Patent Application
20150226422
The present invention relates to an improved fuel source which is directed at achieving substantially “perfect combustion” of the fuel source so that substantially all of the fuel source is converted into CO2 and H2O without any significant amount of unburned hydrocarbons.
As is well known in the art, the combustion of most fuels typically results from the combustion of fuel and air whereby the byproducts are typically unburned hydrocarbons, carbon dioxide, nitric oxides, carbon monoxide, and water. One of the drawbacks associated with such combustion is that the unburned hydrocarbons are normally vented and pollute the atmosphere. In addition, the combustion byproducts tend to leave the combustion chamber in a heated state, thus carrying heat away from the combustion region, thereby reducing the energy efficiency of the combustion system.
A few related known patents are U.S. Pat. Nos. 4,278,412; 5,344,311; 5,921,470; and 6,119,954. Specifically, U.S. Pat. No. 4,278,412 to Strenekert relates to a process and apparatus for combustion of liquid fuel which provides an extremely intense blue/violet flame. To achieve this, Strenekert discloses mixing the oil and the air with one another to form an oil/air mixture immediately prior to the oil and air mixture being injected from the nozzle.
U.S. Pat. No. 5,344,311 to Black relates to an oil burner having rotary air compressed in which the operating and capital expense, associated with the burner, are reduced by using a compressor which is lubricated with fuel oil supplied for the burner.
U.S. Pat. Nos. 5,921,470 and 6,119,954, both issued to Kamath, relates to a burner utilizing a low pressure fan for atomizing oil and supplying air for combustion. This patent discloses radially injecting the oil into the airstream and thereby mixing the oil with the air prior to the oil and the air exiting from the atomizing nozzle.
Wherefore, it is an object of the present invention to overcome the drawbacks associated with the prior art combustion of fuel so as to approach a substantially “perfect combustion” in which such fuel (i.e., fuels containing hydrocarbons) and the air are substantially completely reacted with one another to result in substantially only carbon dioxide (CO2) and water (H2O ) and unaffected nitrogen (N2).
An object of the present invention is to provide a burner which is relatively inexpensive to manufacture but which has an improved efficiency while still minimizing the generation of carbon dioxide (CO2) during operation thereof.
A further object of the present invention is to atomize or vaporize substantially all of the fuel components and mix the vaporized fuel components with an adequate supply of air (e.g., oxygen) to thereby result in a complete and thorough combustion of all of the fuel components (i.e., hydrocarbons) so as to minimize the discharge of any pollutants (e.g., unburned hydrocarbons) which are exhausted to the atmosphere. Such complete combustion thereby increases the overall energy efficiency of the combustion system.
Yet another object of the present invention is to minimize the consumption of the fuel product, during combustion, and maximize utilization of the air to thereby result in a clean and more thorough combustion of the fuel components.
A still further object of the present invention is to combine two different fuels with one another, e.g., a gaseous fuel component such as compressed air, propane, natural gas, etc., and a liquid fuel component such as gasoline, kerosene, #2 home heating oil, diesel fuels such, as standard diesel fuel and bio-diesel, or some other petroleum or combustible product and form an atomized and/or a vaporized fuel mixture thereof which, when burned, results in the complete and thorough combustion of the atomized vaporized fuel mixture.
Yet another object of the invention is to provide a process and an apparatus in which the liquid fuel component is emitted from the nozzle separately from the air component so that the fuel and air components only mix with one another immediately upon entering the burner and thereby form a uniform combustion mixture which is substantially completely consumed upon combustion.
A still further object of the invention is to have the plurality of fuel component outlets centered with respect to air component outlet, and have the fuel component outlet extend a small distance further into the combustion boiler and have the air component assist with withdrawing and/or extracting the fuel component from the fuel component outlet and thereby form a uniform combustion mixture of minute particles which is substantially completely consumed upon combustion.
A further object of the present invention is to provide an improved burner, which comprises many conventional furnaces components but altering the manner in which the liquid fuel component and the pressurized air are discharged into the furnace to improve combustion and efficiency thereof.
A still further object of the present invention is to provide a discharge nozzle with at least two closely spaced generally concentric liquid fuel and air discharge orifices which are each supplied with a liquid fuel component and a pressurized air component so that the discharge nozzle discharges the liquid fuel component and the pressurized air component such that the fuel components intimately mix.
Yet another object of the present invention is to discharge the pressurized air component concentrically around the liquid fuel component so that the pressurized air component assists with withdrawing the liquid fuel component from the liquid fuel orifice and automatization of the liquid fuel component to a particle size of between about 30 microns and about 35 microns.
A further object of the present invention is to provide adequate control over the supply rate of the fuel component so as to minimize consumption of the liquid fuel component and also facilitate a substantially complete combustion of the fuel mixture.
Still another object of the present invention, is to provide an air compressor for supplying the pressurized air component and equip the air compressor with control features which control both the flow rate and the supply pressure of the compressed air and thereby facilitate complete combustion of the fuel mixture.
Another object of the present invention is to supply a small portion of the supplemental air directly to the furnace while only diverting a major portion of the supplemental air and supplying the same to the discharged nozzles to facilitate both cooling of the discharged nozzles and combustion of the fuel mixture.
It is a further object of the present invention to provide a fuel combustion system in which the carbon dioxide (CO2) content—contained in the exhaust fumes—is as high as possible, e.g., generally greater than 12 ppm and more preferably greater than 14 ppm, while the amount of carbon monoxide (CO)—contained in the flu gases—is as low as possible, e.g., approaching 0 ppm.
Yet another object of the present invention is to increase the temperature of the flame, within the furnace, so that the temperature of the flame is greater than 2,000° F., more preferably the temperature of the flame is greater than 2,220° F., and most preferably the temperature of the flame is greater than 2,400° F. while the temperature of the exhaust gases, exhausting from the furnace, is below 400° F., and most preferably the temperature of the exhaust gases is below 350° F.
The present invention also relates to a fuel combustion system for burning a fuel mixture, the fuel combustion system comprising: at least one discharge nozzle and each discharge nozzle having a centrally located liquid fuel orifice and a concentric air orifice surrounding the liquid fuel orifice; a liquid fuel supply conduit being coupled to each liquid fuel orifice for supplying liquid fuel thereto from a fuel supply; an air supply conduit being coupled to each air orifice for supplying pressurized air thereto from a pressurized air source; the liquid fuel and the pressurized air only mixing with one another, upon being discharged from the respective liquid fuel and air orifices, to form a fuel mixture; a supplemental air fan for supplying supplement air to facilitate combustion of the fuel mixture; air deflector sleeve at least partially surrounding and accommodating the at least one discharge nozzle; a cylindrical blast tube surrounding the air deflector sleeve and an outlet end of the cylindrical blast tube supporting a flame retention head, and the flame retention head redirecting the supplement air radially inward through a plurality of openings formed in at least one of the air deflector sleeve and a cylindrical surface of the flame retention head to assist with combustion of the fuel mixture.
