The present disclosure generally relates to an engine with an integrated mixing of fluids device and associated technology for improvement of the efficiency of the engine, and more specifically to an engine equipped with a fuel mixing device for improvement of the overall properties by inline oxygenation of the liquid, a change in property of the liquid such as cooling form improved combustion, or the use of re-circulation of exhaust from the engine to further improve engine efficiency and reduce unwanted emissions.
Diesel engines have different operating conditions than spark-ignition engines. They rely on different thermodynamic principles and different fuel cycles. Power is mostly controlled by a regulation of the fuel supply directly, not by the control of the air supply. When diesel engines run at low power, the mixture and combustion is not deprived of oxygen and few by products are created, but when load or effort (W) is added to these engines, a greater amount of carbon monoxides and impurities are produced.
In these systems, the fuel mixture is starved for oxygen to levels as low as 5% of the needed stoichiometric mixture or having a equivalence ratio of 20 to 1. The equivalence ratio (Φ) being defined as Φ=1/(oxygen levels/stoichiometric mixture oxygen levels) and where Φ=20 for a fuel starved at 5% of needed oxygen. The term stoichiometry is a calculation of a quantitative relationship of the reactants and the products in a balanced chemical reaction. If the oxygen level is at a stoichiometric mixture level, or a mixture where the equivalence ratio is 1, all of the given products and reactants are used by the chemical reaction. What is desired is a equivalence ratio as close to 1 as possible. Air fuel ratios of common fuels, include 14.7:1 for gasoline, 17.2:1 for natural gas, and 14.6:1 for diesel fuel. In mass these ratios correspond to 6.8%, 7.9%, and 6.8% respectively.
While oil refineries may help with removing sulfur and lead from the fuel and ultimately reduce associated emissions, systems forced to operate at fuel staved regimes must develop other processes to reduce soot emissions, fine particles, and nanoparticles found in the exhaust gasses of these engines while increasing their overall thermal efficiency of the engine. For example ceramic soot filters or other after burning system can be used in an effort to decrease unwanted emissions. What is needed is a system that may be inserted within the existing system and not external to the system to reduce soot emissions, and increase thermal efficiency of the engine.
While this invention is directed to any thermodynamic combustion cycle and related combustion device, and any device or engine, this disclosure describes mainly a current best mode directed at the diesel cycle for diesel combustion engines as invented by Rudolph Diesel in 1897. The concepts described here, when applicable are also used in other combustion cycles and other thermodynamic based devices.
The ideal diesel cycle is a four phase loop generally illustrated by a Pressure (P) v. Specific volume (V) diagram. In a first phase of the process, a compression is made at an isentropic regime, consequently the specific volume is decreased from V1 to V2 as the pressure is increased from P1 to P2. (Where the subscript is the number of the position of on the four step cycle). Work is done Win in this phase for example by a piston compressing a working fluid such as air. In the second phase of reversible constant pressure heating, heat Qin is added via the combustion of the fuel at constant pressure P2. The specific volume V increases a small fraction from V2 to V3 during this second phase. In a third phase of the process known as the isentropic expansion phase, work is released Wout by the working fluid expanding on the piston creating a torque at a cam. During this phase, the pressure drops from P2 to P4 and the specific volume is increased to its maximum from V3 back to V1. Finally, in the fourth and last phase, the system is returned to the starting point in a reversible constant volume cooling by taking out heat Qout by venting the air out of the piston from a pressure P4 to the initial pressure P1, thus returning the system to the P1, V1 configuration.
Thermal efficiency (ηth) of the diesel fuel cycle is dependant upon several parameters including a compression ratio (r) and a cut-off ratio (α). The cut-off ratio (α) is defined as a ratio between the end and start volumes of the combustion phase α=V3/V2, and the compression ratio (r) is defined as r=V1/V2. Finally, a ratio of specific heats (γ) is used as part of the thermal efficiency calculation and is defined as γ=CP/CV. The ideal thermal efficiency for a diesel cycle is given as:
Thermal efficiency can also be calculated using temperatures instead of volumes since V3/V2=T3/T2 where T3 is the temperature of the fluid at the end of the third phase of the cycle and T2 is the temperature of the fluid at the end of the second phase of the cycle. What is desired is an effective cycle operating as close to thermal efficiency of 1 as possible (i.e. where the factor in the equation drops to 0).
