃料組成物，其中該預處理器分離醚與甲醇，及使用該醚作為點火增進劑來燻蒸該進氣流。 A power generation system according to any one of claims 9 to 16, comprising processing a pre-fuel composition comprising methanol and ether and selective water in a pre-processor, wherein the pre-processor separates ether and methanol, and The ether stream is fumigated using the ether as an ignition enhancer. 如申請專利範圍第17項之發電系統，其中該前燃料組成物包含7-10%的醚。 The power generation system of claim 17, wherein the pre-fuel composition comprises 7-10% of an ether. 如申請專利範圍第9至16項之任何一項的發電系統，包括將該進氣預熱至150℃-300℃。 A power generation system according to any one of claims 9 to 16, comprising preheating the intake air to between 150 ° C and 300 ° C. 如申請專利範圍第9項之發電系統，其中該甲醇-水燃料包含甲醇與5%至40重量%的水，及一或多種選自於由下列所組成之群的添加劑：點火改良劑、燃料增量劑、燃燒增進劑、氧吸收油、潤滑添加劑、產物著色添加劑、火焰顏色添加劑、抗腐蝕添加劑、滅菌劑、凝固點降低劑、沈積物抑制劑、變性劑、pH控制劑、及其混合物，其中該燃料組成物包含不多於20重量%的二甲基醚。 The power generation system of claim 9, wherein the methanol-water fuel comprises methanol and 5% to 40% by weight of water, and one or more additives selected from the group consisting of: an ignition improver, a fuel Extenders, combustion improvers, oxygen absorbing oils, lubricating additives, product coloring additives, flame color additives, anti-corrosion additives, sterilizing agents, freezing point depressants, deposit inhibitors, denaturants, pH control agents, and mixtures thereof, Wherein the fuel composition comprises no more than 20% by weight of dimethyl ether. 如申請專利範圍第20項之發電系統，其中該甲醇-水燃 料包含自5%至30重量%的水。 Such as the power generation system of claim 20, wherein the methanol-water combustion The material contains from 5% to 30% by weight of water. 如申請專利範圍第20項之發電系統，其中該甲醇-水燃料包含自12%至40重量%的水。 A power generation system according to claim 20, wherein the methanol-water fuel comprises from 12% to 40% by weight of water. 如申請專利範圍第20項之發電系統，其中該甲醇-水燃料包含不多於20重量%的添加劑。 The power generation system of claim 20, wherein the methanol-water fuel comprises no more than 20% by weight of an additive. 如申請專利範圍第20項之發電系統，其中該甲醇-水燃料包含在20%至22重量%間的水、4-6重量%的二甲基醚及甲醇。 A power generation system according to claim 20, wherein the methanol-water fuel comprises between 20% and 22% by weight of water, 4 to 6% by weight of dimethyl ether and methanol. 如申請專利範圍第20項之發電系統，其中該甲醇-水燃料包含至少20重量%的甲醇。 A power generation system according to claim 20, wherein the methanol-water fuel comprises at least 20% by weight of methanol. 如申請專利範圍第20項之發電系統，其中該甲醇-水燃料包含至少15重量%的水量。 A power generation system according to claim 20, wherein the methanol-water fuel comprises at least 15% by weight of water. 如申請專利範圍第20項之發電系統，其中該甲醇-水燃料包含至少該燃料之30重量%的量之甲醇。 The power generation system of claim 20, wherein the methanol-water fuel comprises methanol in an amount of at least 30% by weight of the fuel. 如申請專利範圍第20項之發電系統，其中該甲醇-水燃料包含醚作為點火改良劑，其量係介在大於該燃料組成物的0.2重量%之下限，及小於該燃料組成物的20重量%之上限之間。 The power generation system of claim 20, wherein the methanol-water fuel comprises an ether as an ignition improver, the amount of which is greater than a lower limit of 0.2% by weight of the fuel composition, and less than 20% by weight of the fuel composition. Between the upper limits. 如申請專利範圍第20項之發電系統，其中該甲醇-水燃料包含二甲基醚，其量係該燃料組成物的0-15重量%。 The power generation system of claim 20, wherein the methanol-water fuel comprises dimethyl ether in an amount of from 0 to 15% by weight of the fuel composition. 如申請專利範圍第20項之發電系統，其中該甲醇-水燃料係一單相燃料組成物。 The power generation system of claim 20, wherein the methanol-water fuel is a single phase fuel composition. 如申請專利範圍第20項之發電系統，其中該水與甲醇之總量為該甲醇-水燃料的至少60重量%。 The power generation system of claim 20, wherein the total amount of water and methanol is at least 60% by weight of the methanol-water fuel. 如申請專利範圍第20項之發電系統，其中該水與甲醇之總量為該甲醇-水燃料的至少80重量%。 The power generation system of claim 20, wherein the total amount of water and methanol is at least 80% by weight of the methanol-water fuel. 如申請專利範圍第20項之發電系統，其中該添加劑係以最高為15重量%的結合量存在於該燃料組成物中。 A power generation system according to claim 20, wherein the additive is present in the fuel composition in a combined amount of up to 15% by weight. 如申請專利範圍第20項之發電系統，其中在該燃料組成物中的甲醇係粗製甲醇。 A power generation system according to claim 20, wherein the methanol in the fuel composition is crude methanol. 如申請專利範圍第20項之發電系統，其中該添加劑包含：- 最高1重量%的產物著色添加劑；及- 最高為該燃料之1重量%的火焰顏色添加劑。 A power generation system according to claim 20, wherein the additive comprises: - up to 1% by weight of a product coloring additive; and - a flame color additive of up to 1% by weight of the fuel. 一種運輸前燃料組成物之方法，該前燃料組成物包含甲醇及不多於20重量%醚，該方法包括將該前燃料從第一場所運輸至遠離該第一場所的第二場所，及分離醚與甲醇以產生一包含甲醇的第一燃料部分及一包含醚的第二燃料部分。 A method of transporting a pre-fuel composition comprising methanol and no more than 20% by weight of ether, the method comprising transporting the pre-fuel from a first location to a second location remote from the first location, and separating The ether and methanol are used to produce a first fuel portion comprising methanol and a second fuel portion comprising ether. 如申請專利範圍第36項之方法，其中該醚為二甲基醚。 The method of claim 36, wherein the ether is dimethyl ether.