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WO2007028363A1 - Procede et dispositif de combustion de carburants liquides a temperature ambiante contenant de l'huile minerale - Google Patents

Procede et dispositif de combustion de carburants liquides a temperature ambiante contenant de l'huile minerale Download PDF

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Publication number
WO2007028363A1
WO2007028363A1 PCT/DE2006/001547 DE2006001547W WO2007028363A1 WO 2007028363 A1 WO2007028363 A1 WO 2007028363A1 DE 2006001547 W DE2006001547 W DE 2006001547W WO 2007028363 A1 WO2007028363 A1 WO 2007028363A1
Authority
WO
WIPO (PCT)
Prior art keywords
combustion
mineral oil
combustion chamber
fuel
containing fuel
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/DE2006/001547
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German (de)
English (en)
Inventor
Ullrich Speiser
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Priority to DE112006002364.0T priority Critical patent/DE112006002364B4/de
Publication of WO2007028363A1 publication Critical patent/WO2007028363A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23K—FEEDING FUEL TO COMBUSTION APPARATUS
    • F23K5/00—Feeding or distributing other fuel to combustion apparatus
    • F23K5/02—Liquid fuel
    • F23K5/14—Details thereof
    • F23K5/22—Vaporising devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/003—Adding fuel vapours, e.g. drawn from engine fuel reservoir