The present invention also relates to a method of supplying a fuel mixture to a fuel combustion system for burning the fuel mixture, the fuel combustion system comprises at least one discharge nozzle and each discharge nozzle has a centrally located liquid fuel orifice and a concentric air orifice surrounding the liquid fuel orifice; a liquid fuel supply conduit coupled to each liquid fuel orifice for supplying liquid fuel thereto from a fuel supply; an air supply conduit coupled to each air orifice for supplying pressurized air thereto from a pressurized air source; the liquid fuel and the pressurized air only mixing with one another, upon being discharged from the respective liquid fuel and air orifices, to form a fuel mixture; a supplemental air fan for supplying supplement air to facilitate combustion of the fuel mixture; air deflector sleeve at least partially surrounding and accommodating the at least one discharge nozzle; a cylindrical blast tube surrounding the air deflector sleeve and an outlet end of the cylindrical blast tube supporting a flame retention head, and the flame retention head, the method comprising the step of: using the flame retention head to redirect the supplement air radially inward through a plurality of openings formed in at least one of the air deflector sleeve and a cylindrical surface of the flame retention head to assist with combustion of the fuel mixture.
The invention will now be described, by way of example, with reference to the accompanying drawings in which:
Turning first to
The liquid fuel reservoir 116 typically holds between 8 ounces and 128 ounces of liquid fuel therein and, as discussed below in further detail, is generally a gravity reservoir which operates at a very slight positive pressure, e.g., a positive pressure of between approximately 1-35 inches of water (e.g., generally less than 1⅓ PSI). Typically, the liquid fuel reservoir 116 is equipped, adjacent a vertically uppermost portion thereof, with a float valve 126 which is coupled to a float switch 128. The float switch (not shown) controls operation of the liquid fuel pump 112 to facilitate turning the liquid fuel pump 112 “on” and “off” so that the liquid fuel pump 112 may be automatically controlled and operated to supply, as necessary, the liquid fuel from the liquid fuel storage tank 72 to the liquid fuel reservoir 116 during operation of the combustion system 2.
An outlet of the liquid fuel reservoir 116 is coupled, via a third section of the liquid fuel supply conduit 114, to a liquid fuel inlet 120 of a discharge nozzle 124. A liquid fuel solenoid valve 208, e.g., an solenoid valve manufactured by ASCO Red-Hat Valves of N. Cuthbert Inc. of Toledo, Ohio or Automatic Switch, Co. for example, is provided along the third section of the liquid fuel supply conduit and this valve, when the liquid fuel solenoid valve 208 is activated or open, allows the flow of the liquid fuel from the liquid fuel reservoir 116 to the discharge nozzle 124 and, when the liquid fuel solenoid valve 208 is deactivated or closed, interrupts the flow of the liquid fuel from the liquid fuel reservoir 116 to the discharge nozzle 124. A further detailed discussion concerning the supply, mixing, discharge and combustion of the liquid fuel will follow below.
An air compressor 132, e.g., an oil-less air compressor, is coupled, via an air supply conduit 134, to a compressed air inlet 136 of the discharge nozzle 124 for supplying compressed air thereto. The air supply conduit 134 typically includes an air pressure gauge 138 for detecting and displaying the supply pressure of the compressed air being supplied by the air compressor 132 to the discharge nozzle 124. The compressed air is typically supplied to the discharge nozzle 124, via the air compressor 132, at an air pressure of between 2 and 30 psi and more preferably supplied at an air pressure of about 20 psi or less, or preferably at a pressure between about 4 psi and 8 psi. A further detail discussion concerning mixing of the compressed air with the liquid fuel and combustion of that fuel mixture 153 will follow below. The fuel is typically supplied at a pressure of between 0.25 psi and about 2 psi and more preferably at a fuel supply pressure of 0.5 psi.
The discharge nozzle 124 is typically accommodated and located within and enclosed by a cylindrical blast tube 254 (see
The discharge nozzle 124 generally comprises a fuel orifice and a concentric nozzle pressurized air orifices which are aligned with a nozzle orifice 125 formed in a cover 127 of the discharge nozzle 124. The liquid fuel is supplied to and discharged via the fuel orifice 146 and an internal needle valve 148 cooperates with the fuel orifice 146 to facilitate adjustment of the flow rate of the liquid fuel therethrough during operation of the combustion system 2. Rotation of the internal needle valve 148, in a first rotational direction, decreases the cross-sectional flow area, between an exterior surface of the needle valve 148 and an inwardly facing surface of the fuel orifice 146 thereby restricting the flow rate of the liquid fuel that is permitted to pass therethrough and be exhausted by the fuel orifice 146.
Rotation of the internal needle valve 148, in the opposite direction, increases the cross-sectional area, between an exterior surface of the needle valve 148 and the inwardly facing surface of the fuel orifice 146 thereby increasing the flow rate of the liquid fuel that is permitted to pass therethrough. As it is desirable to minimize the amount of liquid fuel being consumed, preferably the needle valve 148 is adjusted toward a minimal liquid fuel flow position. In this way, only the smallest amount of liquid fuel, e.g., between 2 and 40 ounces of liquid fuel per hour, for example, may flow through the liquid fuel inlet and be discharged by the fuel orifice 146. Regardless of the actual amount however, this invention allows for the flow rate to be adjusted by an operator to achieve optimum utilization of the liquid fuel.
A compressed air chamber 150, which typically has a relatively small size of only about one to three cubic inches or less, is formed within the discharge valve 124, between an inwardly facing surface of cover 127 and the fuel and air orifices, and this chamber 150 generally encloses or encases the air and the fuel so that the liquid fuel is initially exhausted directly into the compressed air chamber 150 for mixing with the compressed air. The external orifice 125 is typically concentric with but spaced from both the fuel and the air orifices so as to provide sufficient area for the liquid fuel to mix with the compressed air, within the compressed air chamber 150, prior to the combined liquid fuel and compressed air fuel mixture 153 being accelerated and discharged, via external orifice 125, into the furnace 154 for combustion.
A compressed air valve (not shown) may cooperates with an associated compressed air needle valve (not shown) to control the flow of the compressed air which is allowed to flow into the compressed air chamber 150 and the compressed air needle valve allows fine tuning adjustment of the compressed air flow into and through the compressed air chamber 150 for mixing with the liquid fuel and forming the fuel mixture 153 which is then discharged, via the external orifice 125 of the discharge nozzle 124, into a combustion zone of the furnace 154. Rotation of the compressed air needle valve, in a first rotational direction, decreases the cross-sectional flow area, between an exterior surface of the compressed air needle valve and the inwardly facing surface of the compressed air nozzle, and thereby restricts the flow rate of the compressed air that is allowed to flow into the compressed air chamber 150 and mix with the liquid fuel, while rotation of the compressed air needle valve, in the opposite direction, increases the cross-sectional flow area, between an exterior surface of the compressed air needle valve and the inwardly facing surface of the compressed air valve, and thereby increases the flow rate of the compressed air that is permitted to flow into the compressed air chamber 150 and mix with the liquid fuel and be discharged by the external orifice 125.
Preferably both the liquid fuel needle valve 148 and the compressed air needle valve each have a very fine thread to allow minute, fine adjustment of the flow of the liquid fuel and the compressed air, respectively, so that an optimized flame, e.g., the blue flame, can be achieved within the furnace as the fuel mixture 153 is consumed during operation of the combustion system 2.
