Patent Application
20170292379
Not applicable.
Not applicable.
The present invention relates generally to internal combustion engines, and more particularly to an improved method for generating a supercritical combustion chamber environment for compression ignition engines.
The inventor of the diesel engine, Rudolph Diesel—1897, used “natural gas” as a diesel engine fumigant fuel charge. Fumigation of a diesel engine is the addition of a gaseous fuel to the intake air charge of a diesel engine. Development of diesel engine fumigation techniques has continued, such as that disclosed in Ritter et al. U.S. Pat. No. 6,901,889.
The pre-heating of diesel fuel to improve combustion efficiency and reduce exhaust gas pollutants has been active since the 1930's. Hypergolic diesel combustion received significant attention in the 1980's. More recently Tavlarides et al. U.S. Pat. No. 7,488,357 and others disclose methods and apparatus which cause diesel fuel to become supercritical prior to injection into the combustion chamber.
U.S. Pat. No. 4,892,561 to Levine discloses fuels for internal combustion engines which contain at least 50% by weight of methyl ether.
U.S. Pat. No. 5,632,786 to Basu et al. describes a method for operating a spark ignition internal combustion engine utilizing an improved composition containing dimethyl ether and propane as fuel.
U.S. Pat. No. 6,095,102 to Willi et al. teaches a dual fuel engine which creates a substantially homogeneous mixture of gaseous fuel, air, and pilot fuel during a compression stroke.
U.S. Pat. No. 6,145,495 to Whitcome discloses a propane injection system for a diesel engine.
U.S. Pat. No. 6,202,601 to Ouellette et al. describes a method and apparatus for dual fuel injection into an internal combustion engine. A main fuel is ignited by a pilot fuel that is more readily flammable than the main fuel.
U.S. Pat. No. 6,206,940 to Weissman et al. teaches fuel formulations to extend the lean limit.
U.S. Pat. No. 6,213,104 to Ishikiriyama et al. discloses supplying fuel to an internal combustion engine in a supercritical state by raising the pressure and the temperature of the fuel above the critical pressure and temperature.
U.S. Pat. No. 6,286,482 to Flynn, et al. describes a premixed charge compression ignition engine with combustion control.
U.S. Pat. No. 6,324,827 to Basu et al. teaches a method of generating power in a dry low NOx combustion system.
U.S. Pat. No. 6,607,567 to Towfighi discloses propellant gas for tools operated by combustion power on the basis of combustible gases containing a mixture of 40% to 70% by weight of dimethyl ether, nitrous oxide and/or nitromethane, 8% to 20% by weight of propylene, methyl acetylene, propane and/or propadiene and 20% to 45% by weight of isobutane and/or n-butane.
U.S. Pat. Nos. 6,901,889 and 7,225,763 to Ritter, et al. describes a system and method to reduce particulate and NOx emissions from diesel engines through the use of a duel-fuel fumigation system.
U.S. Pat. No. 7,488,357 to Tavlarides, et al. teaches a composition of diesel, biodiesel or blended fuel with exhaust gas mixtures or with liquid CO2. The composition is in a liquid state near the supercritical region or a supercritical fluid mixture such that it quasi-instantaneously diffuses into the compressed and hot air as a single and homogeneous supercritical phase upon injection in a combustion chamber.
The foregoing patents reflect the current state of the art of which the present inventor is aware. Reference to, and discussion of, these patents is intended to aid in discharging Applicant's acknowledged duty of candor in disclosing information that may be relevant to the examination of claims to the present invention. However, it is respectfully submitted that none of the above indicated patents disclose, teach, suggest, show, or otherwise render obvious, either singly or when considered in combination, the invention described and claimed herein.
The method for supercritical diesel combustion of the present invention combines fumigation and supercritical diesel fuel combustion to effect greater fuel efficiency and reduce exhaust gas pollutants from a compression ignition engine such as a diesel engine. The invention utilizes the fumigant method by combining two gases (DME and propane) which autoignite prior to the injection of the liquid diesel fuel. This pre-combustion of the fumigant gases combined with the engine's compression of the combustion chamber gases is managed to attain a supercritical combustion chamber environment into which the liquid diesel fuel or water is injected. This targeted supercritical combustion chamber environment causes the diesel fuel to become a supercritical fluid prior to combustion (or the water to become a superheated steam), resulting in significantly greater efficiency and negligible exhaust gas pollutants resulting from the combustion of the diesel fuel.