Definitions

  • corresponding devices or methods are known, for example, from DE 19 29 789 A, DE 22 19 680 A, DE 36 24977 A1, EP 1 329 631 A1 or DE 37 06 685 A1 where air and fuel are introduced into a combustion chamber of a motor vehicle engine and ignited there. The energies of this process are being translated into work.
  • Such motor vehicle engines are known from the prior art in many respects, in which case the air consisting essentially of O 2 , N 2 , CO 2 , H 2 O and noble gases with the fuel to CO 2 , H 2 O, N 2 , O 2 and H 2 O and noble gases burns. In practice, there are also NO x , S, unburned hydrocarbons, and soot particles.
  • the noble gases are passed on substantially uninfluenced, while NO x arise as nitrogen oxides from the compound of nitrogen from the air and the oxygen during combustion at high temperatures.
  • SO 2 is formed from sulfur of the fuel and the atmospheric oxygen, which is regularly formed in a diesel more of this than in gasoline. Nitrogen oxides and hydrocarbons can be found here, for example, in the smog, while SO 2 in combination with water to sulfuric acid and precipitated as acid rain.
  • the corresponding processes are relatively well studied and known in the art, with much of the pollutants resulting from incomplete combustion processes which are present due to non-ideal conditions for the corresponding chemical reaction. Here, especially in motor vehicles, heat losses, the very short reaction time and insufficient mixing of the components to be reacted identified as sources of interference.
  • the hot air is sufficient by the heated air present in the combustion chamber when the fuel is injected, the fine dispersion injected from the injector into the combustion chamber, and the mist injected from the injector into the combustion chamber evaporates to allow this convenientlysteige- rank or reduction of pollutant emissions.
  • the invention proposes, on the one hand, a method for burning mineral oil-containing fuels which are liquid at room temperature, which is characterized in that the mineral oil-containing fuel is essentially evaporated before it enters a combustion chamber.
  • a device for the combustion of mineral oil-containing, liquid at room temperature fuels with a carburetor for the mineral oil-containing fuel and with a carburetor downstream combustion chamber proposed in which the carburetor has a device for vaporizing the mineral oil-containing fuel.
  • the term "carburetor” means any device in which a stable at least over the periods from the carburetor to the combustion chamber dispersion of the fuel can be generated, for which purpose in particular It is understood that according to the law of mass action individual fuel particles molecular, that is, in gaseous form, are present, but in a dispersion, a large part of the fuel is fine, but as droplets and thus not molecular distributed In the present context, in accordance with the physical definition, in the case of an evaporator or during evaporation, the fuel is essentially in gaseous form, it being understood that individual smaller droplets are irrelevant in this respect.
  • the present invention is particularly suitable for the field of smaller power plants or engines, as used in motor vehicles, mobile generators, building heaters and the like.
  • the invention particularly aims at mass products in which such lean combustion processes and a previous evaporation at room temperature of liquid fuels or the supply of these fuels to a combustion chamber substantially in gaseous form until today is not known.
  • FIG. 2 shows a second internal combustion engine with an evaporating carburetor
  • FIG. 3 shows a third internal combustion engine with an evaporating carburetor
  • Figure 5 shows the internal combustion engine of Figure 4 in a schematic section
  • FIG. 6 shows a fifth internal combustion engine with an evaporating carburetor
  • Figure 7 shows a particularly simple structural implementation of the arrangement of Figure 6;
  • FIG. 9 shows theoretical exhaust gas values for a catalyst as a function of ⁇ .
  • the engines shown in Figures 1 to 3 and 6 each have a cylinder 1, in which a piston 2 reciprocates and performs a connecting rod 3 in a known manner work.
  • each four-stroke engines with four cylinders, and present invention - as already explained above - for auto-ignition, continuous combustion processes, such as in heating systems or other combustion processes, Wankelmotoren and motors with different timing or number of cylinders can be used.
  • a combustion chamber 4 is provided in each case, in which a fuel-air mixture ignited by a spark plug is burned.
  • the resulting exhaust gases are discharged via an exhaust pipe 6 from the combustion chamber 4.
  • Via a supply line 7, the fuel-air mixture of the combustion chamber 4 is supplied, in which case conventional concepts, such as valves, are used.
  • the carburettors of the engines of FIGS. 1 to 3 each include an evaporator 8A, 8B, 8C and 8E, respectively.
  • the carburetor of the engine of Figure 1 upstream of the evaporator 8A a conventional carburetor 9, in which the gasification in the conventional sense, ie a dispersion is provided.
  • This dispersion is then fed to the evaporator 8 A, which has an evaporation space 10, through which the exhaust pipe 6 out.
  • the dispersion is sprayed by the gasifier directly onto this exhaust pipe, wherein the conditions are such that the dispersion on a heated surface with a temperature between 100 ° C and 105 ° C meets.
  • the fuel is too much more than 50%, in the normal operating case to 99%, gasified and fed to the combustion chamber 4 substantially gaseous form.
  • a conventional carburetor is used per se, but which is in intimate contact with the exhaust pipe 6 and is heated in such a way that the supplied fuel substantially evaporates during the gasification process, so that it is This is also an evaporator in the inventive sense.
  • This principle is carried out even purist in the embodiment of Figure 3 by the still liquid fuel is heated in its supply line 11 from the exhaust pipe 6, with which the supply line is in intimate contact, well above the boiling point, so that it in a conventional Carburetor, whose exact geometries are adapted to these conditions, immediately almost completely evaporated. It is understood that the latter can in principle also be used in combustion processes in which the fuel is still given up in the liquid form of the combustion chamber 4, as is the case for example during injection processes.
  • FIGS. 4 and 5 substantially corresponds to the embodiment according to FIG. 1, the conventional carburetor 9 and the evaporator 8D being arranged differently from the embodiment according to FIG.
  • the conventional carburetor 9 is the dispersion of fuel in air directly on an exhaust pipe 15 of the general exhaust system 6. This is indicated by the arrow 16 accordingly. Because of the at the Exhaust pipe 15 prevailing temperatures, the fuel evaporates final and is, as indicated by the arrows 17, the cylinders 1 abandoned. Along the arrow 18, the substances formed during combustion leave the exhaust system 6.
  • a conventional intake chamber of a known engine and exhaust system the known exhaust chamber are used, if they are arranged in a suitable manner to each other, so that the dispersed Fuel can be fed in a suitable manner from the carburetor 9 to a wall of the exhaust chamber,
  • FIGS. 1 to 3 The embodiment of Figure 6 uses instead of the exhaust gases, an electric heater 19 to vaporize the fuel or fuel in the evaporator 8E.
  • the evaporation takes place essentially by thermal energy, it being understood that such an electric heater can also be cumulatively or alternatively used in the arrangement according to FIGS. 1 to 3.
  • FIG 7 An implementation of the basic structure of a combination of the embodiments according to Figures 1 and 6 is shown in Figure 7, in which a conventional injector 20 is attached with their commercially available connector 21 to a housing 22, which in turn also an injection nozzle connecting piece 23rd so that it can be attached directly to the engine side Einspritzdüsenan- circuit, and which forms the evaporator 8E by an electric heater 19 is inserted into the enclosed by the housing 22 evaporation chamber 10.
  • a conventional diesel glow plug 24 is used as the electric heater 19, as this readily available and has in conjunction with a power supply of a motor vehicle over a sufficient continuous power time.
  • each fuel molecule is surrounded with sufficient oxygen molecules to completely burn the fuel in a very short time. This results in an ignition to a larger explosion and almost complete combustion of the fuel. As a result, the yield of the burned portion can be considerably increased, especially since the two components fuel and air in the gaseous state can be mixed extremely well or are mixed.
  • the lambda probe used depending on the carbon monoxide work and at particularly low carbon monoxide values does not allow reliable measurement. This results in non-measurable lambda values at 16:02, 16:03, 16:04 and 16:05. As soon as the carbon monoxide values reach the corresponding areas, the lambda sensor works again, which in principle works with some delay, so that the measured values partly correspond to the previous settings. should be assigned. Accordingly, for example, assume that the Lambda value of 2.165 at 16:06 is more likely to be attributed to the carbon monoxide value between 0.08 and 0.12 (between 16:02 and 16:04).
  • the limit values without catalyst are less than 3.5% vol.
  • the idle monoxide level is less than 0.5% vol and less than 0.3% vol at elevated idle.
  • the present invention allows the carbon dioxide value to be between 0 , 05% vol. and 0.19% vol. stabilize so that these values are at least two to ten times lower than in controlled-catalyst engines. This alone makes it possible to clarify the advantages of the present invention, since the environment is less burdened by such low carbon monoxide values.
  • the consumption can be halved and the life of the engine can be extended, because the optimum performance can be achieved even at low speeds.
  • the measured levels of carbon dioxide come from the combustion of the HC-combustible part of the fuel, the high values representing close to 100% combustion of the combustible part of the fuel.
  • Water which forms in parallel with the carbon dioxide is vaporized in the heat of the exhaust gases.
  • the proportion of oxygen in the exhaust gases drops the better the combustion is.
  • the oxygen values drop parallel to the values of unburnt coal bons. This is the result of an ever improving combustion, which also increases the CO 2 values accordingly.
  • the fact that this better combustion leads to an increase in performance, the overall fuel consumption can be reduced and thus the environment be relieved.
  • the fuel is supplied to the engines in a substantially gaseous form, can be dispensed with in particular complex arrangements, such as injection pump, turbocharger, and other complex engine construction and control systems, as in particular by stroke, volume and bores or the appropriate conditions between air and fuel most of the necessary requirements can be easily achieved.
  • complex arrangements such as injection pump, turbocharger, and other complex engine construction and control systems, as in particular by stroke, volume and bores or the appropriate conditions between air and fuel most of the necessary requirements can be easily achieved.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

