EP0790395A2 - Verfahren und Vorrichtung zur Brennstoffversorgung einer Brennkraftmaschine - Google Patents

Verfahren und Vorrichtung zur Brennstoffversorgung einer Brennkraftmaschine Download PDF

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Publication number
EP0790395A2
EP0790395A2 EP97102329A EP97102329A EP0790395A2 EP 0790395 A2 EP0790395 A2 EP 0790395A2 EP 97102329 A EP97102329 A EP 97102329A EP 97102329 A EP97102329 A EP 97102329A EP 0790395 A2 EP0790395 A2 EP 0790395A2
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EP
European Patent Office
Prior art keywords
fuel
diesel
pressure
temperature
reformed
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Granted
Application number
EP97102329A
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English (en)
French (fr)
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EP0790395A3 (de
EP0790395B1 (de
Inventor
Mamoru Ishikiriyama
Sumio Kamiya
Makoto Hiei
Nobuaki Takazawa
Yasushi Takahashi
Syozi Miyazaki
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Toyota Motor Corp
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Toyota Motor Corp
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Publication of EP0790395A3 publication Critical patent/EP0790395A3/de
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Publication of EP0790395B1 publication Critical patent/EP0790395B1/de
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B51/00—Other methods of operating engines involving pretreating of, or adding substances to, combustion air, fuel, or fuel-air mixture of the engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

Definitions

  • the present invention relates to a method and a device for supplying fuel to an internal combustion engine. More specifically, the invention relates to a method and a device in which a liquid fuel supplied to the engine is in a supercritical state.
  • a fuel supply system for an internal combustion engine is required to supply liquid fuel to combustion chambers of the engine in the form of a very fine mist.
  • a direct cylinder injection system for injecting fuel into the combustion chamber directly such as the injection system of a diesel engine
  • the size of particles of the injected fuel largely affects the performance of the engine.
  • the combustion of the fuel in the combustion chamber, and thus the performance of the engine can be largely improved by reducing the size of the particles of the injected fuel.
  • a high pressure fuel injection in which fuel is injected from the fuel injection valve at a very high pressure, is effective in order to reduce the size of the particles of the injected fuel. Therefore, in recent fuel injection systems, the fuel injection pressure is set at a very high value in order to satisfy the requirement for low exhaust gas emission and low fuel consumption. For example, some of the fuel injection systems for diesel engines use a fuel injection pressure as high as more than 50 MPa (500 atm) to generate very fine particles of injected fuel in the combustion chamber.
  • the object of the present invention is to provide a method and a device for supplying fuel to internal combustion engine which is capable of improving combustion of an internal combustion engine without using a very high fuel injection pressure.
  • This object is achieved by a method for supplying fuel to an internal combustion engine, comprising a step for adjusting temperature and pressure of liquid fuel so that at least some of the components of the fuel are in a supercritical state, and a step for supplying the fuel in the supercritical state to a combustion chamber of an internal combustion engine.
  • the liquid fuel is in a supercritical state, and this supercritical state fuel is supplied to the combustion chamber.
  • the supercritical state both the temperature and the pressure of the liquid fuel is higher than the critical values.
  • the liquid fuel becomes a gaseous fluid which has a very high density and has physical properties very near to those of a liquid.
  • the supercritical fluid maintains its gaseous characteristics at the same time, when the liquid fuel in the supercritical state is injected from the fuel injection valve into the combustion chamber, it diffuses throughout the entire combustion chamber and forms an extremely fine mist of fuel.
  • the critical pressure of liquid fuel is relatively low (for example, in case of diesel fuel, the critical pressure is generally much lower than 10 MPa). Therefore, by injecting fuel in the supercritical state, it is possible to improve the combustion of engine by forming a very fine mist of fuel in the combustion chamber without raising the fuel injection pressure to a very high level.
  • a method for supplying fuel to an internal combustion engine for a vehicle comprising a step for reforming liquid fuel by adjusting the temperature and pressure of the fuel on the vehicle in such a manner that at least some of the components of the fuel are in a supercritical state and a step for supplying the fuel, after it is reformed, to a combustion chamber of an internal combustion engine.
  • liquid fuel is reformed on the vehicle by bringing the fuel into the supercritical state.