Fumigation of a diesel engine air intake charge with a combustible gaseous fuel has always required that the injected liquid diesel fuel be the pilot ignition source initiating the combustion event. This allowed for accurate timing of the combustion event, reduction of the total diesel fuel consumed, and reduction of exhaust gas pollutants because the gaseous fuel combusts much more completely than the liquid diesel fuel.
Combustion of diesel fuel as a supercritical fluid causes the combustion event to resemble a gaseous fuel combustion event. As a supercritical fluid diesel fuel does not exhibit surface tension and has a diffusion two magnitudes greater than as a liquid. These are the two main properties of a supercritical fluid which contribute to greater combustion efficiency and lower exhaust gas pollutants.
Liquid diesel fuel is injected into the combustion chamber by very high pressure to effect atomization of this liquid fuel. The result is a spray composed of droplet and ligaments entering into the combustion chamber environment. There is an ignition delay time period as the liquid fuel droplets and ligaments take on heat from the combustion chamber gases and commence to vaporize. It is this diesel fuel vapor which combusts. Diesel combustion is generally considered to be a lean combustion event but this is only true when looking at the bulk number relationship for the fuel and the oxidant. Each droplet and ligament creates a very fuel rich combustion zone surrounding their surface. These rich combustion zones create “prompt” NOx (nitrogen compounds formed during elevated temperature combustion events and during fuel rich combustion) and encapsulate the remaining liquid within the droplet or ligament in a zone of extreme heat which creates pyrolysis and coking of the remaining fluid. The source of particulates in the exhaust gas and temperature created NOx.
As a supercritical fluid diesel fuel does not exhibit surface tension, therefore droplets and ligaments cannot form, or if formed cannot remain formed. This excludes the possibility of fuel rich combustion zones, reducing the production of both prompt and thermal NOx as well as the pyrolysis and coking of the diesel fuel.
The companion effect of the loss of surface tension is that the diesel fuel now has 100 times greater diffusivity than as a liquid droplet or ligament. The combustion effect is that the diesel fuel is now at least 100 times more in contact with the oxidant. The result is a combustion event that releases more heat energy in a shorter period of time than a typical diesel combustion without the formation of prompt NOx and particulates.
In a further embodiment, water is injected instead of diesel fuel to create steam. The supercritical environment created in the cylinder is used to transfer heat directly to the water to generate superheated steam, this gas expansion is the principle driving force acting upon the piston. The efficient capture of heat and low heat loss creates a highly efficient steam driven engine.
It is therefore an object of the present invention to provide a new and improved supercritical combustion chamber environment for compression ignition engines such as diesel engines.
It is another object of the present invention to provide a diesel engine combustion chamber environment with improved fuel efficiency.
A further object or feature of the present invention is a diesel engine combustion chamber environment with reduced NOx and soot emissions.
A further object of this embodiment for fumigant charged internal combustion engine (ICE) is to increase efficiency by capturing the heat of the combustive fumigant fuel before there is significant loss of this heat into the coolant system of the engine or be released to the atmosphere, and converting it into steam.
Other novel features which are characteristic of the invention, as to organization and method of operation, together with further objects and advantages thereof will be better understood from the following description considered in connection with the accompanying drawings, in which preferred embodiments of the invention are illustrated by way of example. It is to be expressly understood, however, that the drawings are for illustration and description only and are not intended as a definition of the limits of the invention. The various features of novelty which characterize the invention are pointed out with particularity in the claims annexed to and forming part of this disclosure. The invention resides not in any one of these features taken alone, but rather in the particular combination of all of its structures for the functions specified.
There has thus been broadly outlined the more important features of the invention in order that the detailed description thereof that follows may be better understood, and in order that the present contribution to the art may be better appreciated. There are, of course, additional features of the invention that will be described hereinafter and which will form additional subject matter of the claims appended hereto. Those skilled in the art will appreciate that the conception upon which this disclosure is based readily may be utilized as a basis for the designing of other structures, methods and systems for carrying out the several purposes of the present invention. It is important, therefore, that the claims be regarded as including such equivalent constructions insofar as they do not depart from the spirit and scope of the present invention.