As the compressed air flows into through the compressed air chamber 150, the compressed air flows around and/or over the fuel orifice, the compressed air tends to create a vacuum which assists with sucking, withdrawing and/or evacuating the liquid fuel through the fuel orifice. The slight positive pressure of the liquid fuel also assists with discharging the liquid fuel from the fuel orifice 146.
As the compressed air is under pressure, e.g., 2-30 psi for example, the compressed air along with the liquid fuel evacuated from the fuel orifice normally swirls and adequately mixes with the withdrawn liquid fuel and the resulting fuel mixture 153 is then discharged out through the external orifice 125 in a substantially atomized form, e.g., following discharge the liquid fuel typically has a droplet or particle size of between 5 and 50 microns and more preferably 20 to 35 microns, for example. Due to such fine liquid fuel particle size and due to the fact that the liquid fuel is sufficiently mixed with an ample supply of oxygen contained within the compressed air, substantially all of the liquid fuel is immediately burned and consumed within the furnace 154 upon being discharged from the discharge nozzle 124.
To assist further with such combustion, the blast tube fan 142 (see
The external orifice 125 typically has about 0.4 mm diameter opening therein while the fuel orifice 146 typically has a 0.2-4 mm diameter opening therein, e.g., both nozzles have a diameter of between 0.01 and 0.8 millimeters.
As shown in
The liquid fuel reservoir 116 is typically located vertically above the external orifice 125 of the discharge nozzle 124 so that liquid fuel, contained in the liquid fuel reservoir 116, creates a head of liquid which provides a slight positive pressure which causes the liquid fuel, within the liquid fuel reservoir 116, to flow from the liquid fuel reservoir 116 toward the liquid fuel inlet 120 of the discharge nozzle 124 when liquid fuel solenoid valve 208 is open. Typically the liquid fuel reservoir 116 is installed so that a distance or spacing of the liquid fuel, i.e., a top surface of the liquid fuel contained within the liquid fuel reservoir 116, is between about 0.1 and about 35 inches above a height of the external orifice 125 of the discharge nozzle 124. It is to be appreciated that the actual positive dispensing pressure of the liquid fuel, from the liquid fuel reservoir 116, will vary and depend upon the relative vertical spacing or distance between the top surface or level of the liquid fuel, contained within the liquid fuel reservoir 116, and the external orifice 125 of the discharge nozzle 124.
The cylindrical blast tube 254 is equipped with an exterior adjustable flange 256 (see
The liquid fuel is generally supplied along the central axis of the discharge nozzle 124 and the liquid fuel needle valve 148 can be minutely or finely adjusted to vary the flow of liquid fuel which is allowed to be fed at very slight positive pressure, through the liquid fuel orifice 146. The compressed air generally enters the discharge nozzle circumferentially about the fuel orifice 146 and the compressed air, along with the evacuated and/or sucked liquid fuel, are then mixed with one another and are constricted and accelerated as that the fuel mixture 153 is discharged out through the external orifice 125 of the discharge nozzle 124. As a result, the fuel mixture 153 is substantially vaporized and/or atomized, upon being discharge therefrom, is thus immediately able to be rapidly consumed and burned within the furnace 154 while still minimizing consumption of fuel and maximizing the generation of heat within the furnace 154.
As is conventional in the art, it is desirable that the exhaust fumes, exhausted from the furnace 154 and via the chimney, typically have a temperature of at least 350° F. and, most preferably, have a temperature approaching 450° F., but typically no greater than 450° F. By adequately adjusting the supply pressure and/or the flow rate of the liquid fuel, the supply pressure and/or flow rate of the combustion air and/or the rotational speed of the blast tube fan 142, an operator is readily able to modify, adjust and/or alter the burner characteristics so as to achieve substantially complete combustion of the fuel mixture 153 and thereby vent exhaust gases from the furnace 154 which have a temperature approaching, but typically no greater than, 450° F.
This embodiment of the combustion system 2 operates as follows. When a building or other structure or facilitate requires heat, the thermostat 162 is triggered or activated and the send a control signal to control unit 212 which activates the air compressor 132 to commence supplying compressed air to the discharge nozzle 124. In addition, the liquid fuel solenoid valve 208 is also simultaneously actuated or opened to thereby allow the flow of the liquid fuel therethrough from the liquid fuel reservoir 116 to the fuel orifice 146. Further, the blast tube fan 142 is turned on so as to supply supplemental combustion air to the burner. The pair of conventional electrodes 156, 158 are also activated, in a conventional manner by a conventional electronic fuel igniter, for igniting the fuel mixture 153 as this fuel mixture is discharged from the external orifice 125 of the discharge nozzle(s) 124.
Assuming that a flame is detected by the flame detector 160, the air compressor 132, the liquid fuel solenoid valve 208, and the blast tube fan 142 will all remain in an active, operating state until the thermostat 162 eventually determines, in a conventional manner, that sufficient heat has been generated for the building or other structure requiring heat. Once this occurs, the thermostat 162 will send a signal to the control unit 212 and the control unit 212 will shut off the air compressor 132, which interrupts the supply of compressed air to the discharge nozzle 124, and also close the liquid fuel solenoid valve 208, which interrupts the flow of liquid fuel to the discharge nozzle 124, and discontinue the supply of electricity to the blast tube fan 142 to thereby terminate combustion of the fuel mixture 153 within the furnace 154. It is to be appreciated that the control unit 212 may be programmed to allow the blast tube fan 142 to continue to operate for a short duration of time, e.g., 10 seconds to a few minutes or so, after the flame is discontinued, in order to facilitate purging of any remaining and/or unconsumed fuel mixture 153 from the burner and/or the furnace 154.
Combustion of the fuel mixture 153, within the furnace, generates sufficient heat therein and this heat, in turn, is transferred to the associated heating system of the building or other structure, in a conventional manner, which then circulates and distributes the heat in a conventional manner throughout the building or other structure to be heated. The transfer medium, e.g., water or air via a heat exchanger, is then returned to the furnace 154 to be reheated for further redistribution of heat via the associated heating system. Once the building or other structure is sufficient heated, the control unit 212 automatically shuts down the fuel combustion system which, in turn, shuts or turns off the liquid fuel solenoid valve 208, the air compressor 132, and the blast tube fan 142.
Turning now to
According to this embodiment, the fuel discharge head 200 comprises common nozzle housing 204 supporting a pair of discharge nozzles 202 which are arranged closely adjacent one another, see
This embodiment of the invention utilizes a discharge nozzle 124 such as a Binks Model 460 automatic spray nozzle (manufactured Binks Manufacturing Company, Franklin Park, Ill. and distributed by ITW Industrial Finishing of Glendale Heights, Ill.). This type of spray nozzle is conventionally used to atomize and spray paint for painting a surface. The inventors have determined that an automatic spray nozzle which sufficiently mixes the liquid fuel with an ample supply of oxygen from a combustion source, such as compressed air, and also atomizes the liquid fuel, upon being discharged from the nozzle, is sufficient for use with the present invention.