  • Liquid fuel such as diesel fuel
  • contains a relatively large amount of heavy components such as normal paraffin components and aromatic hydrocarbons having large molecular weights. These components, when burned in the combustion chamber, form particulate matter (carbon particles) in the exhaust gas. It is found that these heavy normal paraffin components are cracked at a relatively low temperature and produce light components such as normal paraffin having low molecular weight when the fuel is kept in the supercritical state. Therefore, in this aspect of the invention, liquid fuel containing a large amount of heavy components is reformed on the vehicle, and the reformed fuel which contains a large amount of light components is supplied to the combustion chamber of the engine. Therefore, the combustion of the engine is improved.
  • the reformed fuel may be supplied to the engine in the supercritical state.
  • the combustion of the engine is further improved due to the improvement in the atomization of the fuel and the increase in the amount of the light components in the supplied fuel.
  • an oxygen-containing substance when diesel fuel is used, an oxygen-containing substance may be added to the fuel before it reaches the supercritical state.
  • oxygen-containing substance means a substance such as water or methanol which contains oxygen or a hydroxyl group.
  • a device for supplying fuel to an internal combustion engine comprising a fuel tank for storing liquid fuel, a fuel injection valve for injecting the fuel supplied from the fuel tank into a combustion chamber of an internal combustion engine, supercritical state generating means disposed on a fuel supply path from the fuel tank to the fuel injection valve for adjusting the temperature and pressure of the fuel so that at least some of the components of the fuel reaches a supercritical state.
  • liquid fuel reaches a supercritical state due to the supercritical state generating means before it is injected into the combustion chamber. Therefore, the fuel in the supercritical state, or the fuel reformed by keeping it in a supercritical state is supplied to the combustion chamber of the engine.
  • the supercritical state generating means may include a pressurizing means such as a pump for raising the pressure of the fuel to higher than the critical pressure and heating means such as a heater for raising the temperature of fuel to above the critical temperature.
  • a method for supplying diesel fuel to an internal combustion engine comprising a step for reforming diesel fuel by keeping the fuel in the conditions where the temperature is higher than 400°C and the pressure is higher than 1.5 MPa and a step for supplying the fuel, after it is reformed, to the engine.
  • diesel fuel gas oil
  • the pressure is higher than 1.5 MPa. It is found that in these conditions, the heavy normal paraffin components in diesel fuel are cracked and produce lighter normal paraffin components. Further, the specific gravity and kinematic viscosity of the diesel fuel are largely lowered without changing the cetane number of the fuel by reforming the diesel fuel in these conditions. Therefore, by adding more than 1 percent weight of the reformed fuel to normal diesel fuel, the atomization of the fuel when injected into the combustion chamber is improved.
  • a method for supplying diesel fuel to an internal combustion engine comprising a step for reforming diesel fuel by keeping the fuel in the conditions where the temperature is between 400°C and 550°C and the pressure is higher than 1.5 MPa and a step for supplying the fuel, after it is reformed, to the engine.
  • diesel fuel gas oil
  • the pressure is higher than 1.5 MPa. It was found that in these conditions, heavy normal paraffin components in the diesel fuel are cracked and produce lighter normal paraffin components without producing heavy alkylbenzene components. Also in this case, more than 1 percent by weight of the reformed fuel may be added to a normal diesel fuel.
  • the supercritical state is a state achieved by heating a substance above the critical temperature under a pressure higher than the critical pressure.
  • a liquid substance is pressurized and heated to the supercritical state, the phase of the substance changes from liquid to gas.
  • gas in the supercritical state has a very high density and, therefore, it shows physical characteristics very similar to liquid. Namely, when liquid is in the supercritical state, it becomes a supercritical fluid having physical characteristics between those of liquid and gas. Since the supercritical fluid has a very high density, it has a large energy and shows a unique behavior.
  • the supercritical fuel fluid when the supercritical fuel fluid is injected from the fuel injection valve into the combustion chamber which has a pressure and temperature lower than that of the supercritical state, a mist of fuel having particle sizes much smaller than those formed by the high pressure fuel injection is uniformly formed in the combustion chamber.
  • the temperature and/or pressure of the fluid becomes lower than the critical values. This causes the state of the fuel fluid to change from a supercritical to a subcritical in which the temperature or the pressure of the fuel fluid is lower than the critical value. Therefore, a part of the fuel fluid injected from the fuel injection valve changes to a normal gas state and diffuses throughout the entire combustion chamber.