Further, the purpose of the Abstract is to enable the U.S. Patent and Trademark Office and the public generally, and especially the scientists, engineers and practitioners in the art who are not familiar with patent or legal terms or phraseology, to determine quickly from a cursory inspection the nature and essence of the technical disclosure of the application. The Abstract is neither intended to define the invention of this application, which is measured by the claims, nor is it intended to be limiting as to the scope of the invention in any way.
Certain terminology and derivations thereof may be used in the following description for convenience in reference only, and will not be limiting. For example, words such as “upward,” “downward,” “left,” and “right” would refer to directions in the drawings to which reference is made unless otherwise stated. Similarly, words such as “inward” and “outward” would refer to directions toward and away from, respectively, the geometric center of a device or area and designated parts thereof. References in the singular tense include the plural, and vice versa, unless otherwise noted.
The invention will be better understood and objects other than those set forth above will become apparent when consideration is given to the following detailed description thereof. Such description makes reference to the annexed drawings wherein:
This invention applies to all compression ignition engines (CIE) which operate on diesel fuel No. 2, light fuel oil, biodiesel, water emulsified diesel fuels, water, steam or blends of diesel surrogates, light fuel oil emulsions, or blends of these fuels. This invention can be readily retrofitted onto existing CIE with only slight modification between installations on two-stroke and four-stroke CIE. This invention can also be readily implemented into new CIE design and construction. The apparatus and method will change dependent on the “family of CIE” to which it is applied. “Family of CIE” is intended to categorize as functional inclusionary units similar CIE. The broadest category is the division between two and four-stroke CIE. The method and apparatus will vary when adopted for use on the different families of CIE. Rotational speed, low, medium, high will be subfamilies, as will displacement volume of the combustion chamber.
The principle of this novel combustion method will remain the same. This principle is the use of a fumigant fuel blend to establish a supercritical fluid/gas environment within the combustion chamber of the CIE prior to the injection of the liquid diesel fuel. This supercritical fluid/gas environment has a target pressure of not less than 800 psi being expressed in the constant volume space (CVS) of the combustion chamber prior to the injection of the liquid diesel fuel. CVS is generally accepted to be the combustion space compressed by the piston commencing at 10° BTDC (before top dead center, the position of the piston prior to reaching TDC) and ending at 10° ATDC (after top dead center, the position of the piston after passing TDC). To achieve this pressure and corresponding temperature, 1,200° F. to 1,400° F., the components of the inventive method and apparatus will be adapted to perform for each family of CIE. The following detailed description is an embodiment of this invention as applied to a two-stroke uniflow medium speed CIE with a displacement of greater than 500 cubic inches per cylinder. The diesel fuel is injected by mechanical unit injectors.
This type of CIE utilizes either a Roots blower or a turbo charger to compress intake air into air chambers surrounding the lower portion of the cylinder assemblies, which comprise these engines power assemblies. These air boxes have access doors to which the fumigant fuel injector will be affixed and aimed at the nearest air intake port supplying the cylinder. This injector will inject liquid fumigant fuel supplied to it by a pressure vessel fuel tank which has an internal fuel pump to boost the tank pressure so that the fuel will remain liquid throughout its route to the injector. The pulse of the injector will be controlled by a device, which, at a minimum, constantly monitors the following engine parameters: the engine rpms to establish a timing sequence for the individual injection pulse, to be timed to pulse just as the intake ports are revealed by the piston and the air charge begins to enter the combustion chamber; and the continuous reading of the individual (e.g., every fourth cylinder) pressure developed during the entire engine cycle. This precise pressure information will be interpreted by a controller, which in turn will vary the fumigant fuel injector pulse duration to provide more or less fumigant fuel to the combustion chamber. The target is 800 psi being expressed in the CVS prior to the injection of the diesel fuel. At 800 psi and the relative temperature, 1,200° F. to 1,400° F., over 90% of the gases in the CVS are supercritical. H2O and CO2 will not be supercritical but N2, O2, OH, H2O2, and CO will all be supercritical.
