CA2440804A1 - Internal combustion engine catalytic converter - Google Patents

Abstract

In the Air Standard model for any Internal Combustion Engine it is assumed that the Air/Fuel Mixture combusts instantaneously and the thermal energy is delivered immediately. However in rea world applications a certain amount of time is needed for the reactants to combust. Wherefore, as the reactants combust more rapidly, the performance of the engine approaches the Air Standard Model. In an Internal Combustion. Engine which bins petroleum based fuel, a catalytic coating of platinum in the combustion chamber will cause the A/F mixture to burn more rapidly and causing the flames speed to increase. This will increase the Internal Combustion Engine's Mean Effective Pressure (MEP). This rapid burning of the reactants (A/F mixture) brings Internal Combustion Engines closer to the Air Standard Otto Cycle, the Air Standard Diesel Cycle in Piston Engines and the Air Standard Brayton cycle in Gas Turbine Engines.

In Spark Ignition Engines, because fuel will burn more rapidly the "unburned mixture"
which can ignite and cause knocking will have less time to ignite before they are consumed by the flame front. because of the increase in flame speed a greater percentage of the A/F will be converted into carbon dioxide and water, less "unburned mixture" will be left over from the exhaust stroke to cause knocking.

Description

SPIJCIFICA.TIONS
All surfaces in ~.n Internal Cornbrastion Engine that will come in contact with a Iarge pronerti.on of the reactants ~r~.IF ~ni~.t~are) as it passes thro3~~~ the engine will be coated ~~ith the elemental metallic catalyst I'l~tinzz~n. The thichrress of the coating should be ~nan to 1 um thick. It should be; attached by electro-plating or anodizatic~n.
In piston engines the top of the piston and the combustion ~,ha~~nbe~- should be coated. In engines ~~ith rr~ore than two ~;~alves per cylind~;r the bottom of the valves should also be plated with I'Iatin~:un~.
In gas turbine engines the corrgbustion chamber and the blades of the exhaust fans should be plated with Platinum.

B~4SIC E~Cir~l~E 'THBOI~~' farm ~aasoline ~At'~'s 1 to I0.2 From Honda Oivic to Formz~Ia 1 winner.
The following is edited from a past in ~ debate o~rer tire ~dva~rtages of water in,~ectioc7. 1 tried to demonstrate what ~nodi~cations would be required to convert my own I5fl0ce Honda Oivic into something worthwhile: -~. j There are many variables that will determine the power output of an engine.
High on the list v~~ill be tl~e ability of the fuel to burn evervly without l~noc;k. No matter how clever the engine, the fuel determines the engia~e power output limit it is desigr~~;d to use, n<xt the a~nour~t ofo:~cygen. stuffed into the cylinder and corapressed. Modem engines designs and gasolines are intended to reduce the emission of undesirable exhaust pollutants; consequently engine performance is mainly constrained by the fuel available.
My l-Ionda t ivic uses 31 RON fuel, but the Honda Formula I turbo charged 1. 5 liter engine was only permitted to operate on 102 Research Octane fuel, and had Iirr~its placed on the amount of fuel it could u.se during a race, the maxiri~ um boost of the tcxrbo chargers was specified, as was an additional 401~g penalty wei@t. Standard l02 RON gasoline vaould be about 96 ~R+Mj/2 if sold as a pump gasoline. The normally-aspirated 3.0 Liter engines could use unl irr~ited amounts of 102RON fuel. The F1 race duration is 305 km or 2 hc~~:~rs, and it's perhaps worth re~rtembering that lady cars then ran at 7.3 psi boost.
engine Standard F ormula Formula One Ore Year 1986 i98'~ 1989 Size I.5 Liter1.5 liter 1.5 Liter ~yiinders 4~

Aspiration normal turbo turbo Maximum Boost 58 psi 36.3 psi Maximum Fuel 200 liters I50 liters Fuel 91 ICON 102 I~Ot~T 102 RON

Florsepower 92 @ 60009q~ @ x.12000610 (c'~
@ rpm 12500 Torque (Ih-ft 89 @ 45004~0 c~ 9750280 @ 10000 ca rpm) The details oftl2e transition from Standard to liorcnula I, ruithout considering engine materials, are:
1. Replace tl~e exhaust system. 1-TF~ and torque both climb tc~ 100.

