CA2725397C - Combustion accelerator for engines and burners - Google Patents
Combustion accelerator for engines and burners Download PDFInfo
- Publication number
- CA2725397C CA2725397C CA2725397A CA2725397A CA2725397C CA 2725397 C CA2725397 C CA 2725397C CA 2725397 A CA2725397 A CA 2725397A CA 2725397 A CA2725397 A CA 2725397A CA 2725397 C CA2725397 C CA 2725397C
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- Canada
- Prior art keywords
- tin
- fuel
- combustion
- pad
- dimensionally stable
- Prior art date
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M27/00—Apparatus for treating combustion-air, fuel, or fuel-air mixture, by catalysts, electric means, magnetism, rays, sound waves, or the like
- F02M27/02—Apparatus for treating combustion-air, fuel, or fuel-air mixture, by catalysts, electric means, magnetism, rays, sound waves, or the like by catalysts
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- C—CHEMISTRY; METALLURGY
- C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
- C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
- C10L1/00—Liquid carbonaceous fuels
- C10L1/10—Liquid carbonaceous fuels containing additives
- C10L1/12—Inorganic compounds
- C10L1/1208—Inorganic compounds elements
-
- C—CHEMISTRY; METALLURGY
- C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
- C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
- C10L1/00—Liquid carbonaceous fuels
- C10L1/10—Liquid carbonaceous fuels containing additives
- C10L1/14—Organic compounds
- C10L1/30—Organic compounds compounds not mentioned before (complexes)
- C10L1/305—Organic compounds compounds not mentioned before (complexes) organo-metallic compounds (containing a metal to carbon bond)
- C10L1/308—Organic compounds compounds not mentioned before (complexes) organo-metallic compounds (containing a metal to carbon bond) organo tin compounds
-
- C—CHEMISTRY; METALLURGY
- C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
- C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
- C10L10/00—Use of additives to fuels or fires for particular purposes
-
- C—CHEMISTRY; METALLURGY
- C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
- C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
- C10L10/00—Use of additives to fuels or fires for particular purposes
- C10L10/02—Use of additives to fuels or fires for particular purposes for reducing smoke development
-
- C—CHEMISTRY; METALLURGY
- C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
- C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
- C10L10/00—Use of additives to fuels or fires for particular purposes
- C10L10/12—Use of additives to fuels or fires for particular purposes for improving the cetane number
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
- F23C—METHODS OR APPARATUS FOR COMBUSTION USING FLUID FUEL OR SOLID FUEL SUSPENDED IN A CARRIER GAS OR AIR
- F23C13/00—Apparatus in which combustion takes place in the presence of catalytic material
- F23C13/08—Apparatus in which combustion takes place in the presence of catalytic material characterised by the catalytic material
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- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Oil, Petroleum & Natural Gas (AREA)
- Combustion & Propulsion (AREA)
- Organic Chemistry (AREA)
- Chemical Kinetics & Catalysis (AREA)
- General Chemical & Material Sciences (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Inorganic Chemistry (AREA)
- Catalysts (AREA)
- Filtering Materials (AREA)
- Fuel-Injection Apparatus (AREA)
- Solid Fuels And Fuel-Associated Substances (AREA)
- Exhaust Gas After Treatment (AREA)
Abstract
Described is an invention for the catalytic acceleration of combustion processes of fuels and heating oils, comprising dimensionally stable, tin-containing elements in a flow vessel for the production of tin organic compounds in the form of a flow vessel having an alloy structure or pads in a fuel filter container or another container, which due to the composition and ignition thereof during the appearance of light result in ignition or a flame having an extremely fast ignition distribution, therefore avoiding soot and lowering the nitrogen oxide concentrations,
Description
_ .
PATENT APPLICATION
--_¨___ COMBUSTIaN AcOM,IEVATOR FOR ENGINES AND BURs The patent apoliCatiOn describes a flow reactor for the = production'of combustion accelerator substances in fuels of internal combustion engines. zt is described as a method and aS a device.
Object of the invention is the improvement of the combustion in internal combustion engines with the goal of pollutant reduction of the exhaust gas and consumption reduction. The fundamental idea assumes here that it is possible to improvS the characteristics of the engines substantially if it will be possible to let the combustion run more uniform and lante.
In the patent application PA 198 29 175.2 and in the patent application D8 199 44 227 Alp ignition cc)re devics from the metal alloys tin, copper, and'eilver are descrtbed. The dioadvantage of these devices is the structure and the holder of the materials which do not ensure a required long service lift and efficiency. Tbia is due to the fact that the structures do not contain aclution activators, such as platinum.
Also, the pos.sibilities of the adaptation of the reactor to the service intervals are not considered which, in addition, complicates the utilization subttantially. Devices for the protection of the structure are &Igo inadequate in the present patent applications and can not be employed that way for the teollnical use. In addition, no solutions are shown which allow at installation in modern, compact engines which fill out the whole engine compartment.
SUrprisingly, it WeL6 found that the metal alloys must contain either platinum or the mixed crystal lanthanum-. -7-cerium-oobaltite, and that the metal alloy has to be placed Li a dimensionally stable meshwork within a reactor body which has to be held by means of a spring-supported filter basket on the outlet Bide and nag to be adapted by means of the installation angle to the respective performance of the unit. Only in this manner is it ensured that the effect of the apparatus is maintained over a kilometrage of approximately 600,000 km.
Purthenlore, it was surprisingly found that the same effect is achieved in a system with a .substantially smaller construction. and adapted to the service ihterVals of the engines and burners if the TCR material on the outlet side Of the fuel filter is integrated in the fa= of pads, which are structured following the example of coffee machines, as sealing rings with a structure accnrding to the invention.
Thereby, in addition, the problem is solved when there is no space available for the installation of the device within the engine compartment since the pads are an integral part of the permanently present fuel filter and do not need any additional space.
The effects of the device according to the invention cause that the combustion does not run non-uniformly faster, thereby generating combustion peaks and hence nitrogen oxides which are too high, but that the combustion within the combustion chamber is fully distributed in an extremely fo/at running process.
Thereby it is possible to complete the combustion faster without further increasing the combustion peaks and hence the nitrogen oxides. This results from the fact that the tin organic compound, which are generated by addition reaction during the contact of the combustible or fuel an the alloy surface, are light sensitive, Upon occurrence of an ignition at one location, they are ignited at all locations, thereby accelerating the combustion uniformly.