Further, since hydrocarbons (HC) are released as part of the exhaust gasses, the thermal efficiency is lowered by this unburnt fuel released to the atmosphere in the overall cycle since a portion of the fuel is not used. Further, exhaust gas is emitted as a result of the combustion of fuels such as natural gas, gasoline, petrol, diesel, fuel oil, coal, etc. A large proportion of exhaust gas is discharged into the atmosphere through exhaust pipes, gas stacks, or propelling nozzles. Exhaust gasses are made mostly of harmless nitrogen (N2), water vapor (H2O), and carbon dioxide (CO2), along with a small part of undesirable noxious or toxic substances, such as carbon monoxide (CO), hydrocarbons (HC), nitrogen oxides (NOx), other partly unburnt fuel, and particulate matter (soot). Exhaust gasses of diesel engines may also contain a complex and harmful cocktail of impurities. For example, these gasses also include lead (Pb), or even sulfuric dioxides (SOj).
Exhaust fumes are used and recycled in an effort to limit knocking or lowering of the combustion point temperature in the cylinder. Further, exhaust gas reintroduced as fuel recycle unburnt HC particles and reduces the overall emission of unburnt particles associated with a oxygen deprived starvation combustion process. What is needed is a way system of introduction of oxygen into a oxygen deprived, rich mixture fuel cycle engine that improves thermal efficiency, lowers unwanted emissions, and soot particles without adversely affecting the engine performances.
The present disclosure generally relates to an engine with an integrated mixing of fluids device and associated technology for improvement of the efficiency of the engine, and more specifically to an engine equipped with a fuel mixing device for improvement of the overall properties by inline oxygenation of the liquid, a change in property of the liquid such as cooling form improved combustion, or the use of re-circulation of exhaust from the engine to further improve engine efficiency and reduce unwanted emissions.
The placement of a fuel mixing device within systems of combustion engines, and more specifically between a fuel supply and a nozzle of a combustion chamber allows for the oxygenation of the fuel by creating a gaseous fuel composite where small bubbles of pressurized air are found. Once this gaseous fuel composite is expanded adiabatically into the combustion chamber, a useful cooling effect may be used to lower combustion point temperature for the fuel mixture, other cooling systems can be inserted into the device to provide additional cooling, other fuels or fluids can also be mixed into the gaseous fuel composite for improved properties, reduced impurities and soot, and allow for the recycling of oxygen deprived exhaust gasses without adverse effects to the performances of the engine.
Certain embodiments are shown in the drawings. However, it is understood that the present disclosure is not limited to the arrangements and instrumentality shown in the attached drawings.
For the purposes of promoting and understanding the principles disclosed herein, reference is now made to the preferred embodiments illustrated in the drawings, and specific language is used to describe the same. It is nevertheless understood that no limitation of the scope of the invention is hereby intended. Such alterations and further modifications in the illustrated devices and such further applications of the principles disclosed and illustrated herein are contemplated as would normally occur to one skilled in the art to which this disclosure relates.
In one embodiment, air as part of a diesel engine is used in a cylinder of a cylinder 109 and is compressed in a ratio of approximately 17 times the original volume. In another embodiment, the compression ratio is 14:1 to 24:1. Fuel, when injected into the cylinder may be injected using an atomizer such as the nozzle 108 to spray fine particles at regular intervals before it is mixed with compressed air coming in from the input valve 113 for the creation of a self-combustible mix. At high regime, rich mixtures are used in the diesel engine and the burning of the fuel is a conditions where oxygen is missing from the reaction thus creating unwanted soot and particles. Mixing air into fuel and creating a gaseous fuel mixture allows for a release of carburant into the combustion chamber 110 with a portion of reactant already in place. If the air mixed into the fuel is pressurized, upon entry into the combustion chamber 110, the gaseous fuel mixture expands quickly to fill the combustion chamber 110 and mix with any import air via the input valve 113. Oxygen needed for a rich mixture is added reducing the combustion point in the combustion chamber 110 and thus improving the efficiency of the reaction and reducing the unwanted gasses produced along with any particles such as soot produced and left in the exhaust gas.
In another alternate embodiment, oxygenation of the fuel via the formation of a gaseous fuel mixture allows for the recirculation of a portion of oxygen deprived exhaust gasses into the fuel mixture that would otherwise have adverse effects. The current disclosure is directed at a device within a thermodynamic cycle into a mixing device, and more specifically merged into the diesel fuel to create a gaseous fuel composite mix or a fuel mixture for injection into a combustion chamber such as a piston in a diesel engine. Exhaust gasses may be mixed in with fuel via a gas/liquid mixing device or a gas/liquid mixing device. Pressurized air or a cooling ring may also be used to cool the temperature at the combustion chamber 110 and improve the reaction.