As generally shown in
The fuel supply section of the fuel supply conduit 114 is connected with the liquid fuel supply conduit 114 of the nozzle housing 204 for supply to the respective fuel orifices 215 of each fuel discharge nozzle 202. A fuel regulator 298 (see
Preferably a 10 micron fuel filter 218, which only permits particles that are smaller than 10 microns in size to flow therethrough, is also located along the fuel supply conduit 114 for preventing large particles and/or debris from flowing therealong and potentially clogging or otherwise obstructing the fuel regulator 298 or the fuel orifice(s) 215 of the discharge nozzle(s) 202. It is to be appreciated that this fuel filter 218 may require periodic cleaning/replacement. Preferable the fuel filter 218 is locate upstream of the fuel regulator 298 in order to remove small particulate matter and/or other debris, from the liquid fuel supply, before the same can flow into the fuel regulator 298 and obstruct and/or clog the restrictor and/or the fuel orifice(s) 215 of the discharge nozzle(s) 202.
Preferably the fuel pump 112 is a low flow rate fuel pump which typically pumps between about 1 gallon per hour to about 4 gallons per hour at a pressure of between about 70 psi and about 300 psi, for example.
As with the previous embodiment, the pressurized air is generally supplied by an air compressor or some other pressurized air source 220. The compressed air is supplied by a pressurized air supply conduit 134 toward the one or more discharge nozzles 202. A pressurized air solenoid valve 222 is located along the pressurized air supply conduit 134 for interrupting the flow of the pressurized or compressed air to the one or more discharge nozzles 202, when the fuel combustion system is inactive. The pressurized air solenoid valve 222 is coupled to a burner control unit 212, in a conventional manner, for opening the pressurized air solenoid valve 222 when the fuel combustion system is operating and closing the pressurized air solenoid valve 222 when the fuel combustion system turned off or shuts down. Typically, the air compressor 220 will supply compressed air at the pressure of about 3-15 psi, and more preferably at a pressure of about 6 psi±2 psi and at a flow rate at between 1 and 1.5 cubic feet per minute. It is to be appreciated that for commercial embodiments, the flow rate of the compressed air may be somewhat higher, e.g., at a flow rate of about 3 cubic feet per minute, and the pressure of the supplied air may be also be somewhat higher as well.
Preferably, the air compressor 220 has a pair of adjustment controls, e.g., a first adjustment control for adjusting the flow rate of the compressed air being supplied by the air compressor and a second adjustment control for adjusting the pressure of the supplied compressed air. In addition, a replaceable air flow restrictor 248 may be provided along the air supply conduit 134, between the air compressor 220 and the one or more discharge nozzles 202, to further assist with fine tuning the flow rate and the pressure of the pressurized or compressed air that is actually being supplied to each pressurized air orifice 217. The air restrictor 248 typically has an opening therein of between 0.0020 and 0.0040 of an inch, and this opening allows the compressed air to flow from the air compressor toward the one or more discharge nozzles 202 while reducing the pressure of the supplied compressed air. In order to facilitate fine turning of the flame characteristics, the air restrictor 248 is readily interchangeable with another air restrictor 248, either having a slightly larger or a slightly smaller opening therein, with the air supply conduit 134 so as to alter the characteristics of the air supplied to the discharge nozzle(s) 202 and thus the characteristics of the flame in the furnace 154. If desired, an air filter (not shown) is located upstream of the air restrictor 248 so as to filter out small particulate matter from the air compressor 132 before the same can flow into the air restrictor 248 and possibly obstruct and/or clog the air restrictor 248 and/or any air orifice 217.
It is to be appreciated that this embodiment (as well as the third embodiment discussed below) utilizes discharge nozzle(s) 202 in which the pressurized air and liquid fuel both exit the discharge nozzle 202 independently of one another through respective fuel and air orifices 215, 217. That is, the pressurized air and liquid fuel do not interact or mix within the discharge nozzle(s) 202 but instead, only combine and mix with one another immediately upon being discharged from the respect orifices outside of the discharge nozzle(s) 202. As a result, the air and liquid flow rates can be independently controlled and adjusted thereby allowing for precise adjustment of the fuel and air flow. This also allows for adjustment of the fuel atomization which can be controlled by adjusting the air flow rate without increasing the fuel rate, for example.
The pressurized or compressed air assists with atomizing the fuel, upon being discharge, into a particle size of between about 30 and about 35 microns±5 microns. The pressurized or compressed air further facilitates mixing of the two components with one another to form a desired fuel mixture 153 for combustion.
The inventors have determined that if the liquid fuel has a particle size significantly greater than about 35 microns, e.g., above 50 microns for example, then some of the liquid fuel particles may not be completely burnt and/or consumed and such unburnt particles may be exhausted up the flue. In addition, the inventors have found that if the liquid fuel particle size is significantly smaller than about 30, e.g., below 20 microns, then it is somewhat difficult to sustain continuous combustion of the fuel mixture 153 and a portion of the fuel mixture 153 may inadvertently be exhausted up the flue without being burnt and/or consumed within the furnace 154.
As is conventional in the prior art, a blast tube fan 142, e.g., a squirrel cage type fan for example, is provided for supplying additional supplement air to the furnace 154 and to the one or more discharge nozzles 202 to assist with substantially complete combustion. An electric motor 250 typically drives or rotates the squirrel cage 251 of the blast tube fan 142 at a desired rotational speed and in a desired direction. It is to be appreciated that the rotational speed of the blast tube fan 142 can be varied, in a conventional manner as desired, for varying the flow rate of the supplemental air supplied to the one or more discharge nozzle(s) 202 which assists with complete combustion of the fuel mixture 153. In addition, as is conventional in the prior art, a size of an air inlet(s) for the blast tube fan 142 is adjustable by one or more dampers 252, for example, to vary the amount of air which is actually permitted to enter into and be supplied by the blast tube fan 142 to the discharge nozzle(s) 202. The blast tube fan 142 is coupled to and controlled by the burner control unit 212 in a conventional manner. As such blast tube fan 142 and its operation and function are conventional and well known in the art, a further detailed discussion concerning the same is not provided.
As is also conventional in the art, a cylindrical blast tube 254 encases and surrounds the fuel supply conduit 114 and the fuel orifices 215, the pressurized air supply conduit and the air orifices 217, as well as the ignition components, such as the ignition electrode(s) 157, 158 and the discharge nozzle(s) 202. The blast tube 254 typically has a diameter of between about 2.5 to about 8 inches, more preferably a diameter of about 4±1 inches and a length of about 4 to about 10 inches, more preferably a length of about 7±2 inches. As is also conventional in the art, an adjustable mounting flange 256 is supported along the exterior surface of the blast tube 254 and this flange 256 has a plurality of exterior mounting apertures 258 formed therein (see
A component support plate 260 may also be accommodated within the blast tube 254 for supporting the various components, e.g., the fuel supply conduit 114, the nozzle housing 204, the fuel discharge nozzle 202, and the ignition electrodes 157, 158, the pressurized air supply conduit 134, etc. The support plate 260 typically has at least a plurality of spacer legs (not shown), e.g., typically three spacer legs, which assist with maintaining the support plate 260 centrally located within the blast tube 254. The support plate 260 and the spacer legs, in turn, center and space the supported components from the surface of the blast tube 254 and also redirects and channels a majority of the supplemental air, supplied by the blast tube fan 142, radially outward and around the support plate 260. The support plate 260 typically has one or more small holes formed therein, e.g., between 1 and 3, which permit only a small or minor portion of the supplemental air, supplied by the blast tube fan 142, to pass through the support plate 260 and flow toward the one or more discharge nozzle(s) 202.