  • the remaining part of the fuel fluid returns to a liquid state and forms a mist of fuel having very small particle size in the combustion chamber. Since the particles of fuel in the mist are formed by a change of phase (i.e., condensing), the size of the particles are very small compared to the size of the particles mechanically formed by high pressure fuel injection. In addition to that, since the injected supercritical fuel fluid, which has the characteristics of a gas, diffuses throughout the entire combustion chamber instantaneously, the formation of fine fuel particles by the above phase change (condensing) occurs simultaneously in the entire combustion chamber. Therefore, a very fine mist of fuel is uniformly formed in the entire combustion chamber.
  • the critical pressure of diesel fuel is relatively low (for example, generally lower than 10 MPa). This means that, by injecting fuel in the supercritical state, a uniform fine mist of fuel having a much smaller particle size compared to those in the high pressure fuel injection is obtained with much lower fuel pressure.
  • each of the fuel particles formed by the injection of supercritical fuel fluid have a high energy level due to latent heat released by the condensation and, therefore, readily react with oxygen.
  • the fine mist of fuel is uniformly formed in the entire combustion chamber by the injection of supercritical fuel fluid, sufficient oxygen is supplied to each fuel particle which is, as explained above, highly reactive. Therefore, the fuel in the combustion chamber is readily ignited and is burned completely, i.e., the combustion of the engine is largely improved and, thereby, both the exhaust gas emission and fuel consumption of the engine are reduced by the improvement of the combustion.
  • Fig. 4 is a graph illustrating the pressure and temperature conditions required to make diesel fuel reach the supercritical state.
  • diesel fuel is a mixture of normal paraffin (n-paraffin) having 11 to 20 carbon atoms and aromatic hydrocarbons (alkylbenzene) having 10 to 22 carbon atoms. Since the critical pressure and the critical temperature depend on the substance, each component of diesel fuel has different critical pressure and temperature.
  • Fig. 4 illustrates the change in the critical pressure and temperature of n-paraffin and alkylbenzene in accordance with the difference in the number of carbon atoms.
  • the vertical axis and the horizontal axis in Fig. 4 represent the critical pressure and the critical temperature of the respective components.
  • the critical pressure becomes lower as the number of carbon atoms is larger, and the critical temperature becomes higher as the number of carbon atoms is larger.
  • both the critical pressure and the critical temperature of the n-paraffin are generally lower than the same of the alkylbenzene.
  • the hatched portions A and B in Fig. 4 indicate the range of the numbers of carbon atoms of the n-paraffin components and the alkylbenzene components usually composing diesel fuel.
  • the region SC1 represents a pressure more than 3 to 6 MPa and a temperature more than 400 to 500°C.
  • the improvement of the combustion of the engine can be achieved even when only some of the components in diesel fuel reach a supercritical state.
  • the critical pressure becomes lower as the number of carbon atoms in the components increase while the critical temperature becomes higher as the number of carbon atoms in the components increase.
  • the pressure can be lowered when the temperature is maintained at high level.
  • combustion of the engine is improved, with a much lower fuel injection pressure compared to that of the high pressure fuel injection system, by injecting diesel fuel into combustion chambers in the supercritical state. Therefore, by injecting diesel fuel in the supercritical state, the pressure rating of the fuel injection pump can be largely lowered and, thereby, the cost of fuel injection pump can be lowered and the reliability thereof improved.
  • Fig. 5 shows the result of reforming of diesel fuel by the supercritical treatment.
  • the vertical axis represents the change in the concentrations of the n-paraffin components in diesel fuel caused by the supercritical treatment
  • the horizontal axis represents the number of carbon atoms in the respective n-paraffin components.
  • Fig. 5 shows the case where diesel fuel is held at the temperature between 400 and 500°C and the pressure between 4 and 5 MPa for about 20 minutes.
  • the concentrations of heavy n-paraffin components number of carbon atoms is 13 or more
  • the concentrations of light n-paraffin components number of carbon atoms is 12 or less
  • Fig. 7 shows the results of experiments in which diesel fuel is treated at various temperature and time under the pressure 1.5 MPa.
  • the letter C represents the case where no change of the concentrations of the components of the diesel fuel occurred by the treatment
  • the letter B represents the case where the amount of heavy n-paraffin components is slightly decreased by the treatment
  • the letter A represents the case where the amount of heavy n-paraffin components is decreased by the treatment.
