EP2232138A2 - Dispositif d'injection pour un moteur à combustion interne - Google Patents

Dispositif d'injection pour un moteur à combustion interne

Info

Publication number
EP2232138A2
EP2232138A2 EP08860572A EP08860572A EP2232138A2 EP 2232138 A2 EP2232138 A2 EP 2232138A2 EP 08860572 A EP08860572 A EP 08860572A EP 08860572 A EP08860572 A EP 08860572A EP 2232138 A2 EP2232138 A2 EP 2232138A2
Authority
EP
European Patent Office
Prior art keywords
fuel
injection
combustion chamber
injection device
combustion
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP08860572A
Other languages
German (de)
English (en)
Inventor
Tjeerd Sijtse Ijsselstein
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
TDC Products BV
Original Assignee
TDC Products BV
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from NL2001069A external-priority patent/NL2001069C2/nl
Priority claimed from US11/953,160 external-priority patent/US20090236442A1/en
Application filed by TDC Products BV filed Critical TDC Products BV
Publication of EP2232138A2 publication Critical patent/EP2232138A2/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23D—BURNERS
    • F23D11/00—Burners using a direct spraying action of liquid droplets or vaporised liquid into the combustion space
    • F23D11/04—Burners using a direct spraying action of liquid droplets or vaporised liquid into the combustion space the spraying action being obtained by centrifugal action
    • 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
    • F02M57/00—Fuel-injectors combined or associated with other devices
    • 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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/162—Means to impart a whirling motion to fuel upstream or near discharging orifices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23R—GENERATING COMBUSTION PRODUCTS OF HIGH PRESSURE OR HIGH VELOCITY, e.g. GAS-TURBINE COMBUSTION CHAMBERS
    • F23R3/00—Continuous combustion chambers using liquid or gaseous fuel
    • F23R3/28—Continuous combustion chambers using liquid or gaseous fuel characterised by the fuel supply
    • F23R3/36—Supply of different fuels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23R—GENERATING COMBUSTION PRODUCTS OF HIGH PRESSURE OR HIGH VELOCITY, e.g. GAS-TURBINE COMBUSTION CHAMBERS
    • F23R3/00—Continuous combustion chambers using liquid or gaseous fuel
    • F23R3/28—Continuous combustion chambers using liquid or gaseous fuel characterised by the fuel supply
    • F23R3/38—Continuous combustion chambers using liquid or gaseous fuel characterised by the fuel supply comprising rotary fuel injection means
    • 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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/29—Fuel-injection apparatus having rotating means
    • 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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/90—Selection of particular materials
    • F02M2200/9038—Coatings
    • 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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/95—Fuel injection apparatus operating on particular fuels, e.g. biodiesel, ethanol, mixed fuels

Definitions

  • the invention relates to an injection device for the injecting of fuel into a combustion chamber.
  • the invention further relates to an internal combustion engine provided with an injection device.
  • the invention further relates to a method for the injecting of fuel and/or fluid into a combustion chamber of an internal combustion engine.
  • DE 19816339 discloses an injection device having a rotatable injection part, which can be driven by a driving force.
  • One problem with trite device is that under certain circumstances a combustion chamber equipped with this injection device may generate too many undesirable emissions.
  • US 3, 862, 821 A describes a burner apparatus, and in particular an apparatus for atomizing and combustion of e.g. petroleum sludge.
  • a rotatable injection nozzle and fluid tight coupling between the housing and the injection part have not been disclosed in this publication.
  • WO 200S/028843 A describe an injection device for introducing a fluid in a turbine.
  • an arm has been disclosed with issuing points concerning introducing a second fluid in a stream of fluid in the combustion space of a turbine, wherein the second fluid is atomized by introducing it in the stream of fluid.
  • US 6, 272, 847 B 1 relates to propulsion in aviation and in particular to a rocket engine. Among others a fluid tight coupling between the housing and the injection part is not disclosed in this publication.
  • US 3, 982, 880 A relates to a burner apparatus for a liquid fuel. Among others a supply conduit which is in fluid connection with the combustion chamber for the pressurized introduction of a fuel in the combustion chamber, and a fluid tight coupling between the housing and the rotating injection part is not disclosed in this publication.
  • An object of the invention is to help to reduce undesirable emissions.
  • the invention provides an injection device for the injecting of fuel into a combustion chamber, wherein the injection device comprises;
  • a supply conduit which is fluidically connected to the combustion chamber for the pressurized introduction of a fuel into the combustion chamber and which comprises a fluid-tight coupling between the housing and the injection part;
  • an injection nozzle which is rigidly connected to the injection part and which comprises an atomizer having an atomizer opening which is fluidically connected to the supply conduit for the introduction of fuel into the combustion chamber, whereas the injection nozzle rotates, the injection device further comprising at least one further supply conduit for the pressurized introduction of a fluid into the combustion chamber.