A flame retention head 266 is supported by and partially accommodated within the outlet end 257 of the blast tube 254 (see
The flame retention head 266 has a plurality of spaced apart peripheral air outlets 270, e.g., typically between about 2 and about 15 and more preferably about 6-8 peripheral air outlets 270, formed in an outer periphery thereof. It is be appreciated that the overall design characteristics of the flame retention head 266 are dictated somewhat by the furnace 154 and the characteristics of a remainder of the fuel combustion system. The peripheral air outlets 270 are generally equally spaced about the circumference of the flame retention head 266 so as to funnel and generally slightly accelerate the supplemental air, supplied thereto, directly into the furnace 154 and provide supplemental air which assists with substantially complete combustion of the fuel mixture 153 as the fuel mixture 153 burns and is consumed within the furnace 154.
As noted above, the flame retention head 266 supports a plurality of radially inclined and inwardly extending deflectors 268 for deflecting some of the air supplied by the blast tube fan 142 radially outward away from the flame. Each one of the radially inclined and inwardly extending deflectors 268 has a bent region or surface 272 so that when a portion of the supplemental air, which is supplied by the blast tube fan 142, contacts the bent surface 272 of the deflectors 268, such air is caused to rotate or spin in either a clockwise or a counter clockwise direction, depending upon the orientation or direction in which the deflector surface 272 is bent. Such rotation of the supplemental air has a tendency to swirl or spin the flame BF in either a clockwise or a counter clockwise direction and this, in turn, has a tendency to assist with centering the flame within the furnace 154 and thus cause the flame BF to be tighter, denser and more compact. Such adjustment of the flame BF further by swirling or spinning supplement air assists with substantially complete combustion of the fuel mixture 153 prior to the fuel byproducts being exhausted from the furnace 154 up the flue or chimney.
According to the present invention, the plurality of radially inclined and inwardly extending deflectors 268, are inclined a further distance away from one another. Namely, according to this embodiment, the radially inclined and inwardly extending deflectors 268 are modified to deflect somewhat less supplemental air while allowing more air to pass through a central aperture 274 and thus interact with the flame BF without being either spun or swirled.
The additional inclination of the radially inclined and inwardly extending deflectors are generally required because the discharge nozzles have a wider liquid fuel dispensing spray pattern so that the central aperture through the flame retention head must also have a larger diameter to ensure that none of the emitted liquid fuel is sprayed at or contacts any of the radially inwardly arranged deflectors. If the fuel contacts the radially inwardly arranged deflectors, this can lead to the creation of soot and/or unburnt fuel.
According to this embodiment, a short cylindrical air deflector sleeve 276 is accommodated within the blast tube 254 (see
The air deflector sleeve 276 typically has a diameter which is generally the same size as the diameter of the component support plate 260. It is to be appreciated that the air deflector sleeve 276, alternatively, may have a diameter that is slightly larger than the component support plate 260 so that the air deflector sleeve 276 could extend over and surround the component support plate 260 and form the annular gap 280 therebetween or the air deflector sleeve 276 may have a diameter that is slightly smaller than the component support plate 260 and be spaced from the component support plate 260. This annular gap 280, between the support plate 260 and the inlet section 278 of the air deflector sleeve 276, provides a small annular opening through which some or a minor portion of the supplemental air, supplied by the blast tube fan 142, is permitted to flow and be supplied directly to the one or more discharge nozzle(s) 202 to assist with combustion. The supplement air, which flows in through this annular gap 280, is also useful in supplying supplemental air to the one or more discharge nozzle(s) 202 which assists with cooling the one or more discharge nozzle head(s) 202 and maintains them at a relatively low operating temperature.
The air deflector sleeve 276 typically has an axially length of three to four inches, for example, and generally extends from the support plate 260 to the flame retention head 266. The air deflector sleeve 276 is generally connected to the flame retention head 266, at a location between the peripheral air outlets 270 and the radially inclined and inwardly extending deflectors 268. The supplemental air which flows along toward the flame retention head 266, and is confined within the air deflector sleeve 276, and eventually abuts against the flame retention head 266 but is generally not able to pass through the flame retention head 266. Consequently, such supplemental air is diverted radially inward, by the radially inclined and inwardly extending deflectors 268, and swirled or spun by the bent surfaces 272 as some of this air passes through the central aperture 274. Due to this arrangement, a majority of the air supplied by the blast tube fan 142 passes between the exterior surface of the air deflector sleeve 276 and inwardly facing surface of the blast tube 254 toward the flame retention head 266 and is exhausted out through peripheral air outlets 270 of the flame retention head 266. That is, typically between about 90% to about 97% of the supplemental air is redirected by the component support plate 260 and the air deflector sleeve 276 and flows toward the peripheral air outlets 270 of the flame retention head 266 while only between about 3% and 10% of the supplied air, for example, either passes through the small holes in the component support plate 260 or through the annular gap 280 formed between the component support plate 260 and the inlet section 278 of the air deflector sleeve 276, and thereafter flows toward the one or more discharge nozzle(s) 202. The supplemental air, which passes through the small holes in the component support plate 260 or through the annular gap 280, assists with cooling the one or more discharge nozzle(s) 202 and also with inducing a swirling or spinning motion of the supplemental air, as this supplement air contacts the bent surface 272 of the deflectors 268 of the flame retention head 266. Such swirling or spinning supplemental air assists with centering the flame BF within the furnace 154.
It is important to control the amount of supplemental air which flows through the annular gap 280 and directly communicates with the one or more discharge nozzle(s) 202. During operation of the burner, it is desirable to maintain the flame BF as close as possible to but spaced a small distance from the one or more discharge nozzle(s) 202, e.g., the flame BF is typically spaced about a quarter of an inch or so away from the one or more discharge nozzle(s) 202. Such spacing of the flame BF, from the one or more discharge nozzle(s) 202, generally results in the generation of an efficient flame, e.g., a blue flame, while also preventing the one or more discharge nozzle(s) 202 from becoming fouled and/or overheated during operation of the fuel combustion system.
Turning now to
Similarly, the liquid fuel supply conduit 114, after entering into the discharge nozzle housing 204 via the liquid fuel inlet port 282, divides into two or more separate liquid fuel supply conduits 114—one for each discharge nozzle 202. Each separate fuel conduit communicates with a respective fuel orifice 215. The separate liquid fuel and the pressurized air supply conduits 134 both separately enter a fuel discharge nozzle 202, where the supplied liquid fuel and the supplied pressurized air are discharged though the fuel orifices 215 and pressurized air orifices 217, and thereafter only intimately mix with one another and a further discussion concerning the same is now provided.