  • diesel fuel is reformed (i.e., the heavy components in the diesel fuel decreases) when the temperature is more than 400°C.
  • Fig. 6 shows the change in the concentrations of alkylbenzene components in the same diesel fuel as Fig. 5 due to the supercritical treatment where the diesel fuel is kept at 600°C and 5 MPa for about 20 minutes.
  • the temperature in the supercritical treatment is high, light alkylbenzene components (the number of carbon atoms is 12 or less) increase due to the conversion of heavy n-paraffin components to light alkylbenzene components.
  • particulate matter in the exhaust gas of the engine increases as the alkylbenzene components or heavy n-paraffin components in diesel fuel increase.
  • the alkylbenzene components having the number of carbon atoms more than 12 increases the particulate matter in the exhaust gas. Therefore, it is not preferable that the heavy alkylbenzene components in diesel fuel increase by the supercritical reforming treatment.
  • Fig. 8 shows the results of experiments in which diesel fuel is treated at various temperature and time under a pressure of 5 MPa.
  • the letter C represents the case where the concentrations of the heavy alkylbenzene components of the diesel fuel are increased by the treatment
  • the letter B represents the case where the heavy alkylbenzene components are slightly increased by the treatment
  • the letter A represents the case where the heavy alkylbenzene components are not increased by the treatment.
  • the heavy alkylbenzene components increases when the temperature is higher than 550°C even the treatment time is 1 minute.
  • the treatment time which does not increase the heavy alkylbenzene components becomes longer.
  • an oxygen-containing substance such as water and methanol
  • the supercritical reforming treatment By applying the supercritical reforming treatment to diesel fuel after adding water or methanol by several percent to about twenty percent by weight, the conversion of decomposed heavy n-paraffin components to alkylbenzene components is suppressed. Further, it is known that small amounts of alkylbenzene components are produced by the combustion of n-paraffin components in diesel fuel.
  • the oxygen-containing substance to diesel fuel, the production of alkylbenzene components during the combustion of diesel fuel can be suppressed and, thus, the amount of the particulate matter in the exhaust gas can be reduced.
  • Fig. 9 shows changes in the physical properties of diesel fuel caused by the supercritical treatment.
  • Fig. 9 shows the physical properties of a normal diesel fuel (a gas oil which complies with JIS JTD-5) and the properties of the fuel obtained by reforming the same diesel fuel in the condition where the pressure is 5 MPa and the temperature is between 400 and 550°C.
  • the kinematic viscosity and flash point are lowered by the supercritical treatment while maintaining the same cetane number. This means that, when the reformed fuel is injected into the combustion chamber, it forms a fine mist (due to the lower kinematic viscosity) which readily ignites (due to the lower flash point) in the combustion chamber.
  • the reformed fuel can be used as an additive for the normal diesel fuel to promote initial combustion in the combustion chamber.
  • the concentration of the reformed fuel in the mixture should be more than 1 percent by weight, preferably more than 5 percent by weight.
  • FIG. 1 schematically illustrates the general configuration of a fuel injection device according to the present invention.
  • reference numeral 1 designates a diesel engine
  • 2 designates a fuel injection valve which injects diesel fuel in the supercritical state into the respective combustion chambers of the engine 1.
  • 11 in Fig. 1 is a fuel storage tank for storing diesel fuel of the engine and, 13 is a feed pump for supplying diesel fuel in the storage tank 11 to a injection fuel tank 15.
  • Numeral 17 in Fig. 1 is a critical pressure pump which feeds the diesel fuel from the tank 15 to supercritical fuel injection pump 19 at a pressure higher than the critical pressure.
  • Numeral 18 is a supercritical state generating device which includes a heating device such as an electric heater 18b for heating the diesel fuel supplied from supercritical fuel injection pump 19 to the fuel injection valve 2 so that the temperature of the diesel fuel becomes higher than the critical temperature.