Lors de la combustion de carburants liquides à température ambiante contenant de l'huile minérale avec ? > 1,4, le rendement peut être étonnamment augmenté et le rejet de substances polluantes peut être étonnamment réduit.
PCT/DE2006/001547 2005-09-05 2006-09-04 Procede et dispositif de combustion de carburants liquides a temperature ambiante contenant de l'huile minerale Ceased WO2007028363A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE112006002364.0T DE112006002364B4 (de) 2005-09-05 2006-09-04 Verfahren und Einrichtung zur Verbrennung mineralölhaltiger, bei Zimmertemperatur flüssiger Brennstoffe

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE102005042254.3 2005-09-05
DE102005042254 2005-09-05
DE102005042865.7 2005-09-08
DE102005042865A DE102005042865A1 (de) 2005-09-05 2005-09-08 Verfahren und Einrichtung zur Verbrennung mineralölhaltiger, bei Zimmertemperatur flüssiger Brennstoffe

Publications (1)

Publication Number Publication Date
WO2007028363A1 true WO2007028363A1 (fr) 2007-03-15

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PCT/DE2006/001547 Ceased WO2007028363A1 (fr) 2005-09-05 2006-09-04 Procede et dispositif de combustion de carburants liquides a temperature ambiante contenant de l'huile minerale

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DE (2) DE102005042865A1 (fr)
WO (1) WO2007028363A1 (fr)

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1988000650A2 (fr) * 1986-07-24 1988-01-28 Gesellschaft Für Innovations-Management Marketing- Procede et dispositif de traitement de melanges et de carburants dans des moteurs a allumage par etincelle
DE19856842A1 (de) * 1997-12-09 1999-06-24 Unisia Jecs Corp Vorrichtung und Verfahren zum Behandeln von Kraftstoffdampf in Brennkraftmaschinen
US6347617B1 (en) * 1999-07-26 2002-02-19 Honda Giken Kogyo Kabushiki Kaisha Evaporative emission control system for internal combustion engine

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE348431C (de) * 1917-05-04 1922-02-09 Georg Keith Gemischbildungsregler fuer Verbrennungskraftmaschinen
DE3913621A1 (de) * 1989-04-25 1990-10-31 Siemens Ag Gassensor fuer abgas, geeignet fuer motorsteuerung insbesondere fuer die regelung eines magermotors
DE20105865U1 (de) * 2001-04-04 2001-07-12 Schreiner, David, Dipl.-Ing. (FH), 66957 Ruppertsweiler Verbrennungsmotor mit verbessertem Verbrennungsprozess
EP1329631A3 (fr) * 2002-01-22 2003-10-22 Jenbacher Zündsysteme GmbH Moteur à combustion

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1988000650A2 (fr) * 1986-07-24 1988-01-28 Gesellschaft Für Innovations-Management Marketing- Procede et dispositif de traitement de melanges et de carburants dans des moteurs a allumage par etincelle
DE19856842A1 (de) * 1997-12-09 1999-06-24 Unisia Jecs Corp Vorrichtung und Verfahren zum Behandeln von Kraftstoffdampf in Brennkraftmaschinen
US6347617B1 (en) * 1999-07-26 2002-02-19 Honda Giken Kogyo Kabushiki Kaisha Evaporative emission control system for internal combustion engine

Also Published As

Publication number Publication date
DE102005042865A1 (de) 2007-03-08
DE112006002364B4 (de) 2019-10-31
DE112006002364A5 (de) 2008-06-05

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