The unit injector for the diesel fuel will be modified to inject the diesel fuel after TDC, e.g., 5° to 10° ATDC. The pulse duration of the unit injector will also be shortened. Because the atomized spray of the diesel fuel will encounter significantly higher combustion chamber pressure it will suffer greater shear force, greatly reducing the size of the diesel fuel droplets and ligaments. At the same time these droplets and ligaments will be innervated by the supercritical fluids/gases, which comprise the supercritical combustion chamber environment. As supercritical fluid/gases these substances become hyper-solvents.
The highly atomized diesel fuel droplets and ligaments are not only heated from the outside but also from the inside by both conduction and radiation. Supercritical substances release over 60% of their heat energy as radiant energy. At 800 psi the vaporization is delayed sufficiently to allow the combustion chamber supercritical environment to impart enough heat energy to the diesel fuel such that it transitions beyond its critical temperature point prior to initiation of significant combustion. The diesel fuel has already been pushed beyond its critical pressure point by the injectors and sustained beyond this critical pressure point by the pressure encountered in the combustion chamber. This transition beyond the critical temperature and pressure points has caused the diesel fuel to become a supercritical fluid, without surface tension and 100 times more dispersed into the supercritical combustion chamber environment. Combustion of the diesel fuel proceeds much more energetically than typical diesel fuel combustion and later in the rotation cycle of the CIE.
Typical diesel fuel combustion is timed for maximum heat release to occur in the CVS. The combustion event typically initiates just prior to the piston achieving 10° BTDC and continues to its high heat release thru 10° ATDC. Functionally from the combustion point of view, this sequence allows the diesel fuel to be reasonably combusted prior to the retained heat in the combustion chamber dropping below the temperature necessary to support combustion, about 60° ATDC. From a mechanical and heat management perspective this timing is wasteful and contributes to greater formation of NOx compounds. Mechanically, timing high heat release when the piston relationship to the crankshaft is essentially a vertical line is the time of lowest mechanical advantage and least possible transference of energy to aid in the rotation of the crankshaft. This high heat release is essentially stalled for almost a third of its active combustion sequence. The effect of this stall is to allow the heat to sink into the most readily available heat sinks, N2 and O2, 75% and 15% respectively of the combustion gases. This stalling of the combustion events mechanical transference and the companion sinking of heat into N2 creates CIE inefficiency and increased amounts of NOx in the exhaust gas.
In the inventive method, the combustion gases are supercritical which allows the timing of the diesel fuel combustion event to be delayed to a target of high heat release at 20° ATDC. At this crank angle the transference of energy is more mechanically favorable and allows the combustion chamber space to grow much more quickly than in typical CIE combustion, thus relieving the peak heat sinking and formation of significant NOx compounds.
This supercritical combustion chamber environment is created by combining the compression of the combustion chamber gases with a sequence of pre-diesel fuel injection combustion events. The fumigant fuel injected into the air intake is a blend, and preferably a custom blend, blended for each CIE family, of propane and dimethyl ether (DME). These fuels are miscible and combined in a single pressure vessel, blended specifically for the CIE family being served, but have been determined to range from 1-20% DME and 80-99% propane. In this example, the fumigant fuel is injected as a liquid. In the case of high rotational speed CIE family of engines the fumigant fuel would be injected as a gas for either two-stroke or four-stroke engines. Due to the low boiling point of the fumigant fuel components (−44° F. for propane and 11° F. for DME), these liquid fuels will vaporize in the early stages of the compression stroke and quickly homogenize with the air charge as the compression of the charge gases increases. At approximately 20° BTDC the DME will autoignite. This autoignition triggers the ignition of the propane. The fumigant fuel combustion is a two stage combustion so that the larger of the combustion events, the propane combustion, occurs just as the CVS is being entered into. This is done to lessen the backpressure on the piston. The DME combustion is principally a means to trigger the propane combustion.
The combustion chamber pressure may be continuously read by an in-cylinder pressure sensor, e.g. one for every four cylinders. The sensors output is interpreted by a controller, which increases or decreases the pulse duration of the fumigant fuel injector to best manage the fumigant fuel flow into the combustion chamber, to attain the target supercritical pressure prior to the diesel fuel injection.
Referring now to
The drawing figures illustrate a cross sectional view of a uniflow, two-stroke diesel engine. The operating principles apply as well to a four-stroke diesel engine, the difference being that the fumigant fuel injectors would be mounted on the four-stroke engines air intake manifold as close to each cylinders intake valves as possible. The fumigant fuel injector depicted is for application of the inventive system to existing diesel engines. Newly constructed engines could implement the system, optionally, by placing the fumigant fuel injector as a direct injection component, pulsing directly into the combustion chamber.