As can be seen in
It is important to note that an exterior face of the removable cover 288 defines a plane PL which separates the pressurized or compressed air from an interior chamber of the air deflector sleeve 276 while the fuel orifice 215 extends or projects out through an opening in the removable cover 288 past this plane PL by a small distance, e.g., typically between 0.002 to about 0.020 of an inch and more preferably a distance of between about 0.003 and about 0.005 of an inch. As a result of this, both the fuel orifice 215 and the pressurized air orifice 217 discharge their respective fuel components directly into the internal chamber of the air deflector sleeve 276. That is, the liquid fuel component is directly discharged into the internal chamber defined by the air deflector sleeve 276 while the pressured air component is also separately discharged into the internal chamber defined by the air deflector sleeve 276. Only once these fuel components are discharged into the internal chamber defined by the air deflector sleeve 276 is the liquid fuel atomized into a particle size of between about 30 to 35 microns, for example, and intimately mixed with the pressurized air to form a fuel mixture 153 which is, thereafter, suitable for consumption within the furnace 154 during combustion of the fuel mixture 153. As with the previous embodiments, the pressurized air component, as this air is discharged from the pressurized air orifices 217, tends to create a vacuum which assists with withdrawing and/or evacuating the liquid fuel component from the fuel orifice 215 of the discharge nozzle 202 in addition to the pressure of supplied liquid fuel.
The pressurized or compressed air is generally discharged circumferentially about and around the perimeter of the liquid fuel orifice 215 and the discharged pressurized air, along with the withdrawn and/or evacuated liquid fuel, are each separately discharged and then intimately mixed with one another. As a result of this, the liquid fuel is substantially atomized, upon being discharged from the respective liquid fuel orifice 215, and thus is immediately able to be rapidly or substantially instantaneously consumed and burned, within the furnace 154, while maximizing the generation of heat and minimizing the consumption of fuel.
The inventors have determined that for this embodiment the relative spacing of the end face of the liquid fuel orifice 215 from the end face of the removable cover 288 is important in determining the overall characteristics of the flame as the fuel components are emitted and consumed within the furnace 154. By having the end face of the liquid fuel orifices 215 extend a small distance further into the internal chamber defined by the air deflector sleeve 276 further than the end face of the removable cover 288, such arrangement has a tendency of inducing desired atomization of the liquid fuel component while also facilitating the formation of a relatively compact and axially short flame which leads to improved combustion and minimizes the generation of any soot.
As described above, by controlling the rotational speed of the blast tube fan 142 and/or adjusting the position of the damper(s) 252 of the blast tube fan 142, which adjustably controls the sizes of the air inlet openings to the squirrel cage of the blast tube fan 142, an operator can readily control the axial and the radial dimensions of the flame burning within the furnace 154. However, the control that an operator has over the axial and the radial dimensions of the burning flame, by merely adjusting the rotational speed of the blast tube fan 142 and supplied air flow, is somewhat limited.
The axial and the radial dimensions of the burning flame can also be adjusted by number and spacing of the air and fuel orifices 215, 217 from one another, the number and spacing of the discharge nozzles from one another, the amount of supplemental air which is allowed to flow over the one or more discharge nozzle(s) 202, the flow of pressurized or compressed air through the pressurized air orifices 217, the relative spacing of the end face of the liquid fuel orifices 215 relative to the end face of the removable cover 288/the pressurized air orifices 217 as well as the other characteristics of the one or more discharge nozzle(s) 202. It is to be appreciated that the one or more discharge nozzle(s) 202 can be designed to discharge the liquid fuel in a spray pattern with a desired discharge angle (see, for example, the discussion of
As discussed above, a flame detector 160 is normally positioned upstream of the ignition electrode(s) 156 and suitably located for viewing and detecting the presence of a flame, in the area immediately in front of the one or more discharge orifice 202, to confirm whether or not a flame is present within the furnace 154. In the event that the flame detector 160 does not detect a flame, a lack of flame signal is then supplied, in a conventional manner, to the control unit which then interrupts the flow of liquid fuel and/or compressed air to the one or more discharge nozzle(s) 202 and then again initiates ignition of the flame, in a conventional manner. However, in the event that the flame detector 160 does, in fact, detect the presence of a flame resulting from the combustion of the fuel mixture 153, then such presence is also conveyed to the control unit 212 which continues operation of the combustion system until a sufficient amount of heat has been generated.
The following is very brief description of the wiring diagram shown in
As illustrated in
It has been found that an axially shorter and radially wider flame, generated by the discharge nozzle(s) 202, shown in
Turning now to
As generally shown in
The pressurized air is preferably supplied by an air compressor 220, such as a Thomas Products Division air compression headquartered in Sheboygan, Wis. and sold as part number 918CA15. This compressor can provide a compressed air flow rate of between 150±75 cubic fee per minute. The air compressor typically supplies compressed air at a pressure of between 2 and 30 psi, for example, and the supplied compressed air, after passing through the air restrictor 248, is typically reduced to a pressure of between about 3.5 psi and 7.0 psi, more preferably to a pressure of about 6.0 psi or so, depending upon the overall requirements of the combustion system.
According to this embodiment, the end face of the flame retention head 266, which directly communicates with the burner box located within the furnace 154, is not provided with any air outlet therein, e.g., the end face is a solid wall or surface. As a result of this, the end face of the flame retention head 266 functions as a stop surface which prevents any air from flowing directly through the end face thereof. Accordingly, the end face redirects and diverts the supplied supplemental airflow generally radially inwardly toward the dispensed fuel mixture 153 via three possible supplemental air flow paths (discussed below in further detail) before the supplemental air is eventually permitted to flow out of the blast tube 254 and into the furnace 154.
As generally shown in
The top air deflector plate 354, if provided, forms a supplemental air flow obstruction which redirects and prevents some of the supplemental air from flowing into the inlet end 259 of the air deflector sleeve 276. That is, the top air deflector plate 354 assists with diverting and channeling some of the supplemental air along the exterior surface of the air deflector sleeve 276 and toward the flame retention head 266.
An axially extending cylindrical surface 269 is integral with a radially inner perimeter circumferential edge of the end face of the flame retention head 266. This cylindrical surface 269 has a length of about ½ to ¾ of an inch or so, for example. Six apertures 271 are formed within the cylindrical surface 269 and each of the six apertures 271 extends completely through the cylindrical surface 269. The six apertures 271 are generally equally spaced from one another about the circumference of the cylindrical surface 269. Each one of the six apertures 271 has a diameter of between about ⅛ to ⅜ of an inch for example, and more preferably have a diameter of about a quarter of an inch or so. Due to this arrangement, some of the supplemental air, which flows between the air deflector sleeve 276 and the blast tube 254, is diverted and redirected by the end face of the flame retention head 266 radially inward toward these six apertures 271 and such redirected flow helps shape the flame BF. These six apertures 271 combine with one another and form a first flow path P1 for the supplemental air. It is to be appreciated that the number of the apertures 271 and/or the size of the apertures 271, provided in the cylindrical surface 269, can be varied, from application to application, without departing from the spirit and scope of the present invention.
The cylindrical surface 269 is located adjacent the outlet end 257 of the flame retention head 266 and is formed integral with a stepped section 273 and a conically tapered section 275. The conical tapered section 275 generally comprises a conical surface which gradually tapers, e.g., decreases in diameter, from a largest diameter located facing toward the furnace and smaller diameter located facing toward the air deflector sleeve 276.