2. I~odble the rpm while improving breathing, you now have 200hp but still only about L001b-ft of torque.

3. Boost it to 58psi - ~vhictr equals four such engines, so you have I000hp and 5001b-i~ of torque.

Simple'?, not with 102 RC3N fuel, the enginelfuel combination would knock the engine ~i2to pieces, so....
l..ower the compression ratio to '~.~:1, arid the higher rp~~ is a laig advantage - there is much less time for the end gases to ib7nite and cause detanation.
5. optimize engic~e design. ~0 degree l~a.nk an~;Ies ~' far aeraclyn;~rnic reasons, a~~d ga to six cylinders = V6 goal the air. The compressian of ~~Or air at ( ~.'~psi to '~2. 7psi raises its temperature to ~77F.
~fhe turbas churn the air, and although they are a:baut 7~'°~o efficient, the air is rFow at ~r'73F.
The huge intercoolers could reduce the air to ~'~p, but that ~'as too law to properly vaporize the auel.
bypass the intercoalers to maintain 10~~.
9. ~:hange the air-fuel ratio to 23~,o richer than stoiclqiotmetric to reduce combustion terr~perature.
1 ~. change to X4:1 ~i taluena'eptane fc:c,( - ~!hic(s complies ~~~ith the 102 ~~N requirement, but is harder to vaporize.
11. Add sophisticated electranic timing and engine ~nanag~e~~~erat ~ontrals to etas~°e reliable combustion with no detonatian.
~'au now have a six-cylinder, 1.~ liter, 10<?Ohp l~.onda Ci~ric.
For subsequent years the restrictions were even 3~ore severe, .( 50 liters and 36.~ maxirrt~r~n boost, in a still vain attempt to give the 3 liter, noc~na(ly-aspirated engines a chance. ~3bviausly Honda took advantage of the reduced baost by in~~reasinb X12 to g.4:'l , and only going to 1 S~lo rich air-fuel ratio.
They then developed an ecanomy rr~ade that involved heafiirag the liquid fuel to 1~UF to improve vaporization, and increased the air temp to 15~F, and leaned aut the alt--fuel retie to just 2% rich.
The engine output dropped to 610hp ~ 3 ',500 ~ fra~~r 6~Shp ~~ 12,590 and about 312 l.bs-ft of torque @ 10,000 rpun j, hut 32% of the energy in the fuel was converted to mechanical work. '~'he engine still had crisp t~rot-tle response, and still beat tl~e normally aspirated engines that did. not have the fuel limitation. So turbos were banned. No other Fl racing engine has ever came class to cs~nvea-ting i2% of the fuel energ~f into words ~:i 3~~.
In 1 X95 the FlA listed a detailed series of acceptable ranges for typical camponents in racing fuels for events such as 11 races, along wits the introductiav of detailed.
cl~ram~atogra~hic ''fingerprinting"' of the hydrocarbon prafile of fhe fuel X137-~_ This was necessarrl.~ to prevent navel formulations of fuels, such as produced by I~anda for their turban.

Claims (6)

1. The reactants, the A/F mixture will burn more rapidly, increasing the engine's mean effective pressure and increasing the amount of heat yielded by the fuel.

2. Increasing the engine's mean effective pressure increases the engine's specific power output. (More torque throughout the power band, more trust for jet engines.)

3. Because the engine's specific output increases without on increasing the amount of reactant (A/F mixture) or enriching the A/F mixture the specific fuel consumption will be reduced.

4. Because the Mean Effective Pressure increase more of the heat created by the combustion process will be converted into mechanical work, thus increasing thermal efficiency.

5. Because the combustion will be more rapid a higher percentage of the A/F
mixture will burn and the exhaust gasses will be cleaner.

6. In spark engines, because of more complete and rapid combustion this device will allow for greater ignition advance or a higher compression ratio.
(Advancing the ignition timing is the better option because it increases the Mean Effective Pressure and the Electronic Control Module can adjust the settings automatically.) This will result in more complete combustion eliminating most flat spots in an Internal Combustion Engine's power band.