PATENT APPLICATION
--_¨___ COMBUSTIaN AcOM,IEVATOR FOR ENGINES AND BURs The patent apoliCatiOn describes a flow reactor for the = production'of combustion accelerator substances in fuels of internal combustion engines. zt is described as a method and aS a device.
Object of the invention is the improvement of the combustion in internal combustion engines with the goal of pollutant reduction of the exhaust gas and consumption reduction. The fundamental idea assumes here that it is possible to improvS the characteristics of the engines substantially if it will be possible to let the combustion run more uniform and lante.
In the patent application PA 198 29 175.2 and in the patent application D8 199 44 227 Alp ignition cc)re devics from the metal alloys tin, copper, and'eilver are descrtbed. The dioadvantage of these devices is the structure and the holder of the materials which do not ensure a required long service lift and efficiency. Tbia is due to the fact that the structures do not contain aclution activators, such as platinum.
Also, the pos.sibilities of the adaptation of the reactor to the service intervals are not considered which, in addition, complicates the utilization subttantially. Devices for the protection of the structure are &Igo inadequate in the present patent applications and can not be employed that way for the teollnical use. In addition, no solutions are shown which allow at installation in modern, compact engines which fill out the whole engine compartment.
SUrprisingly, it WeL6 found that the metal alloys must contain either platinum or the mixed crystal lanthanum-. -7-cerium-oobaltite, and that the metal alloy has to be placed Li a dimensionally stable meshwork within a reactor body which has to be held by means of a spring-supported filter basket on the outlet Bide and nag to be adapted by means of the installation angle to the respective performance of the unit. Only in this manner is it ensured that the effect of the apparatus is maintained over a kilometrage of approximately 600,000 km.
Purthenlore, it was surprisingly found that the same effect is achieved in a system with a .substantially smaller construction. and adapted to the service ihterVals of the engines and burners if the TCR material on the outlet side Of the fuel filter is integrated in the fa= of pads, which are structured following the example of coffee machines, as sealing rings with a structure accnrding to the invention.
Thereby, in addition, the problem is solved when there is no space available for the installation of the device within the engine compartment since the pads are an integral part of the permanently present fuel filter and do not need any additional space.
The effects of the device according to the invention cause that the combustion does not run non-uniformly faster, thereby generating combustion peaks and hence nitrogen oxides which are too high, but that the combustion within the combustion chamber is fully distributed in an extremely fo/at running process.
Thereby it is possible to complete the combustion faster without further increasing the combustion peaks and hence the nitrogen oxides. This results from the fact that the tin organic compound, which are generated by addition reaction during the contact of the combustible or fuel an the alloy surface, are light sensitive, Upon occurrence of an ignition at one location, they are ignited at all locations, thereby accelerating the combustion uniformly.
The goal of the development work, which led to success by a surprising finding or invention, is the minimization of the time to the full coverage of the entire combustion mixture within the flame. This object results from the current combustion engine processes in which the flame starts at few or at one point and the spreading of the flame takes a relatively long time.
By means of this slow initiation of the combustion in current engines and the subsequent high acceleration of the combustion process, the time for the combustion of the whole mixture is extended in such length that the flame only impinges on the piston at an angular position of the crankshaft. This can be heard in case of diesel engines by the pinging since the piston is pushed against the wall at when the flame impinges onto the piston. This is not prevented by the speed-dependent pre-injection or pre-ignition It would be much better for engines if the flame at the start would immediately cover the whole combustion chamber and then combust simultaneously. Thereby it could be avoided that the flame, during its spreading, builds up a flame front which then impinges on the piston, thereby releasing a pressure impulse which can be heard in case of a diesel engine and is referred to as knocking of the diesel engine.
Since it is not possible in an internal combustion engine to mechanically install an unlimited number of ignition points, the development concerns the installation of a quasi-unlimited number of ignition points in a chemical manner. For this purpose, chemical additives of all conceivable organic compounds were tested with respect to = this characteristic_ Surprisingly, only few chemical fuel compounds were found which are indeed light sensitive in a manner that they shorten the spreading of the flame by means of a light ignition to a time which can be almost as short as desired.
Thereby, the ignition delay of the diesel engines would be reduced in a manner that, for the after-burning of the coke particles being generated, more time and higher temperatures are available.
For gasoline engines, by means of these chemical fuel compounds, an over-lubrication of the mixtures during the acceleration phase could be completely eliminated since the over-lubrication has the task only to generate additional ignition cores which prevent an "acceleration gap" at high acceleration.
Furthermore, it was investigated as to what extent these substances, even after the ignition distribution, are still effective in a catalytically stabilizing, pollutant-preventing and combustion-enhancing manner with respect to fully low-pollution combustion.
Thus, only such substances were searched which are ignition-distributing by generating ignition cores and act catalytically stabilizing as well during the combustion process.
Surprisingly, light sensitive metal organic compounds were found which have all these characteristics. However, their production is expensive and would burden the combustion impro-vement with a high cost factor. This relates to the production of such metal organic compounds as a liquid, and the dosing of these substances to the fuels during the combustion process.
Said dosing is necessary because the metal organic compounds can not be mixed with the fuel within the tank.
=. _ .
-IT1 this cage, these additives are transformed into eU-ectless compounds by means of ion exchange due to the contamination in the diesel az gasoline filter such that thi o approach 15 Dot successful_ Therefore, additional cancentraLion tests'were alo carrled out to fiad out in whin concentration these substances develop their full effectiveness in the process, and from which concentratione on the effects are not sufficient any more. Here it was found that the effectiveness of these substances decraze only wben the concentrations fall below a value of less than 20 pg/liter, They, surprisingly, the possibility arose to generate such concentrations, which are above this. concentration, during the flow of the fuels through a structure made of a metal allay.
Finally, the production coat, durability, and operational cc4.5t were inve8ti9-atad to show the cffect in a. positive ratio to the cot. In doing so, it GM.* found that the production coat and tht effectiveness of the metal organic compounds arranged directly within the feed line to the injecti.on pump ara aonsiderahly below the cost of the central production in chemical plants.
Hence, the inventive result consists in that these Bubstance8 are not produced in a chemical process of a plant, but that this reactor is designed as part of the combustion erlginQ syStcm. This decreases the cogt to a small poTton of the cost which would occur by means a centl7a1 prOduction. These reac.tors have been developed in Stich a manner that they maintain their consistent effect over 600,000 km of operation of the j_riternai combustion engines.