  • An advantage of the invention is that it is possible to introduce successively or simultaneously various combinations of fuels and/or moderators into the combustion chamber under beneficial mixing conditions.
  • the fluid comprises a further fuel.
  • This further fuel differs, for example, from the fuel and is in this case introduced into the combustion chamber shortly after the ignition of the first fuel, and this broadens the freedom of choice for the further fuel, wherein fuels which would not per se produce beneficial combustion may be considered.
  • the fluid comprises a moderator to moderate the combustion process, as a result of which the emission of thermal NO x is, in particular, combated.
  • the moderator used may, for example, be water, hot steam or a suitable chemical substance.
  • thermal expansion of the moderator helps to improve the output when an internal combustion engine is provided with the injection device.
  • the actuator comprises a converter for the pressurized conversion of the fluid or the fuel into a driving force to rotate the injection part with respect to the housing.
  • the fluid-tight coupling comprises a peripheral channel which is provided on the rotatable injection part to produce a fluidic connection between the housing and the injection part, irrespective of their mutual rotational position.
  • the injection nozzle comprises; - blades for swirling fluid in the combustion chamber,
  • the blades are provided, in this case at their end remote from the central axis, with an atomizer and the atomizers are located in a plane substantially perpendicular to the central axis and atomizer openings are oriented to inject the fuel or the fluid into the combustion chamber at an angle to the plane. This provides improved swirling of the fuel and moderator in the combustion chamber.
  • supply conduits each open into a separate atomizer, so the fuel and the fluid mix only in the combustion chamber.
  • the injection part comprises an electrode in order electrostatically to influence the fuel and/or the fluid by applying a charge or influencing the charge distribution so as to produce better mixing in the combustion chamber in order to promote the issuing of free radicals.
  • the electrode is provided at the supply conduit to the atomizer in order electrostatically to influence the fuel and/or the fluid.
  • the electrode is provided in the central cavity in the injection nozzle in order electrostatically to influence fuel present in the combustion chamber and/or the fluid.
  • the injection nozzle comprises an electrically conductive layer in order to heat the fuel and/or the fluid.
  • an ignition means is further provided in order to supply energy and to influence the combustion process.
  • the ignition means is a pulsed laser diode, for example the HL6750MG visible high power laser diode, which is outside and remote of the combustion chamber, and the laser pulse is introduced into the combustion chamber via a collimator (or else a light-beam localizer) and through a quartz crystal window.
  • the injection part comprises a catalytic layer of, for example, barium oxide in order to speed up the combustion process.
  • the injection part is provided with at least one sensor and the injection part and the housing are provided with electromagnetic signal transmission means in order contactlessly to transmit data between the housing and the injection part
  • the senor comprises a temperature sensor in order to measure the temperature in the combustion chamber.
  • the senor comprises a pressure sensor in order to measure the pressure in the combustion chamber.
  • the pressure sensor comprises a piezo element. It is possible for the pressure sensor to be accommodated in a cooled container in order to cool the element and associated electronics.
  • the injection device comprises a generator, terminals of the generator being provided on the injection part in order to produce electrical energy on the injection part
  • the injection nozzle comprises at least one exit surface from which fluid issues at an exit speed perpendicularly to the exit surface and wherein the injection nozzle has a speed component in the exit surface that is greater than the exit speed. This further promotes homogenization of the mixture in the combustion chamber and further prevents agglomeration of injected particles.
  • the invention further relates to an internal combustion engine provided with an injection device according to any one of the preceding claims.
  • the engine selected from the following group; a diesel engine, a petrol engine, a gas engine and a turbine.
  • the rotation of the injection part is in the direction of the swirl in the combustion chamber.
  • the invention further relates to a method for the injecting of fuel and/or fluid into a combustion chamber of an internal combustion engine, including one or more of the following steps; rotating the injection part,
  • Advantages of this method include better combustion and improved emission.
  • the injection part rotates before the fuel is injected in order to obtain an optimum temperature distribution for injecting of the fuel.
  • gases which have reacted within a combustion chamber of the internal combustion engine are mixed with non-reacted gases in order to take part in the next combustion process within the combustion chamber.
  • the fuel is injected at an angle to the central axis such that the fuel does not strike any parts of the combustion chamber in order to reduce thermal loading and erosion of the parts of the combustion chamber.
  • the fuel is injected at pressure and the injection part rotates at speed so as to prevent agglomeration of fuel particles.
  • the injection part rotates during the inlet stroke in order to reduce the ignition delay.
  • the mixture enters the combustion chamber more rapidly and is ignited more completely.