  • the diesel fuel in the injection fuel tank is pressurized by the critical pressure pump to, for example, 3 to 6 MPa and flows into a heating chamber 18a in the supercritical state generating device 18 through a fuel passage 19h disposed in the body 19a of the supercritical fuel injection pump 19, as explained later. Then, the fuel in the heating chamber 18a is heated by the heater 18b to a temperature higher than the critical temperature (for example, 400 to 500°C) and reaches the supercritical state. When a fuel injection timing occurs, the diesel fuel in the heating chamber 18a is further pressurized by a plunger 19b of the supercritical fuel injection pump 19. When the pressure in the heating chamber 18a becomes higher than an opening pressure of the fuel injection valve 2, fuel in the supercritical state is injected from the fuel injection valve 2 and forms an extremely fine uniform fuel mist in the combustion chamber of the engine 1.
  • Fig. 2 shows a general construction of the supercritical fuel injection pump 19 in Fig. 1.
  • 19d is a cylinder of the supercritical fuel injection pump
  • 19c is a solenoid actuator which is mounted on the cylinder 19d.
  • 19a is a spool disposed in the cylinder 19d. Driven by the solenoid actuator 19c, the spool 19a slides within the cylinder 19d.
  • 19b is a plunger which is driven by a camshaft (not shown) of the engine 1 and reciprocates within the cylinder.
  • 19e in Fig. 1 is a pressure chamber defined in the cylinder 19d by the spool 19a and the plunger 19b. The stroke of the plunger is adjusted by a governor (not shown) in accordance with the load of the engine 1.
  • the spool 19a is held at a downward position as shown in Fig. 2 by the solenoid 19c. This causes the fuel from the critical pressure pump 17 to flow directly into the heating chamber 18a of the supercritical state generating device 18 through the pipe 21, the port 21a of the cylinder 19d, the fuel passage 19h of the spool 19a, the port 24a and the pipe 24. Fuel is also fed from the critical pressure pump 17 to the pressure chamber 19e through the pipes 22 and 22a. After the plunger 19b reaches a position of the port 23a during its downward stroke, excess fuel is returned to the storage tank 11 through the port 23a and the return pipe 23.
  • the return pipe 23 is provided with a cooling water jacket 23b for cooling the fuel flowing through the pipe 23.
  • the ports 23a and 22a are closed by the plunger 19b and the pressure of the fuel in the pressure chamber 19e increases.
  • the spool 19a is moved to an upward position by the solenoid 19c.
  • the fuel passage 19h is closed, and another fuel passage 19j is connected to the port 24a. Therefore, the fuel in the pressure chamber 19e which is pressurized by the upward motion of the plunger 19b flows into the heating chamber 18a of the supercritical state generating device 18. This causes the pressure in the heating chamber 18a to increase further.
  • the passage 19j is provided with check valve 19k for preventing the backflow of the pressurized fuel from the heating chamber 18a to the pressure chamber 19e.
  • the time the fuel resides in the heating chamber 18a can be arbitrary set by selecting the volume of the heating chamber 18a. Therefore, the residence time can be set long enough to assure that the fuel is heated to the temperature higher than the critical temperature by the heater 18b.
  • a liquid fuel in the supercritical state can be injected into the combustion chamber of the engine by the fuel injection system in Figs. 1 and 2.
  • the opening pressure of the fuel injection valve 2 and the temperature in the heating chamber 18a higher than the pressure and the temperature which can make all the components in the fuel reach the supercritical state (for example, a temperature higher than 500°C and a pressure higher than 6 MPa.
  • the oxygen-containing substance such as water or methanol may be added to the fuel in the tank 11 in order to suppress the formation of alkylbenzene components by the combustion of the fuel.
  • Fig. 3 shows a general configuration of the device which reforms the fuel in the storage tank 11 by the supercritical treatment.
  • reference numerals the same as those in Figs. 1 and 2 designate the same elements.
  • a supercritical reformer 31 and a second critical pressure pump 33 which feeds the fuel in the tank 11 to the supercritical reformer 31 are provided. Further, a reformed fuel tank 35 which stores the reformed fuel instead of the fuel injection tank 15 in Fig. 1 is provided.
  • the second critical pressure pump 33 feeds the diesel fuel to the supercritical reformer 31 at a pressure higher than 1.5 MPa.
  • the supercritical reformer 31 is provided with a heater 31a and a heating passage heating passage 31b.
  • the fuel is heated by the heater 31a to a temperature higher than the critical temperature when it flows through the heating passage 31b, and reaches the supercritical state.
  • the flow velocity of the fuel in the heating passage 31b i.e., the time the fuel resides in the passage 31b is controlled by a flow control valve 37.