= =
The invention is called ICR to characterize the inventive contenC, the ignition core, thus the ianition core reactor.
The inventive method is described in more detail by means of Fi.gure 1. Between the fuel filter 1 and the injection pump 2, an IC R reactor 5 is interconnected via the lines 3 and 4. The fuel frOM the fuel filter 2. gets intO the ICR
reactor 5 via the line 3, is enriched there with metal organic compounds by means of the euxface reaction with the metal alloy, and gets into the injectiOn pump 2 via ths line 4.
Within the ICR reactor 5, the metal alloy is arranged in the foxm of a meshwork G. The meshwork has the same gap Cistance 7 between all fibers. The mahwork is constructed in a manner that. the structure, even after a material removal of 80 %, does not lose its structure or collapses.
The inventive deviCe is shown in Figure 2. The fuel filter dosigaNted as Mere between are the inlet line 13 of the inventive device, called ICR, the outlet line 14 to the engine of the Lousing of the 1CR 15, and the alloy atructure . Ae 17, the ditance CIT the elemgmts of the aliev structure to one another is deaignated.
The gtructure is dimensioned with respect to the magE in such a manner that at a flow temperature of 40 - 50 0C with a total flow Volume of 100,000. liter, the structure in still maintained. At a Concentration of 1 mg Sn, thua 1000 gg Sn/liter, ti4s correspenUs to a weight decrease or material con[5.umption, rest)ectively, of 100 g/reactor. The service life of tie re6,ctOr iE at 100,000 liter and a flow throuh the reactor of 1C, 1/100 kw. 10,000 hours, Ät an average apeed of 50 km, thia correaponde to 600,000 km.
The further inventive development relate to the achievement of such a concentration of tin organic compounds in the. fuel. Pure tin tella have a surface which _ ____---The goal of the development work, which led to suCcesn by a surprising findin or jalvebtion, jo the minimization Of the time to the fvli coverae of the entire combUstion mixture within the flame. This obje(zt results from the current combustion engine procesnes in which the flame starts at few or at one point and the spreading of the flame takeS a relatively long time.
8y means of this slow initiation Of the combustion in current engines 4nd the subsequent high acceleration of the combustion procet.is, the time for the combustion of the , whole mixture 12 extendd in such length that the flame only impinges oft the piston. a,z an angular positiori of the cranks:haft. This c:an ha heard in case of diesel engines by the pinging since the piston is puehed against the wall at when the flame impinges onto the. piston. This l6 not prevented by the speed-dependent pre-injection or pre-It would be much better for engines if the flame at the start would immediately ,2.over the whole combustion chamber an1. then combust simultaneoLsly. Thereby it could be avoided that the flame, during its spreading, builds up a flame front which the impinges on the piston, tnereby releasing a pressure impulse which can he heard in ca$e of a diesel engine and is referred to as knocking of the diesel engine.
8ince it is not possible in an internal combustion engine to mechanically install unliMited number. of ignition points, the deveJ.opment concns the installation of an unlimited number of igniticr. points in a chemieal Rol: this purpoSe, chemical additives of all conceivable ornic compcutdv lat test,z,d with respect to this chaxacteriotac.
is much to small and result in a *urface compaction so that the effect is much too small and gets progressively-smaller, Therefore, a solution had to be found which both prevents the compacttion of packed beds and increases the reactivity of the reaction partner tin.
The substances lead, cadmium, and mercury for increasing the reactivity, which are mentioned in the American patents, axe not parmitted. according to pollutant regulation. The reaction-enhancing properties hance had to be newly deve1oped. This was inventively achieved in that the reaction-enhancing properties of new alloy elements, which are not-. harmful fer the environment, were fOunta.
Thus it was found that the smallest amounts of solution aCtivatore, to Wh1Ch p1atinum, palladium and its equivalent lanthanum-cerium-cobaltite belong together with the substances copper and silver, and which bring the tin in the alloy within the meshwork up to the reaction speed, generate met,a1 organic cmpounds c;oncentrations of 1 mg/liter fuel.
This takes place without additional heating during the pure flow, 'or this, according to the invention, the composition ranges of the alloy are in the following ranges: tin 90 -97 copper 6 - 9 silver 0,2 - 1 %, platinum metals such. as platinum and palladiuM 0,001 - 0,.01k, and lanthanum-cex:ium-cobaltite 0.01 - 2 W.
Agcording to the invention, the meshwork structure is generated in that the alloy is integrated in the form of pad2, az they are uzed in coffse machines, on the outlet side o:t the gasoline or diesel filter. According to the invention, these pads are producd in a similar manner as the coffee machine pads, but with the difference that the cover meshes do not consist of ce11ulose-but of a tinned wire mesh or pieLseic mesh, and the intermediate layer does not consist of coffee but of alloy chips, a 'Ong thin wire wound to a formed body, or of porous carriers with metal or ceramic structures dipped into the alloy according to the invention.
The pads can be attached i the form of a sealing ring within the filter on the outlet side. Here, the possibility exists to determine the number of pads and their content in zilch a. manner that the amount of incorporated alloys for the consumption is adapted tO the filter chan9e time.
Thereby, the amount is reducedn..71 such a manner that during a. filter change period, the amount Of the incorporated alloy is used up to.a large xtent.
frigue 3 show, this embodiment as a method. Tha fuel filter is designated as 21 and the internal combustion engine as 2.Ine pad with its netting on both sides and the intermediate alloy structu.res is designated as 23. Vigure 4 shows the inventive device. The fuel Eiltar is designated az 31 and the internal combuatiOri eagine am 32. 13 designates the pad body which is arranged as a staling ring, internally and externalay, and as a netting with intermediate alloy elements Which are shaped in the fOrm of a long wire, open porous alloy foam, coated ,ructureS, or Structure elements such as pins or rings.
Hence, the basic principle is met tha-L tht TCR is adapted to the service interval of the engine and no special additional installations in the engine are required which are difficult duo to the space conditions of individual engines and are time consuming with respect to the installation.
8urprisingly, :Lt. was ri:,w found that the full effect of the reaction between this alloy content and the fuel flowing through is enabled by a special activation and filling process at.ha ICR eactor. This happens in the following steps during the fohxioation of the ICR reactot. The content of the pads or chips, which is produced from the alloy tin, copper. Si1ver, platinum metal or its subatitute lanthanum-cerium-cobaltite, is flushed in concentrated sodium hydroxide, reduced and pickled.