In low and moderate speed diesel engines (e.g., under 1200 rpm), the fumigant fuel will be injected as a liquid. High speed diesel engines will have the fumigant fuel injected as a gas to assure that complete vaporization and homogenization occurs prior to autoignition of the fumigant fuel. The fumigant fuel is a mixture of propane and dimethyl ether held in a common pressurized tank 24. Propane vaporizes at −44° F. and dimethyl ether vaporizes at −11° F., essentially both permanent gases at standard operating conditions.
All diesel engines inject the diesel fuel at pressures 1,000's of psi above the diesel fuel critical pressure point. Because the CVS pressure is approximately 800 psi, roughly 2.5 times the critical pressure point of diesel fuel, the injected diesel fuel stays well above its critical pressure point. This injected diesel fuel is subjected to very high shear forces because of the increased pressure of the CVS, which increases atomization of the diesel fuel droplets and ligaments. The principle supercritical gases in the CVS are N2 and O2, which as supercritical fluids, act as hyper-solvents, innervating the diesel fuel droplets and ligaments thus imparting heat energy, over 60% as radiant energy, from within the diesel fuel droplet and ligament as well as from the exterior. This action by the supercritical hyper-solvents imparts heat energy into the diesel fuel such that the diesel fuel transitions into a supercritical state prior to combustion.
As a supercritical fluid diesel fuel does not have surface tension and is dispersed 100 times greater than as a liquid within the supercritical combustion chamber environment. The initiation of combustion of this supercritical diesel fuel is targeted to occur at 20° ATDC to take advantage of the maximum exertion of force at a time of greatest mechanical slider/crank leverage. Because the maximum heat release of the diesel fuel is now timed to take advantage of a much higher piston speed heat retention will be minimal and formation of NOx compounds will be significantly reduced.
Another embodiment of the application of this invention is the use of the combination fumigant fuels of DME and heptane to create a supercritical chamber environment to heat water into a superheated steam, the principle gas expansion working fluid (PWF) acting upon the piston. Instead of having to inject a further combustible fuel such as glycerin or glycerin/water as shown in U.S. patent application Ser. No. 14/188,739 on Feb. 25, 2014, now U.S. Pat. No. 9,297,299 entitled “Method for Superheated Glycerin Combustion” which describes the combustion of a glycerin/water combination and is incorporated herein by reference, only water is added. Please note also that in the present application, the hexane of the '299 patent is preferably replaced by heptane, but use of either gas is anticipated by this invention.
The combination of these fuels (DME and heptane) injected along with the air charge of an internal combustion two stroke diesel engine will result in a two stage combustion process occurring prior to TDC. Using a 16 tol compression engine, the combustion sequence will begin between thirty and twenty degrees BTDC and will have fully combusted prior to the piston attaining TDC. As with the supercritical diesel combustion fumigant charge, the combustion space gases will in greater part become supercritical prior to the PWF being injected. The conditions of the cylinder after combustion and positioning of the piston with respect to top and bottom dead center (“TBC” and “BDC”) are provided above with respect to the diesel injection embodiment and are reincorporated here.
In the case of this embodiment, the main injected working fluid is liquid water instead of diesel or other combustible fuel. The water injection will occur between TDC and ten degrees ATDC. The supercritical gases already present in the combustion chamber will exchange their energy much quicker than the compressed air of the typical gases of a compression stroke air charge. The injected water instantly will become superheated steam. The expansion of water into steam provides the motive force to move the piston outward. The steam will then exit the cylinder during the exhaust stroke and may be recovered downstream, as is well known in the art. The use of steam obviates the need for other fuels such as diesel, though obviously the amount of power generated will be affected by the replacement fluid.
In a typical internal engine combustion event, the majority (e.g., over 60%) of the caloric value of the fuel is lost to the engine coolant system and to the heat of the exhaust gases. By staging a fumigant fuel pre-TDC combustion event and immediately following this combustion with water injection, the heat normally lost to the cooling and exhaust gases is retained (“absorbed”) in the phase change of the liquid water into steam. The efficiency of the engine is greatly enhanced and as a further benefit, the exhaust gases do not carry any significant amount of nitrous oxide compounds, particulate, or carbon compounds.