The outlet end 257 of the air deflector sleeve 276 has a diameter which is slightly smaller in diameter than a smallest diameter of the conical tapered section 275 of the flame retention head 266. As a result, when the outlet end 257 of the air deflector sleeve 276 is affixed or otherwise permanently secured to the conical tapered section 275 of the flame retention head 266, e.g., by tack welding for example, a small circumferential passageway is formed between the exterior surface of the outlet end 257 of the air deflector sleeve 276 and the inwardly facing surface of the conical tapered section 275 of the flame retention head 266. This small circumferential passageway P2 forms a second flow path which allows some of the supplemental air to flow through the small circumferential passageway P2 and directly into the furnace 154 and thereby assist with substantially complete combustion of the fuel mixture 153.
As with the previous embodiment, (see for example,
As shown in
It will be appreciated to those skilled in the art that the perforations, apertures or openings 350 may be arranged, if desired, to impart a swirling motion to air flowing therethrough. It will also be appreciated, however, that the number, the size, the spacing, and the location of these plurality of perforations, apertures or openings 350 can vary, from application to application, depending upon the particular requirements of the fuel combustion system without departing from the spirit and scope of the presently claimed invention.
In the embodiment present in
This annular gap 280, between either the nozzle housing 204 and the inlet section 278 of the air deflector sleeve 276, provides a small annular opening through which some of the supplemental air, supplied by the blast tube fan 142, is permitted to flow through and be supplied directly to the discharge nozzles 202. The supplemental air, which flows in through this annular gap 280, is useful in supplying supplemental air to the discharge nozzles 202 and also assists with cooling the discharge nozzles 202 and thereby maintain the discharge nozzles 202 at a relatively low operating temperature.
The air deflector sleeve 276 typically has an axial length of two and one half to five inches. As noted above, typically the outlet end 257 of the air deflector sleeve 276 is connected with the flame retention head 266. The air deflector sleeve 276 is completely enclosed and accommodated within the blast tube 254, and the diameters of the mid-section, the outlet and inlet sections 277, 278 and 279 each have diameters which are smaller than the internal diameter of the blast tube 254.
As noted above, the flame retention head 266 prevents any supplemental air from flowing directly axially through the end face thereof. That is, all of the supplemental air, which flows between the inwardly facing surface of the blast tube 254 and the exterior surface of the air deflector sleeve 276 toward the flame retention head 266 is confined therebetween and eventually redirected by the flame retention head 266 since none of the supplemental air is permitted to flow through the end face of the flame retention head 266. As a result, the supplied supplemental air is redirected and diverted, by the end face of the flame retention head 266, along one of three possible flow paths P1, P2 or P3. The first flow path P1 is through the six (6) equally spaced holes formed in the radially inward facing cylindrical surface 269 of the flame retention head 266. The second flow path P2 is along the small circumferential passageway P2 formed between the flame retention head 266 and the outlet end 257 of the air deflector sleeve 276. The third flow path P3 is through the plurality of holes 350 formed within the outlet section 278 of the air deflector sleeve 276. As with the previous embodiment, one or more of these three supplemental air flow paths can be designed to induce a swirling or spinning action of the fuel mixture 153.
Due to this arrangement, a majority of the air supplied by the blast tube fan 142 passes between the exterior surface of the air deflector sleeve 276 and inwardly facing surface of the blast tube 254 and eventually flows toward the flame retention head 266 but is prevented from being discharged or exhausted out through the end face of the flame retention head 266. That is, typically between about 90% to about 97% of the supplemental air is redirected by the nozzle housing 204 and flows along the exterior surface of the air deflector sleeve 276 toward the flame retention head 266 while only between about 3% and 10% of the supplied air is permitted to flow through the annular gap 280 formed between either the nozzle housing 204 and the inlet section 278 of the air deflector sleeve 276 and/or through the small holes 359 formed in the circumferential air deflector plate 358. The supplemental air, which flows through the annular gap 280 and/or through the small holes 359 assists with cooling the one or more discharge nozzles 202 and possibly inducing a swirling or spinning rotation or motion of the supplemental air. Such swirling or spinning supplemental air assists with centering the flame BF within the furnace 154.
It is important to control the amount of supplemental air which flows through the annular gap 280 and directly communicates with the discharge nozzles 202. During operation of the burner, it is desirable to maintain the flame BF as close as possible to, but slightly spaced from, the one or more discharge nozzles 202, e.g., the flame BF is typically spaced about a quarter of an inch or so away from the discharge nozzles 202. Such spacing of the flame BF, from the discharge nozzles 202 generally, results in the creation of an efficient flame, e.g., a blue flame, while also preventing the discharge nozzles 202 from becoming fouled and/or overheated during operation of the fuel combustion system.
As shown in those figures, the air deflector sleeve 276 is accommodated within the cylindrical blast tube 254, and has a diameter of between about 1¾ inches and 5 inches. In addition, the air deflector sleeve 276 generally has an axial length of between about 3 inches and 10 inches, and more preferably about 4 to 5 inches. The air deflector sleeve 276 has a largest diameter mid-section 277 which is located between the inlet and outlet sections 279, 278. The mid-section 277 generally has a diameter of between 2 inches to 6 inches, and more preferably has a diameter of about 3 inches. Typically, the diameter of the mid-section 277 is approximately 15-50% greater than the diameter of the inlet and/or the outlet ends 259, 257 of the air deflector sleeve 276.
As noted above, since the flame retention head 266 is not provided with any air flow outlets and thereby forms an annular stop wall or surface. Accordingly, all of the supplemental air is generally forced radially inwardly through the apertures 271 formed in the cylindrical surface 269, the small circumferential passageway P2 or the plurality of perforations, apertures or openings 350 formed in the outlet section 278 of the air deflector sleeve 276. These three air flows have a tendency to increase the pressure within the cylindrical section which, in turn, has a tendency to shorten the length and condensed the flame BF which thereby results in improved combustion of all of the fuel and thereby results in a much higher temperature, e.g., a temperature of between 2,000° F. and 2,600° F., for example.
As illustrated in
As with the previous embodiments, the inlet section 278 of the air deflector sleeve 276 surrounds and encases the discharge nozzles 202. The discharge nozzles 202 are located within the internal chamber of the air deflector sleeve 276 so as to discharge the fuel along a central axis of the fuel combustion system. It is to be appreciated that the overall size, shape and configuration of the cylindrical blast tube 254 and the air deflector sleeve 276 may vary, depending upon the particular application, but the dimensions are generally designed so as to induce sufficient air flow from the inlet end 259 of the air deflector sleeve 276 to the opposed outlet end 257 thereof. Preferably a speed of the fan or the blower is adjustable in order to regulate the velocity of the supplemental air being forced or directed through the cylindrical blast tube 254, e.g., at a flow rate of between 5 feet per second to about 100 feet per second or so, for example. The air deflector sleeve 276 restricts the combustion of the fuel mixture 153 along the axis of the fuel combustion system 2 so as prevent the cylindrical blast tube 254 from becoming excessively hot during the combustion process.
Typically, the preferred fuel regulator 298 comprises a regulator housing 402 and a regulator nozzle 404 which is typically sized to fit within a respective elbow 406. As illustrated diagrammatically in
In
In
In
In the event that a fuel combustion system, according to the present invention, replaces an old existing burner, generally the old existing burner will first be in the furnace in a conventional manner and then the new fuel combustion system, according to the present invention, will be installed in place thereof in a conventional manner. Thereafter, the operator will, once all the components are properly hooked up to the new fuel combustion system in a conventional manner, start the burner and measure the stacked temperature of the exhaust fumes exhausting up the flue. If the stack temperature is too low, the operator will then increase the fuel flow rate (e.g., replace the fuel regulator 298 so as to increase the flow rate therethrough or possibly increase the size of the liquid fuel orifices 215) so that additional fuel is conveyed into the furnace 154 for combustion. This will generally increase the combustion temperature of the furnace 154 as well as the temperature of the exhaust fumes exhausting from the furnace 154 through the flue.