The active alloy then geta; into ar, alcohol bath with propanol or bunol and snImequently into a bath of gasoline or diesel_ After thio, the active alloy is inserted into the reactor met:al housng or processed ag a pad. The reactor mttal hosj_ng is welded by means of a Gpecial welding method with the ::4one of the meshwork being.
cooled a then filled with a mixture a gasoline or diesel, rrom th.e alcohol bath, the opacifiero are added which contain organically d'issolved. alcoholic tin_ After this, thP4 ICR is clo5eci in an air tight manner by means of a tight screw connection inc7.1udin5j a waser. In the case of the pads, the pasisivation tair_e.s place aikferently. The pads are passivated by means of a sz:.soline or diesel soluble wax layer so that the inactivation is prevented until the startup, Thereby, the problem of the combustion acceleration im solved for new engines, although, not for engines which arc currently in operN,tion, Within the engine, in particular OD the exhaust valve, the latter have contacAnants which burned of by catalytic substances However, at concentrations or::: 1 mg/liter, this takes a relativy iOfl timc, depending on the contamination of the engine.
Therefore it is an object of the inve.ntion to shorten thi, cleaning process and, in the cleaned condition, to enable the engine after the installation of the device to achieve, as fast as pous1.01e, the possible combugtion acceleration anti',i hence the combustion improvement, The ZCR reactors filled in this manner are stored at least 2 months before delivery, wherein an initiating liquid ie generated which, after insta11at4on of the ICR reactor, cleans the cylinder conteat intensively at the start of the engines. For this purnoe, an installation instruction is attached to the ICR reactors, which Specifies that first the outlet is to bt connected with the injection pump via a hose line, and, not until then, the inlet is connected with the filter.
The necEa3ity of the 173rta11ation of the ICR reactor downstµeam of tne tuel fia-tre. or at it- $ outlet, lias the reason to preVent the reaction cf the tin organic oompounds with the tin deposits of the filter an to become effect:less tin organic coTpounds_ According to the invention, this is enabled by means of a special construction of the ICIR reactcr.
Within the reaotor, downetream of the reaction nettina in flow direction, a filter beket ia located which, for the impacts within the vehicle, is dezigned with a spring. which is apecifically calculated for impact and whioh arranged in flow direction_ In the case of the design as a pad, the latter is designed in such a manner that the vehicle impacts are absorbed iaside the pad within its area and by the stability of the witnout a destrut-Cion taking place.
Strpri2ingly, it was now found that tht installation position of the ICE reactor tube changes the concentration of the ignition cores and hence the doping concentration of the fuel. The teeper the installation position is, the higher. ie the concentration and hence the effectiveness.
Thus, the same ICK reactor can be used for different engine sizers.
The higher the engine powfgr, the higher is the chosen inClination of the installation poitiorA, in doing so, the service life of the contaiaed metai netting decreases accordingly, i.e., the ICR reactor has then to be replaced earlier, A strict perpendicular installation position has to Avoid he so that the impacts do not act too heavy on the metal netting, The invention is explained in more detail by means' of a sz.ecific exemplary embodiment_ A rOund metal block; conisting of 55 W tin, 4.5 t copper, 0.49 t' silver and 0.01 t laathanum-cerium-cobaltite, i8 forme6, in a special turning -.1_,.3the into pyramid-shaped chipo, For 'chis, 10 pyramids with a diameter of 58 mM and 4 chip tnickz.ess of 10 mm, one pyramid with 39 mm and one with 18 mm inside, and rings with Sa mm and different ianer diameters for the outer side were made.
The turning chip pyramidg ave placed for 10 minuts into a =
barrel with 5 t sodium hr.iro:cide, wherein the lye is kept in moti.on by means of a stirrilAg device. S-iibsequent%y, the chip pyramids are placed for an hcur into a barrel with piopanol. FroM tivLS bar-rel, the x:pective fcnrmed parts in the form of the pyramids and ringr.; are inserted into a tube with a 60 mm diameter.
The one end of the tube is weldei and. hat a screen basket holder with a diameter of 59 mm and wiUl an iftspected metal ,,Ipring with a diameter of mm.
After insPrtin. of the loa.raeci. parts, t2-.e tube i welded while being cooled. The tbe 4gnd with the spring the Outlet, the other emd is the inlet. Both ends are provided with fuel screw connections. Ater completion of these process steps, the tube is closed on the inlet side wl,th a tightly locking screw with washer) filled with a mixture of =
fuel and processed. tin-containing butauol to 95 1r of the content, and. closed with. a tightly locking screw with washer, The product prepared ti.. this manner is provided with adhesive laliels which characteTiZe the product, the installation, and the runction, an is packed in a package including instrucztions, hpueo, screw connections and holder.
A further extmplary embo6iment describes the construction aud the us s of the ICR system ia the form of pad., A fuel filte"r wath the supply of th fuel through the cover in a tube to the .1:ttoin of the fi.D;,or h ,fls a filter layer thereabove.
At the uppex end of the fuel fiitex, the TO_ insert in the form of a pad iu clamped 'e.tweeri the filter he with external thread and the filter body with internal thread, liere, the pad he E.,n inner 'L.cre holG for the supply tube of tha futl filter.
= IL tIi Manilat, a plurality o pAlio can. he clampecl. in the nater, writrein the fiaing here oncle projects upwazds and once projects downwrdu, and the thioXer layer of the pad beaanced out in the mid.(Ale on the cutside with respect to the filter ring. The size of the flow area of the pad provide th;it the pressu:e loss of .the pad does not signlicantly ciosizroc.t the fuel flow. with the vse of more than 2 pads, the sealing in must be provlded with the thioknes of the pad, which requires an elongated thread of the fili=er head of th9 tuel filter.
in a upecific exemplary embodimant, the constructior. as a pad is clscribed. In a Golt Diegel with a dieael filter according to Figure 3, 2 pads with a plastic ntting are inserted. The pad har c.jaiter of 100 mm and an iriner diameter (JJ: 14 arti .waich is &lipped over the supply tube with a diametex' of 14 mm. The cut ex face is welded to a.
seal with a thickness of 5, mm azd is covered with. sealing cbmpound. Th alloy inert between the plaotic nettingo Conits Of a wire wj-th E. thinfzso (7,f. 0,1 mm and a. 1en5t1 which reulta in a total mass of 10 g. This cOrreoponds to appLoximately 20 m.