  • the capacity of the heater 31a and the flow of the fuel in the supercritical reformer 31 is selected so that the fuel is held within the heating passage 31b for about 1 to 20 minutes at a temperature between 400°C and 550°C.
  • the reformed fuel in the reformed fuel tank 35 is made the supercritical state again by the critical pressure pump 17, supercritical fuel injection pump 19 and supercritical state generating device 18 before it is injected from fuel injection valve 2 into the combustion chamber of the engine.
  • the constructions and the functions of these devices are the same as those explained in the embodiment in Fig. 1, and detailed explanation is not given here.
  • all the devices required for reforming the fuel are disposed on the fuel path between the fuel storage tank 11 and the fuel injection valve 2. Therefore, when the system in Fig. 2 is applied to an engine for a vehicle, normal liquid fuel supplied to the vehicle can be reformed on the vehicle. This feature is especially advantageous because a normal fuel can be supplied to the vehicle and a facility for supplying the special (reformed) fuel to the vehicle is not required.
  • the reformed fuel is injected from the fuel injection valve in the supercritical state in this embodiment.
  • the combustion of the engine is largely improved even if the reformed fuel is injected in a normal state (i.e., at a lower fuel injection pressure).
  • a certain amount of the fuel may be reformed at a time.
  • a shutoff valve which may be opened and closed by a timer is provided instead of flow control valve 37 to hold a certain amount of the fuel within the supercritical reformer 31 for a predetermined time.
  • the shutoff valve is opened to drain the reformed fuel in the reformer 31 to the reformed fuel tank 35.
  • the oxygen-containing substance such as water or ethanol may be added to the fuel in the storage tank 11 also in this embodiment in order to suppress the production of alkylbenzene components during the reforming and combustion of the reformed fuel.
  • the combustion in the combustion chamber of the engine is improved and, thereby, the exhaust gas emission and the fuel consumption of the engine are reduced at the same time by injecting and/or reforming liquid fuel in the supercritical state without using a very high fuel injection pressure.
  • the state of a liquid fuel such as diesel fuel is made a supercritical state by raising the pressure and the temperature of the fuel above the critical pressure and temperature. Then, the fuel is injected from the fuel injection valve into the combustion chamber of the engine in the supercritical state.
  • the fuel in the supercritical state is injected into the combustion chamber of the engine, it forms an extremely fine uniform mist in the entire combustion chamber. Therefore, the combustion of the engine is largely improved.
EP97102329A 1996-02-14 1997-02-13 Verfahren und Vorrichtung zur Brennstoffversorgung einer Brennkraftmaschine Expired - Lifetime EP0790395B1 (de)

Applications Claiming Priority (3)

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JP26903/96 1996-02-14
JP2690396 1996-02-14
JP2690396 1996-02-14

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EP0790395A2 true EP0790395A2 (de) 1997-08-20
EP0790395A3 EP0790395A3 (de) 1997-11-19
EP0790395B1 EP0790395B1 (de) 2002-01-09

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US20190323459A1 (en) * 2018-04-24 2019-10-24 Wisconsin Alumni Research Foundation Engines using supercritical syngas
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US6276347B1 (en) 1998-09-25 2001-08-21 Micro Coating Technologies, Inc. Systems and methods for delivering atomized fluids
NL1012936C2 (nl) * 1999-02-24 2000-08-25 Kema Nv Verbrandingseenheid voor het verbranden van een vloeibare brandstof en een energie-opwekkingssysteem dat een dergelijke verbrandingseenheid omvat.
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US6688108B1 (en) 1999-02-24 2004-02-10 N. V. Kema Power generating system comprising a combustion unit that includes an explosion atomizing unit for combusting a liquid fuel
CN103301591B (zh) * 2005-09-26 2016-08-03 利兹大学 燃料喷射器
US20190323459A1 (en) * 2018-04-24 2019-10-24 Wisconsin Alumni Research Foundation Engines using supercritical syngas
US10794340B2 (en) * 2018-04-24 2020-10-06 Wisconsin Alumni Research Foundation Engines using supercritical syngas
US11608799B2 (en) 2021-01-07 2023-03-21 Wisconsin Alumni Research Foundation Wet biofuel compression ignition

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EP0790395A3 (de) 1997-11-19
DE69709465D1 (de) 2002-02-14
EP0790395B1 (de) 2002-01-09
DE69709465T2 (de) 2002-07-11

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