  • the injection part rotates during the working stroke in order to combat the formation of soot
  • the injection part rotates during the outlet stroke in order to promote afterburning and thus to reduce emissions.
  • the injection part is not driven over a portion of the combustion cycle in order to save energy.
  • the temperature in the combustion chamber is measured and adjusted, by injecting of a moderator, to below a temperature level at which thermal NO x is produced.
  • the leakage rate is regulated per combustion cycle and per combustion chamber in order to eliminate mutual differences in capacity between combustion chambers.
  • the leakage rate is the flow of fuel which is produced when an atomizer opening is not sufficiently closed off by, for example, a needle as a result of, for example, wear or contamination.
  • a needle closes the atomizer opening as a result of centripetal normal force during rotation of the injection part. This provides a predictable closing force as a function of the rotational speed of the injection part.
  • the injection device is provided with one or more of the characterizing features described in the appended description and/or shown in the appended drawings.
  • the method includes one or more of the characterizing steps described in the appended description and/or shown in the appended drawings.
  • Rg. 1 is a side view in cross section of a first embodiment of an injection device
  • Fig. 2a is a side view in cross section of a second embodiment of an injection device
  • Fig. 2b is a view from below of the injection device from Fig. 2;
  • Rg. 3 is a perspective view of an injection part
  • Fig. 4 is a plan view of the injection part from Fig. 3;
  • Fig. 5 is a side view in cross section of the injection part from Fig. 5;
  • Fig. 6 is a side view as in Fig. 5 but in a different position
  • Fig. 7 is a perspective view of a third embodiment of an injection device
  • Fig. 8 is a process diagram of a combustion installation
  • Fig. 9 is a process diagram for the extraction of CO 2 from flue gas
  • Fig. 10 is a diagram of a known process for the production of methanol
  • Fig. 11 depicts a piezo pressure transducer.
  • Fig. 12 is a graph showing the test results of the pressure transducer from Fig. 11;
  • Fig. 13 is a perspective view of a diffuser
  • Fig. 14 is a side view of the diffuser in an injection device.
  • Fig. 15 shows a detail from Figure 14.
  • Fig. 1 is a side view in cross section of a first embodiment of an injection device.
  • the housing 1 is rigidly connected to the combustion chamber (not shown).
  • the injection part 2 is connected to the housing by means of, for example, ceramic bearings which are known per se so as to be able to rotate about a central axis 3.
  • the injection part 2 is driven by an actuator (not shown).
  • the injection part contains in this case a standard injector with a spring and a needle valve.
  • the injection nozzle 5, which is rigidly connected to the injection part 2 reaches into the combustion chamber.
  • the fluid is led via a supply conduit 4 to the injection nozzle 5, after which it is introduced under pressure into the combustion chamber via the atomizers 6.
  • the actuator comprises a converter which converts the pressurized fuel or fluid flow into a driving force in order to rotate the injection part.
  • Fig. 2a is a side view in cross section of a second embodiment of an injection device.
  • the injection nozzle S is provided with blades 8 which swirl the gases in the combustion chamber when the injection part 2 rotates with the injection nozzle 5.
  • the injection nozzle 5 is in this case provided with a central cavity 7.
  • the direction of rotation of the injection nozzle S is preferably adapted to the design direction of the swirl, so these intensify each other.
  • Fig. 3 to 6 show the injection nozzle S of the second embodiment of the injection device in various views and/or positions.
  • the injection nozzle 5 is in this case made of ceramic.
  • the blades or vanes 8 are in this case provided with recesses 9 which are fluidically connected to the central cavity 7.
  • gases including exhaust gases, are circulated in the combustion chamber in order again to take part in a combustion process, and this has a beneficial effect on emissions.
  • the supply channels 4 open into the atomizers 10. It is conceivable that an atomizer 10 is closed off by a needle (not shown) which is held in a closed position by centripetal normal force during rotation of the injection nozzle 5 in order to close the atomizer opening in the atomizer 10.
  • the supply channels 4 are at various angles to the central axis 3 in order to inject fuel and/or fluid into the combustion chamber at various angles, thus providing better distribution.
  • an electrode (not shown) in order electrostatically to influence the fuel and/or the fluid flow by the application of potential to the electrode.
  • An electrode 11 is also accommodated in the cavity 7 in order electrostatically to influence the gases in the combustion chamber.
  • Fig. 7 is a perspective view of a third embodiment of an injection device.
  • a plurality of supply conduits 4 which in this case each open into their own atomizer 10 from Fig. 3 - 6, so the fuel and the fluid mix only in the combustion chamber.
  • the supply conduits 4 are each activated separately by, inter alia, valves. It is conceivable that valves are provided on the injection nozzle 5 from Fig. 3 - 6.