De8criptions to Figure 1 1. 'Fuel filter 2. Injection pump 3. Line to the Ten from the fuel filter 4. Line from the TCR to the injection pump 5. ICR rearõ:toY.
By means of this slow initiation of the combustion in current engines and the subsequent high acceleration of the combustion process, the time for the combustion of the whole mixture is extended in such length that the flame only impinges on the piston at an angular position of the crankshaft. This can be heard in case of diesel engines by the pinging since the piston is pushed against the wall at when the flame impinges onto the piston. This is not prevented by the speed-dependent pre-injection or pre-ignition It would be much better for engines if the flame at the start would immediately cover the whole combustion chamber and then combust simultaneously. Thereby it could be avoided that the flame, during its spreading, builds up a flame front which then impinges on the piston, thereby releasing a pressure impulse which can be heard in case of a diesel engine and is referred to as knocking of the diesel engine.
Since it is not possible in an internal combustion engine to mechanically install an unlimited number of ignition points, the development concerns the installation of a quasi-unlimited number of ignition points in a chemical manner. For this purpose, chemical additives of all conceivable organic compounds were tested with respect to = this characteristic_ Surprisingly, only few chemical fuel compounds were found which are indeed light sensitive in a manner that they shorten the spreading of the flame by means of a light ignition to a time which can be almost as short as desired.
Thereby, the ignition delay of the diesel engines would be reduced in a manner that, for the after-burning of the coke particles being generated, more time and higher temperatures are available.
For gasoline engines, by means of these chemical fuel compounds, an over-lubrication of the mixtures during the acceleration phase could be completely eliminated since the over-lubrication has the task only to generate additional ignition cores which prevent an "acceleration gap" at high acceleration.
Furthermore, it was investigated as to what extent these substances, even after the ignition distribution, are still effective in a catalytically stabilizing, pollutant-preventing and combustion-enhancing manner with respect to fully low-pollution combustion.
Thus, only such substances were searched which are ignition-distributing by generating ignition cores and act catalytically stabilizing as well during the combustion process.
Surprisingly, light sensitive metal organic compounds were found which have all these characteristics. However, their production is expensive and would burden the combustion impro-vement with a high cost factor. This relates to the production of such metal organic compounds as a liquid, and the dosing of these substances to the fuels during the combustion process.
Said dosing is necessary because the metal organic compounds can not be mixed with the fuel within the tank.
=. _ .
-IT1 this cage, these additives are transformed into eU-ectless compounds by means of ion exchange due to the contamination in the diesel az gasoline filter such that thi o approach 15 Dot successful_ Therefore, additional cancentraLion tests'were alo carrled out to fiad out in whin concentration these substances develop their full effectiveness in the process, and from which concentratione on the effects are not sufficient any more. Here it was found that the effectiveness of these substances decraze only wben the concentrations fall below a value of less than 20 pg/liter, They, surprisingly, the possibility arose to generate such concentrations, which are above this. concentration, during the flow of the fuels through a structure made of a metal allay.
Finally, the production coat, durability, and operational cc4.5t were inve8ti9-atad to show the cffect in a. positive ratio to the cot. In doing so, it GM.* found that the production coat and tht effectiveness of the metal organic compounds arranged directly within the feed line to the injecti.on pump ara aonsiderahly below the cost of the central production in chemical plants.
Hence, the inventive result consists in that these Bubstance8 are not produced in a chemical process of a plant, but that this reactor is designed as part of the combustion erlginQ syStcm. This decreases the cogt to a small poTton of the cost which would occur by means a centl7a1 prOduction. These reac.tors have been developed in Stich a manner that they maintain their consistent effect over 600,000 km of operation of the j_riternai combustion engines.
= =
The invention is called ICR to characterize the inventive contenC, the ignition core, thus the ianition core reactor.
The inventive method is described in more detail by means of Fi.gure 1. Between the fuel filter 1 and the injection pump 2, an IC R reactor 5 is interconnected via the lines 3 and 4. The fuel frOM the fuel filter 2. gets intO the ICR
reactor 5 via the line 3, is enriched there with metal organic compounds by means of the euxface reaction with the metal alloy, and gets into the injectiOn pump 2 via ths line 4.
Within the ICR reactor 5, the metal alloy is arranged in the foxm of a meshwork G. The meshwork has the same gap Cistance 7 between all fibers. The mahwork is constructed in a manner that. the structure, even after a material removal of 80 %, does not lose its structure or collapses.
The inventive deviCe is shown in Figure 2. The fuel filter dosigaNted as Mere between are the inlet line 13 of the inventive device, called ICR, the outlet line 14 to the engine of the Lousing of the 1CR 15, and the alloy atructure . Ae 17, the ditance CIT the elemgmts of the aliev structure to one another is deaignated.
The gtructure is dimensioned with respect to the magE in such a manner that at a flow temperature of 40 - 50 0C with a total flow Volume of 100,000. liter, the structure in still maintained. At a Concentration of 1 mg Sn, thua 1000 gg Sn/liter, ti4s correspenUs to a weight decrease or material con[5.umption, rest)ectively, of 100 g/reactor. The service life of tie re6,ctOr iE at 100,000 liter and a flow throuh the reactor of 1C, 1/100 kw. 10,000 hours, Ät an average apeed of 50 km, thia correaponde to 600,000 km.
The further inventive development relate to the achievement of such a concentration of tin organic compounds in the. fuel. Pure tin tella have a surface which _ ____---The goal of the development work, which led to suCcesn by a surprising findin or jalvebtion, jo the minimization Of the time to the fvli coverae of the entire combUstion mixture within the flame. This obje(zt results from the current combustion engine procesnes in which the flame starts at few or at one point and the spreading of the flame takeS a relatively long time.
8y means of this slow initiation Of the combustion in current engines 4nd the subsequent high acceleration of the combustion procet.is, the time for the combustion of the , whole mixture 12 extendd in such length that the flame only impinges oft the piston. a,z an angular positiori of the cranks:haft. This c:an ha heard in case of diesel engines by the pinging since the piston is puehed against the wall at when the flame impinges onto the. piston. This l6 not prevented by the speed-dependent pre-injection or pre-It would be much better for engines if the flame at the start would immediately ,2.over the whole combustion chamber an1. then combust simultaneoLsly. Thereby it could be avoided that the flame, during its spreading, builds up a flame front which the impinges on the piston, tnereby releasing a pressure impulse which can he heard in ca$e of a diesel engine and is referred to as knocking of the diesel engine.