The object of this embodiment for fumigant charged ICE is to increase efficiency by capturing the heat of the combustive fumigant fuel before it can spread into the coolant system of the engine or be released to the atmosphere, and capturing the heat by converting it into steam and using the steam as a motive force.
The following description of this embodiment of supercritical fumigant combustion relies upon a two-stroke, uniflow, compression ignition engine design as depicted in
The fumigant fuel injector is a single hole direct injector placed at the highest intake port of the uniflow engine aimed at the interior of the cylinder. The preferred fumigant fuel is a mixture of dimethyl ether (“DME”) and heptane, though gases other than heptane could be used as described above. The DME is dissolved into the heptane in a ratio of between 20/1 to 40/1 depending on what field of use the engine is employed in and the engine size. This solution is retained in a pressure tank with sufficient pressure to keep the DME in the liquid state. The rail to the injectors is also kept at a pressure high enough to maintain the DME in the liquid state.
The fumigant fuel charge is approximately one third of the typical fuel charge required to support an ICE performance. The injection of the fumigant fuel is timed to occur just after bottom dead center (“BDC”) of the compression pistons travel and is swept into the now exposed cylinder cavity along with the intake air charge. Upon injection of the fumigant fuel the typically atomized droplets are further reduced as the DME immediately vaporizes and shatters the heptane/DME droplet, thus increasing the overall surface area of the remaining heptane droplet. Essentially creating a homogenous charge within the compressed air charge.
In a 16/1 compression engine, this homogenous charge will begin autoignition around 30 degrees BTDC and will have completed combustion at TDC. The resultant combustion chamber gases are now predominately supercritical. Because the fumigant fuel volume is never more than one third of the typical volume required by an ICE (“Internal Combustion Engine”), the combustion of the fumigant fuel charge is both more complete and does not attain the temperature at which NOx is formed. This thus lowers carbon emissions and NOx.
The water injector is placed as typical for an ICE. Performance is enhanced if the water is preheated by heat extracted from the ICE exhaust gases. Preheating in this fashion reduces the amount of fumigant fuel applied and facilitates condensation of the steam exhaust which, in part, reduces visual impact of the exhaust stream.
After TDC and before 10 degrees ATDC the water is injected into the supercritical gases present in the combustion chamber. The atomized water droplets are innervated by the supercritical gases and instantly absorb the heat of these gases and become superheated steam. This is a single step phase change reaction and is considerably faster than a combustion reaction. Also, the gas expansion ratio of water is greater than the expansion ratio of typical fuels. The result is significantly greater torque and efficiency of the ICE. As the steam is superheated, its deposition on the metal surfaces of the combustion chamber is minimal. The steam expansion is used to drive the piston 12 outwardly. During the exhaust phase, the steam is expelled from the cylinder is captured and reused as necessary in processes well known in the art. The piston drives a crankshaft or other or other device such a linear generator. The cylinder then begins the intake cycle and repeats as necessary.
The above disclosure is sufficient to enable one of ordinary skill in the art to practice the invention, and provides the best mode of practicing the invention presently contemplated by the inventor. While there is provided herein a full and complete disclosure of the preferred embodiments of this invention, it is not desired to limit the invention to the exact construction, dimensional relationships, and operation shown and described. Various modifications, alternative constructions, changes and equivalents will readily occur to those skilled in the art and may be employed, as suitable, without departing from the true spirit and scope of the invention. Such changes might involve alternative materials, components, structural arrangements, sizes, shapes, forms, functions, operational features or the like.
Therefore, the above description and illustrations should not be construed as limiting the scope of the invention, which is defined by the appended claims.
The present application is a continuation in part of U.S. patent application Ser. No. 13/517,861, filed Jun. 12, 2012, which application claims the benefit of the filing date of U.S. Provisional Patent Application Ser. No. 61/496,887, filed Jun. 14, 2011. Each of the foregoing applications is incorporated by reference in its entirety as if fully set forth herein.
| Number | Date | Country | |
|---|---|---|---|
| 61496887 | Jun 2011 | US |
| Number | Date | Country | |
|---|---|---|---|
| Parent | 13517861 | Jun 2012 | US |
| Child | 15632620 | US |