Because time needed to homogenously mix liquid fuel with compressed air at a nozzle entry into a piston or any other combustion chamber, non homogenous mixed areas in a cylinder may result in partial combustion, loss of energy, loss of specific capacity or thermal efficiency. Uneven mixing also creates an increased volume of exhaust gas and a greater concentration of toxic substances in exhaust. By mixing in air, or other reactant in fuel, and more specifically compressed air, the effective contact surface between the fuel and reactant upstream from the combustion chamber, the mixture can expand in a combustion chamber to help vaporize the fuel before combustion, and increases process times by merging compressed gas up to a stoichiometric quantity within the fuel upstream from the combustion chamber or in the case of an engine in the cylinder. In one embodiment, fuel expanding from a compressed fuel mixture disperses fuel particles in a matrix of size of 2 microns.
In a mixing device 104 as shown at
Both fluids are then broken down at a first cone 33 in a plurality of streams 34 and then travel on opposite sides of a conical reflector 35 until it enters a third stage area of encapsulation 36. This area of encapsulation is shown with greater detail at
Returning to
The system further includes a compressor 105 attached or in relationship with the shaft of the engine 87 where the compressor 105 or the filter 106 along can be greased by an import of diesel fuel as shown by the dashed line 88. the diesel fuel. A system 107 to control the charge, flow and pressure of air in relation to a needed demand at the fuel mixture is used to transfer part of air coming from an air filter 106 taking air as shown by the arrow from the atmosphere 89. This air filter 106 includes all baths and mesh designed to purify and control the relative humidity of a fraction of water vapor entering the system.
The system as shown on
The system as shown on
As shown in
At the first stage, standard fuels 11 such as diesel, gasoline, bio-fuels, etc. enter the device under normal fuel pump pressures. Once divided into small streams or approximately 100 microns 93 in an embodiment, the geometry directs the streams into an area for mixing 66. At
At the stage of entry of air into the mixing device 104, the flow is controlled by a compressor. In one embodiment, air channels of approximately 25 microns are found but the size and orientation of these channels may vary. Air flow and fuel flow 11 are regulated to create composite mixtures of ratios of 20 to less than 1. At the encapsulation stage, a double Bernoulli effect creates Joule-Thompson conditions and produces an internal vacuum in the chamber forcing cavitation and quasi-boiling. At the fourth stage, the mixture is injected into a chamber and transforms into a gas-like material. This gas-like material when pressurized is then added to the combustion chamber 110 where free of the nozzle 108 it expands prior to ignition. This adiabatic expansion is a primary cooling effect. In one embodiment, the cooling effect can reach up to 79 deg. Celsius for a fuel entered at 28 deg. Celsius and air entered at 50 deg. Celsius.
In one embodiment, the diesel fuel pump 102 as shown on
In one embodiment, an air compressor 105 of 1.2 kw capable of pushing 3.3 l/s of air at 10 bars is used to allow for the creation of a propane like mixture 11 for a diesel fuel flow of 10 gal/hour. In another embodiment, air to be added into the mixing device 104 is taken to be approximately 10% of the stoichiometric requirements for air into the combustion chamber, the 90% remaining may be added into ordinary combustion media such as entry valves 113. The fraction of water in the compressed air or the exhaust gas can be calculated from humidity ratio, temperature of the gas, and the volume of air entered into the process. In one embodiment, 32.8 liters of air may contain approximately 6.5 g of water.
In one embodiment, shown at
In another embodiment, a system for reducing soot and unwanted emissions of a diesel engine 1 as shown at
It is understood that the preceding detailed description of some examples and embodiments of the present invention may allow numerous changes to the disclosed embodiments in accordance with the disclosure made herein without departing from the spirit or scope of the invention. The preceding description, therefore, is not meant to limit the scope of the invention but to provide sufficient disclosure to one of ordinary skill in the art to practice the invention without undue burden.