8ince it is not possible in an internal combustion engine to mechanically install unliMited number. of ignition points, the deveJ.opment concns the installation of an unlimited number of igniticr. points in a chemieal Rol: this purpoSe, chemical additives of all conceivable ornic compcutdv lat test,z,d with respect to this chaxacteriotac.
is much to small and result in a *urface compaction so that the effect is much too small and gets progressively-smaller, Therefore, a solution had to be found which both prevents the compacttion of packed beds and increases the reactivity of the reaction partner tin.
The substances lead, cadmium, and mercury for increasing the reactivity, which are mentioned in the American patents, axe not parmitted. according to pollutant regulation. The reaction-enhancing properties hance had to be newly deve1oped. This was inventively achieved in that the reaction-enhancing properties of new alloy elements, which are not-. harmful fer the environment, were fOunta.
Thus it was found that the smallest amounts of solution aCtivatore, to Wh1Ch p1atinum, palladium and its equivalent lanthanum-cerium-cobaltite belong together with the substances copper and silver, and which bring the tin in the alloy within the meshwork up to the reaction speed, generate met,a1 organic cmpounds c;oncentrations of 1 mg/liter fuel.
This takes place without additional heating during the pure flow, 'or this, according to the invention, the composition ranges of the alloy are in the following ranges: tin 90 -97 copper 6 - 9 silver 0,2 - 1 %, platinum metals such. as platinum and palladiuM 0,001 - 0,.01k, and lanthanum-cex:ium-cobaltite 0.01 - 2 W.
Agcording to the invention, the meshwork structure is generated in that the alloy is integrated in the form of pad2, az they are uzed in coffse machines, on the outlet side o:t the gasoline or diesel filter. According to the invention, these pads are producd in a similar manner as the coffee machine pads, but with the difference that the cover meshes do not consist of ce11ulose-but of a tinned wire mesh or pieLseic mesh, and the intermediate layer does not consist of coffee but of alloy chips, a 'Ong thin wire wound to a formed body, or of porous carriers with metal or ceramic structures dipped into the alloy according to the invention.
The pads can be attached i the form of a sealing ring within the filter on the outlet side. Here, the possibility exists to determine the number of pads and their content in zilch a. manner that the amount of incorporated alloys for the consumption is adapted tO the filter chan9e time.
Thereby, the amount is reducedn..71 such a manner that during a. filter change period, the amount Of the incorporated alloy is used up to.a large xtent.
frigue 3 show, this embodiment as a method. Tha fuel filter is designated as 21 and the internal combustion engine as 2.Ine pad with its netting on both sides and the intermediate alloy structu.res is designated as 23. Vigure 4 shows the inventive device. The fuel Eiltar is designated az 31 and the internal combuatiOri eagine am 32. 13 designates the pad body which is arranged as a staling ring, internally and externalay, and as a netting with intermediate alloy elements Which are shaped in the fOrm of a long wire, open porous alloy foam, coated ,ructureS, or Structure elements such as pins or rings.
Hence, the basic principle is met tha-L tht TCR is adapted to the service interval of the engine and no special additional installations in the engine are required which are difficult duo to the space conditions of individual engines and are time consuming with respect to the installation.
8urprisingly, :Lt. was ri:,w found that the full effect of the reaction between this alloy content and the fuel flowing through is enabled by a special activation and filling process at.ha ICR eactor. This happens in the following steps during the fohxioation of the ICR reactot. The content of the pads or chips, which is produced from the alloy tin, copper. Si1ver, platinum metal or its subatitute lanthanum-cerium-cobaltite, is flushed in concentrated sodium hydroxide, reduced and pickled.
The active alloy then geta; into ar, alcohol bath with propanol or bunol and snImequently into a bath of gasoline or diesel_ After thio, the active alloy is inserted into the reactor met:al housng or processed ag a pad. The reactor mttal hosj_ng is welded by means of a Gpecial welding method with the ::4one of the meshwork being.
cooled a then filled with a mixture a gasoline or diesel, rrom th.e alcohol bath, the opacifiero are added which contain organically d'issolved. alcoholic tin_ After this, thP4 ICR is clo5eci in an air tight manner by means of a tight screw connection inc7.1udin5j a waser. In the case of the pads, the pasisivation tair_e.s place aikferently. The pads are passivated by means of a sz:.soline or diesel soluble wax layer so that the inactivation is prevented until the startup, Thereby, the problem of the combustion acceleration im solved for new engines, although, not for engines which arc currently in operN,tion, Within the engine, in particular OD the exhaust valve, the latter have contacAnants which burned of by catalytic substances However, at concentrations or::: 1 mg/liter, this takes a relativy iOfl timc, depending on the contamination of the engine.
Therefore it is an object of the inve.ntion to shorten thi, cleaning process and, in the cleaned condition, to enable the engine after the installation of the device to achieve, as fast as pous1.01e, the possible combugtion acceleration anti',i hence the combustion improvement, The ZCR reactors filled in this manner are stored at least 2 months before delivery, wherein an initiating liquid ie generated which, after insta11at4on of the ICR reactor, cleans the cylinder conteat intensively at the start of the engines. For this purnoe, an installation instruction is attached to the ICR reactors, which Specifies that first the outlet is to bt connected with the injection pump via a hose line, and, not until then, the inlet is connected with the filter.
The necEa3ity of the 173rta11ation of the ICR reactor downstµeam of tne tuel fia-tre. or at it- $ outlet, lias the reason to preVent the reaction cf the tin organic oompounds with the tin deposits of the filter an to become effect:less tin organic coTpounds_ According to the invention, this is enabled by means of a special construction of the ICIR reactcr.
Within the reaotor, downetream of the reaction nettina in flow direction, a filter beket ia located which, for the impacts within the vehicle, is dezigned with a spring. which is apecifically calculated for impact and whioh arranged in flow direction_ In the case of the design as a pad, the latter is designed in such a manner that the vehicle impacts are absorbed iaside the pad within its area and by the stability of the witnout a destrut-Cion taking place.
Strpri2ingly, it was now found that tht installation position of the ICE reactor tube changes the concentration of the ignition cores and hence the doping concentration of the fuel. The teeper the installation position is, the higher. ie the concentration and hence the effectiveness.