In the event that the tip of the flame reaches and contacts the opposite rear wall of the furnace 154 (this is typically checked by a visual inspection of the furnace 154), the operator will then reduce the flow rate of the pressurized or compressed air. The operator may choose to decrease the pressure of the supplied pressurized or compressed air, decrease the opening size in the removable cover 288 (see
Alternatively, if the stack temperature is too high, the operator will decrease the fuel flow rate (e.g., decrease the pressure and/or flow rate of the liquid fuel, replace the fuel regulator 298 so as to reduce the flow rate therethrough or possibly decrease the size of the liquid fuel orifices 215) and adjust the flow rate of the pressurized or compressed air (e.g., either increase or decrease the pressure of the supplied pressurized or compressed air, either increase or decrease the pressurized or compressed air orifices 217 and/or increase or decrease the size of the air restrictor 248) so that the flame remains adequately spaced from the opposed rear wall of the furnace 154, e.g., the flame is adequately spaced therefrom by about an inch or so.
In the event that this stack temperature is still either too high or too low, the operator will again repeat one of the above processes until the measured stack temperature is at or within a recommended stack temperature range suggested by the manufacture of the furnace 154, e.g., typically the stack temperature is generally about 300±100 degrees above the temperature of a room accommodating the fuel combustion system. That is, if the fuel combustion system is located in the basement of a facility which is at a temperature of 60° F., for example, then the desired stack temperature is normally about 360° F. or so±100 degrees.
It is to be appreciated that in the event that the tip of the flame reaches the opposed rear wall of the burner, this generally results in soot being created or formed on the opposed rear wall of the furnace 154 and such soot has a tendency of decreasing the overall efficiency of the fuel being consumed within the furnace 154. In addition, the generation of soot within the furnace 154 tends to form a thin layer or film on the inner wall(s) of the furnace 154 which generally hinders heat transfer from the furnace 154 to the heating system for the building. Accordingly, the fuel mixture 153 is discharged and consumed within the furnace 154 and the flame is correspondingly adjusted so as to (1) avoid the creation of any soot, (2) maximize combustion of the fuel mixture 153, and (3) minimizing the creation of any carbon monoxide (CO) during combustion.
It is to be appreciated that a “blue flame” is the hottest and most efficient flame, a “white flame” is generally a fairly clean and efficient flame, while a “yellow flame” is generally the most inefficient flame and is generally to be avoided, if possible. Typically, such an inefficient flame results from supplying excessive fuel to the furnace 154. The preferred flame is a blue flame which has a temperature generally between 1,800 and 2,400° F., typically between 2,100 to 2,200° F. When a blue flame is present in the furnace 154, the exhaust gases flowing up the flue from the furnace 154 typically have a carbon monoxide (CO) content less than 0.01 parts per million (ppm) and more preferably a carbon monoxide (CO) content approaching 0.00 ppm and a carbon dioxide (CO2) content of at least about 8 to 9.5 ppm and more preferably a carbon dioxide (CO2) content approaching between about 14.3 and about 14.8 ppm.
Following adjustment of the stack temperature as described above, the operator will then adjust the air flow rate of the supplemental air being supplied by the blast tube fan 142 to the burner. This is done by monitoring the carbon monoxide (CO) content in the exhaust gases being emitted from the furnace 154 and flowing through the flue. According to the present invention, as noted above, the desired carbon monoxide (CO) content is approaching 0.00 ppm and the rotational speed of the blast tube fan 142 and/or the damper(s) 252 of the blast tube fan 142 are controlled so as to maximize the amount of carbon dioxide (CO2) being exhausted from the furnace 154 as well as, at the same time, minimize the amount of carbon monoxide (CO) which is created during combustion of the fuel mixture 153 in the furnace 154. It is to be appreciated that the burner typically needs additional supplementary air to facilitate substantially complete combustion of all of the supplied fuel. However, if excessive supplemental air is supplied to the furnace 154, this additional air has a tendency to result in incomplete combustion of the fuel contained within the furnace 154 and such incomplete combustion results in an increased amount of carbon monoxide (CO) emitted from the furnace 154 which, as noted above, is to be avoided. To compensate for excess supplemental air being supplied to the furnace 154, the operator will adjust the damper(s) 252 to decrease the amount of supplemental air being feed to the blast tube fan 142. This decrease in the supplemental air flow rate tends to allow the fuel mixture and air to “dwell” within the furnace 154 for a slightly longer duration of time, thereby promoting a more complete combustion of the fuel components while, at the same time, minimizing the amount of carbon monoxide (CO) generated during combustion.
It is to be appreciated that in order for the furnace 154 to operate properly, the furnace 154 should operate at a slight positive pressure, e.g., a positive pressure of about 0.04 psi to 0.06 psi, for example. As a result of such slight positive pressure, there is a natural draft or flow of the consumed fuel mixture 153 components, from the furnace 154 into the flue, and this further assists with substantially complete combustion of all of the liquid fuel and the air.
Each of the one or more discharge nozzles 202 is preferably a replaceable spray nozzle in which the size of the liquid fuel orifices 215 and/or the pressurized air orifices 217 can be readily adjusted or modified as desired. For example, an External Mix XA Assembly automatic spray nozzle manufactured by BETE Fog Nozzle, Inc. of Greenfield, Mass. 01301 USA which is conventionally used to atomize a fluid, e.g., water or foam, to be emitted from a sprinkler system. The inventors have determined that such external mix automatic spray nozzle may be utilized within the present invention when such spray nozzle adequately mixes a liquid fuel component with an ample supply of supplemental air (such as the pressurized or compressed air) which, in turn, atomizes the liquid fuel upon discharged from the one or more discharge nozzle(s) 202.
The fuel orifices 215 and the air orifices 217, for both the liquid fuel component and the pressurized air component, are generally quite small and provide the desired atomization of the fuel mixture 153 but can be modified, as desired, depending upon the particular application. For example, the fuel orifice 215 may have a diameter of 0.0016 of an inch (if a FC7 Liquid Cap is utilized); may have a diameter of 0.0026 of an inch (if a FC4 Liquid Cap is utilized); or may have a diameter of 0.0028 of an inch (if a FC3 Liquid Cap is utilized). Meanwhile the air orifice 217 is defined by the annular spacing between the opening 290 in the removable cover 288 and may have a radial width of preferably greater than about 0.0014 of an inch and more preferably about 0.0070 of an inch.
Since certain changes may be made in the above described improved fuel combustion system, without departing from the spirit and scope of the invention herein involved, it is intended that all of the subject matter of the above description or shown in the accompanying drawings shall be interpreted merely as examples illustrating the inventive concept herein and shall not be construed as limiting the invention.
| Number | Date | Country | |
|---|---|---|---|
| 61937131 | Feb 2014 | US |