Number | Name | Date | Kind |
---|---|---|---|
3735778 | Garnier | May 1973 | A |
3980233 | Simmons et al. | Sep 1976 | A |
4215081 | Brooks | Jul 1980 | A |
4218012 | Hamza et al. | Aug 1980 | A |
4398827 | Dietrich | Aug 1983 | A |
4415275 | Dietrich | Nov 1983 | A |
4464314 | Surovikin et al. | Aug 1984 | A |
4553504 | Duggal et al. | Nov 1985 | A |
4812049 | McCall | Mar 1989 | A |
4917152 | Decker | Apr 1990 | A |
4954147 | Galgon | Sep 1990 | A |
5174247 | Tosa et al. | Dec 1992 | A |
5176448 | King et al. | Jan 1993 | A |
5183335 | Lang et al. | Feb 1993 | A |
5193341 | Sibbertsen et al. | Mar 1993 | A |
5330105 | Kaylor | Jul 1994 | A |
5360166 | Nogi et al. | Nov 1994 | A |
5449114 | Wells et al. | Sep 1995 | A |
5452955 | Lundstrom | Sep 1995 | A |
5460449 | Kent et al. | Oct 1995 | A |
5492404 | Smith | Feb 1996 | A |
5492409 | Karlsson et al. | Feb 1996 | A |
5575561 | Rohwer | Nov 1996 | A |
5617997 | Kobayashi et al. | Apr 1997 | A |
5657631 | Androsov | Aug 1997 | A |
5678766 | Peck et al. | Oct 1997 | A |
5820256 | Morrison | Oct 1998 | A |
5865158 | Cleveland et al. | Feb 1999 | A |
5918465 | Schmid | Jul 1999 | A |
5992529 | Williams | Nov 1999 | A |
6022135 | Williams | Feb 2000 | A |
6027241 | King | Feb 2000 | A |
6036356 | Yang et al. | Mar 2000 | A |
RE36969 | Streiff et al. | Nov 2000 | E |
6170978 | Short | Jan 2001 | B1 |
6205983 | Egizi | Mar 2001 | B1 |
6315217 | Park | Nov 2001 | B1 |
6367262 | Mongia et al. | Apr 2002 | B1 |
6422735 | Lang | Jul 2002 | B1 |
6432148 | Ganan-Calvo | Aug 2002 | B1 |
6534023 | Liou | Mar 2003 | B1 |
6564770 | Cathcart | May 2003 | B1 |
6669843 | Arnaud | Dec 2003 | B2 |
6817347 | Noble | Nov 2004 | B2 |
6986832 | Lamminen et al. | Jan 2006 | B2 |
7018435 | Wentinck | Mar 2006 | B1 |
7041144 | Kozyuk | May 2006 | B2 |
7069901 | Shiraishi et al. | Jul 2006 | B2 |
7165881 | Holl | Jan 2007 | B2 |
7448794 | Hansen | Nov 2008 | B2 |
7703446 | Bromberg et al. | Apr 2010 | B2 |
7743754 | Cheiky | Jun 2010 | B2 |
20070137590 | Vetrovec | Jun 2007 | A1 |
20070206435 | Lester et al. | Sep 2007 | A1 |
20080016968 | McCall et al. | Jan 2008 | A1 |
20080156303 | Bromberg et al. | Jul 2008 | A1 |
20080194868 | Kozyuk | Aug 2008 | A1 |
Number | Date | Country |
---|---|---|
3723618 | Dec 1988 | DE |
4211031 | Oct 1993 | DE |
29612769 | Dec 1996 | DE |
10310442 | Sep 2004 | DE |
0044498 | Jan 1982 | EP |
2872866 | Jan 2006 | FR |
2263649 | Aug 1993 | GB |
2334901 | Sep 1999 | GB |
56130213 | Oct 1981 | JP |
62079835 | Apr 1987 | JP |
51161899 | Jun 1993 | JP |
8131800 | May 1996 | JP |
2001000849 | Jan 2001 | JP |
2006326498 | Dec 2006 | JP |
20040040926 | May 2004 | KR |
2133829 | Jul 1999 | RU |
1662653 | Jul 1991 | SU |
WO8806493 | Sep 1988 | WO |
WO9307960 | Apr 1993 | WO |
WO0012202 | Mar 2000 | WO |
WO2006038810 | Apr 2006 | WO |
WO2006117435 | Nov 2006 | WO |
WO2007086897 | Aug 2007 | WO |
WO2007115810 | Oct 2007 | WO |
WO2009021148 | Feb 2009 | WO |
WO2009035334 | Mar 2009 | WO |
Entry |
---|
International Search Report for International Application No. PCT/US2008/75366, Nov. 13, 2008, 2 pp. |
Written Opinion for International Application No. PCT/US2008/75366, Nov. 13, 2008, 5 pp. |
International Search Report for International Application No. PCT/US2008/75374, Mar. 23, 2008, 4 pp. |
Written Opinion for International Application No. PCT/US2008/75374, Mar. 23, 2008, 8 pp. |
Number | Date | Country | |
---|---|---|---|
20110048353 A1 | Mar 2011 | US |