Thus, the same ICK reactor can be used for different engine sizers.
The higher the engine powfgr, the higher is the chosen inClination of the installation poitiorA, in doing so, the service life of the contaiaed metai netting decreases accordingly, i.e., the ICR reactor has then to be replaced earlier, A strict perpendicular installation position has to Avoid he so that the impacts do not act too heavy on the metal netting, The invention is explained in more detail by means' of a sz.ecific exemplary embodiment_ A rOund metal block; conisting of 55 W tin, 4.5 t copper, 0.49 t' silver and 0.01 t laathanum-cerium-cobaltite, i8 forme6, in a special turning -.1_,.3the into pyramid-shaped chipo, For 'chis, 10 pyramids with a diameter of 58 mM and 4 chip tnickz.ess of 10 mm, one pyramid with 39 mm and one with 18 mm inside, and rings with Sa mm and different ianer diameters for the outer side were made.
The turning chip pyramidg ave placed for 10 minuts into a =
barrel with 5 t sodium hr.iro:cide, wherein the lye is kept in moti.on by means of a stirrilAg device. S-iibsequent%y, the chip pyramids are placed for an hcur into a barrel with piopanol. FroM tivLS bar-rel, the x:pective fcnrmed parts in the form of the pyramids and ringr.; are inserted into a tube with a 60 mm diameter.
The one end of the tube is weldei and. hat a screen basket holder with a diameter of 59 mm and wiUl an iftspected metal ,,Ipring with a diameter of mm.
After insPrtin. of the loa.raeci. parts, t2-.e tube i welded while being cooled. The tbe 4gnd with the spring the Outlet, the other emd is the inlet. Both ends are provided with fuel screw connections. Ater completion of these process steps, the tube is closed on the inlet side wl,th a tightly locking screw with washer) filled with a mixture of =
fuel and processed. tin-containing butauol to 95 1r of the content, and. closed with. a tightly locking screw with washer, The product prepared ti.. this manner is provided with adhesive laliels which characteTiZe the product, the installation, and the runction, an is packed in a package including instrucztions, hpueo, screw connections and holder.
A further extmplary embo6iment describes the construction aud the us s of the ICR system ia the form of pad., A fuel filte"r wath the supply of th fuel through the cover in a tube to the .1:ttoin of the fi.D;,or h ,fls a filter layer thereabove.
At the uppex end of the fuel fiitex, the TO_ insert in the form of a pad iu clamped 'e.tweeri the filter he with external thread and the filter body with internal thread, liere, the pad he E.,n inner 'L.cre holG for the supply tube of tha futl filter.
= IL tIi Manilat, a plurality o pAlio can. he clampecl. in the nater, writrein the fiaing here oncle projects upwazds and once projects downwrdu, and the thioXer layer of the pad beaanced out in the mid.(Ale on the cutside with respect to the filter ring. The size of the flow area of the pad provide th;it the pressu:e loss of .the pad does not signlicantly ciosizroc.t the fuel flow. with the vse of more than 2 pads, the sealing in must be provlded with the thioknes of the pad, which requires an elongated thread of the fili=er head of th9 tuel filter.
in a upecific exemplary embodimant, the constructior. as a pad is clscribed. In a Golt Diegel with a dieael filter according to Figure 3, 2 pads with a plastic ntting are inserted. The pad har c.jaiter of 100 mm and an iriner diameter (JJ: 14 arti .waich is &lipped over the supply tube with a diametex' of 14 mm. The cut ex face is welded to a.
seal with a thickness of 5, mm azd is covered with. sealing cbmpound. Th alloy inert between the plaotic nettingo Conits Of a wire wj-th E. thinfzso (7,f. 0,1 mm and a. 1en5t1 which reulta in a total mass of 10 g. This cOrreoponds to appLoximately 20 m.
De8criptions to Figure 1 1. 'Fuel filter 2. Injection pump 3. Line to the Ten from the fuel filter 4. Line from the TCR to the injection pump 5. ICR rearõ:toY.
6. Meshwork macle of metal alloy Gap distance between. the structure of tht metal alloy Description9 to Pigure 2 11, Fuel filter body 22. Injection pump of the internal combuetion engine or burner 13. Line from the filter to the ICR leaotor bOdy 14. Line fiom the ICR reactor body to the injection pump of the engine: or burner 15, Rtactor body with internal metal alloy Tietting 16. Metal alloy netting Gap distance between the metal alloy netti.
Descriptions to Viqure 21. Filter for :.leceiving the pad 22. }Engine or burner . 22. Pad on top of the filter body or a different housing, single-layered or multi-layewed, for replacing at service (30,000 to 50,000 km) Otscriptiong to Figure 4 31. Filter body with screw tnread for receiving the pad between te filter hody and the head an a seal 32. Engine or 33. Pad body with intermediate ICR substance made of the inventive alloy
Descriptions to Viqure 21. Filter for :.leceiving the pad 22. }Engine or burner . 22. Pad on top of the filter body or a different housing, single-layered or multi-layewed, for replacing at service (30,000 to 50,000 km) Otscriptiong to Figure 4 31. Filter body with screw tnread for receiving the pad between te filter hody and the head an a seal 32. Engine or 33. Pad body with intermediate ICR substance made of the inventive alloy
Claims (4)
1. A method for combustion acceleration in internal combustion engines, turbines, and burners by means of a chemical reaction with a fuel or combustible in a structure comprising a tin-containing alloy, the method comprising:
transforming the tin-containing alloy into dimensionally stable structures;
activating the tin-containing alloy in the dimensionally stable structures in one or more reduced solutions; and filling a flow vessel containing the dimensionally stable structures with the fuel or fuel oil.
transforming the tin-containing alloy into dimensionally stable structures;
activating the tin-containing alloy in the dimensionally stable structures in one or more reduced solutions; and filling a flow vessel containing the dimensionally stable structures with the fuel or fuel oil.
2. The method according to claim 1, wherein the tin-containing alloy contains the metals
3. The method according to claim 1, further comprising:
tin, copper, silver, and the activators platinum metals or lanthanum-cerium-cobaltite.
forming one or more of the dimensionally stable structures into one or more of a pad and a sealing ring;
inserting one or more of the pad and the sealing ring in one or more layers of the flow vessel, the flow vessel comprising a fuel filter head; and periodically replacing one or more of the pad and the sealing ring.
tin, copper, silver, and the activators platinum metals or lanthanum-cerium-cobaltite.
forming one or more of the dimensionally stable structures into one or more of a pad and a sealing ring;
inserting one or more of the pad and the sealing ring in one or more layers of the flow vessel, the flow vessel comprising a fuel filter head; and periodically replacing one or more of the pad and the sealing ring.
4. A device for carrying out the method of any of claims 1 to 3, wherein a receiving container for the dimensionally stable structure comprises a filter basket with a shock absorber spring arranged behind it.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102008004499.7 | 2008-01-16 | ||
| DE102008004499A DE102008004499A1 (en) | 2008-01-16 | 2008-01-16 | Combustion accelerator for engines and burners |
| PCT/DE2009/000040 WO2009106025A2 (en) | 2008-01-16 | 2009-01-14 | Combustion accelerator for engines and burner |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2725397A1 CA2725397A1 (en) | 2009-09-03 |
| CA2725397C true CA2725397C (en) | 2013-05-28 |
Family
ID=40566389
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA2725397A Expired - Fee Related CA2725397C (en) | 2008-01-16 | 2009-01-14 | Combustion accelerator for engines and burners |
Country Status (10)
| Country | Link |
|---|---|
| US (1) | US20110027730A1 (en) |
| EP (1) | EP2080891A3 (en) |
| JP (1) | JP2011514463A (en) |
| KR (1) | KR20100113077A (en) |
| CN (1) | CN101918697A (en) |
| CA (1) | CA2725397C (en) |
| DE (1) | DE102008004499A1 (en) |
| MX (1) | MX2010007862A (en) |
| RU (1) | RU2010132083A (en) |
| WO (1) | WO2009106025A2 (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102008004499A1 (en) * | 2008-01-16 | 2009-07-30 | Koch, Christian, Dr. | Combustion accelerator for engines and burners |
| US8613273B2 (en) * | 2011-06-08 | 2013-12-24 | Royce Walker & Co., Ltd | Fuel conditioning modules and methods |
| WO2018224064A1 (en) * | 2017-06-06 | 2018-12-13 | Christian Koch | Three-way catalytic converter |
| CN114718736B (en) * | 2022-05-13 | 2024-05-17 | 哈尔滨工程大学 | Optimal ignition position regulating and controlling method of gas turbine suitable for different environments |
Family Cites Families (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6000381A (en) * | 1989-05-26 | 1999-12-14 | Advanced Power Systems International, Inc. | Method and apparatus for treating fuel |
| GB9020205D0 (en) * | 1990-09-15 | 1990-10-24 | Fuel Dynamics Ltd | Fuel conditioning unit |
| DE4213808A1 (en) * | 1992-04-27 | 1993-10-28 | Christian Koch | Fuel catalyst doping device - comprises tin@- coated ceramic honeycomb in engine fuel line |
| US5307779A (en) * | 1993-01-14 | 1994-05-03 | Wood Don W | Apparatus for treating and conditioning fuel for use in an internal combustion engine |
| IL119893A (en) * | 1996-05-14 | 1999-09-22 | Iat Technologies Ltd | Device for the treatment of engine and heating fuels obtained from mineral oil or from plants |
| US7156081B2 (en) * | 1997-01-13 | 2007-01-02 | Royce Walker & Co., Ltd. | Fuel conditioning assembly |
| EP0911381A3 (en) * | 1997-09-26 | 1999-11-03 | IRT-Innovative Recycling Technologie GmbH | Device for generating ignition germs in propellants and fuels |
| EP0905218A3 (en) * | 1997-09-26 | 1999-11-03 | IRT-Innovative Recycling Technologie GmbH | Process for making a granulate for generate ignition germs in fuel and propellants |
| DE19829175A1 (en) | 1997-09-26 | 1999-04-01 | Irt Innovative Recycling Techn | Process for the production of granules for the generation of ignition nuclei in fuels and fuels |
| DE19941497B4 (en) * | 1999-09-01 | 2009-01-29 | Alphakat Gmbh | Process and apparatus for the production of liquid fuels from re-chargeable substances |
| DE19944227A1 (en) | 1999-09-15 | 2001-03-22 | Irt Innovative Recycling Techn | Production of active bodies used e.g. in the production of components of an injection pump comprises melting catalytically active materials and pouring into a casting mold with subsequent activation of the cast body obtained |
| DE10216462A1 (en) * | 2002-04-12 | 2003-10-23 | Wolfgang Hornig | Surface reactor is made from alloy of tin, copper, silver and gold |
| DE102008004499A1 (en) * | 2008-01-16 | 2009-07-30 | Koch, Christian, Dr. | Combustion accelerator for engines and burners |
-
2008
- 2008-01-16 DE DE102008004499A patent/DE102008004499A1/en not_active Ceased
- 2008-06-12 EP EP08010658A patent/EP2080891A3/en not_active Withdrawn
-
2009
- 2009-01-14 CN CN200980102138XA patent/CN101918697A/en active Pending
- 2009-01-14 WO PCT/DE2009/000040 patent/WO2009106025A2/en active Application Filing
- 2009-01-14 RU RU2010132083/06A patent/RU2010132083A/en not_active Application Discontinuation
- 2009-01-14 US US12/812,975 patent/US20110027730A1/en not_active Abandoned
- 2009-01-14 CA CA2725397A patent/CA2725397C/en not_active Expired - Fee Related
- 2009-01-14 JP JP2010542511A patent/JP2011514463A/en active Pending
- 2009-01-14 MX MX2010007862A patent/MX2010007862A/en not_active Application Discontinuation
- 2009-01-14 KR KR1020107015045A patent/KR20100113077A/en not_active Application Discontinuation
Also Published As
| Publication number | Publication date |
|---|---|
| EP2080891A2 (en) | 2009-07-22 |
| JP2011514463A (en) | 2011-05-06 |
| CN101918697A (en) | 2010-12-15 |
| DE102008004499A1 (en) | 2009-07-30 |
| CA2725397A1 (en) | 2009-09-03 |
| WO2009106025A3 (en) | 2009-11-05 |
| EP2080891A3 (en) | 2009-09-16 |
| MX2010007862A (en) | 2011-03-15 |
| WO2009106025A2 (en) | 2009-09-03 |
| US20110027730A1 (en) | 2011-02-03 |
| KR20100113077A (en) | 2010-10-20 |
| RU2010132083A (en) | 2012-02-27 |
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