  • the supply conduit 4 comprises a fluid-tight connection 12 or coupling 12, which is known per se, between the injection part 2 and the housing 1 in order to form a tight connection 12 for a pressurized fluid, between the fixed housing 1 and the rotatable injection part 2.
  • the control unit of the injection device is provided partly fixed to the housing (module 13), partly on the injection part 2 and partly in the module 24 fastened to the injection nozzle S.
  • the control unit comprises, inter alia, a microcontroller provided in this case on the injection part 2.
  • the module 24 comprises sensors to measure, inter alia, temperature, pressure and NO x content and actuators, for example a piezo valve, which in a closed position closes a supply channel 4 and in an open position opens a supply channel. Signals are transmitted between the injection part 2 and the housing 1 electromagnetically, for example by optocouplers.
  • a generator (not shown) is provided in this case in order to provide the injection part 2 with electrical energy, the terminals being located on the injection part 2.
  • Fig. 8 is a process diagram of a combustion installation, the recuperation and conversion of energy being provided.
  • the reference numerals refer in sequence to the combustion chamber 14, the load IS, CO 2 extraction and/or storage 16, H 2 O extraction and/or storage 17, other processes and/or storage 18, precipitation, conversion and storage 19, energy recuperation, conversion and transition 20, fuel storage 21, storage 22 of moderators and process control 23.
  • the reference signs refer successively to flue gas 26, CO 2 27, flue gas with CO 2 28, absorption column 29, regeneration column 30 and evaporator 31.
  • the reference signs refer successively to a flow 32 O 2 , N 2 and CH 4 , a cooker 33, CO 2 separation 34, a flow 35, CO 2 , H 2 O and N 2 , a flow 36 CO 2 , a flow 37 CO and H 2 , a flow 38 CH 3 OH, distillation 39, a flow 40, H 2 O, a synthesis 41, a warmth flow 42, reformer 43 and a flow 44, CH4 and H 2 O.
  • the reference signs refer successively to compression 45, combustion and expansion 46, start of the injection 47 and top dead centre 48.
  • liquid fuels diesel oil, lubricating oil, petrol, etc.
  • By-products such as aldehydes, oleflns/alkenes, naphthenes, aromatics, ketones, aliphatics, etc. are the result thereof.
  • fine matter examples include salt air, worn tyres, worn brakes, nitrogen oxides, building materials, etc.
  • the different types of fine matter have very different adverse effects on human life and the environment. Thus, for example, salt air fine matter has hardly any discernible detrimental effects.
  • soot filters are generally incapable of trapping ultrafine PM particles ( ⁇ 200 run), despite the fact that these pose the greatest threat to the health of mammals.
  • WHO reports which are unequivocal about this.
  • the effectiveness of soot filters has to date usually been expressed in terms of gravimetric efficiency. This fulfils the cosmetic aspects of soot filters; there are few if any visually perceivable columns of black smoke. After all, the micron and submicron level of aerodynamic particles is also not discernible to the naked eye.
  • NMHCs non-methane hydrocarbons
  • Gas chromatography for example, can be used to demonstrate several hundred chemical compounds as exhaust gas emissions in diesel engines (EN59O fuel).
  • FAME fatty acid methyl ester
  • the airways (but also the skin) are able to get rid of a certain amount of noxious substances having "relatively coarse dimensions" via natural processes. Examples include the cilia in the bronchi.
  • the smaller the particles the more pernicious the effects.
  • the smallest particles (which according to medical reports are ⁇ 5 ⁇ m) easily disappear in the pores of the tissues where they should in principle be regarded as carcinogens and often cause cell damage, bronchitis and infections. This situation is to some extent comparable to NO x , to which (human) skin is also permeable, as a result of which NO x can become attached directly to blood platelets and are in this way carcinogenic.
  • fuel consumption, and therefore also the production of CO 2 can rise by up to 6 %, there are also the cost price, the maintenance and maintenance costs, the health risks, etc. of the filters.
  • soot filters crush a substantial portion of the agglomerated PM to form an ultrafine matter and that therefore the amount of ultrafine particles after a soot filter can be several times greater than before the filter and in engines not equipped with a soot filter.
  • These ultrafine particles subsequently do not take part in the confirmation measurement in order to comply with the PM standard because these particles are now too small for this purpose.
  • "what the eye doesn't see” is all too often regarded as being “clean”.
  • This "invisibility” also applies to the average opacity measurements which cannot measure or can hardly measure ultrafine matter because they are not sensitive enough.
  • soot filter The effectiveness of a soot filter is limited outside the operating temperature, i.e. the filter cannot be used at "low or excessively low” temperatures.
  • Long-term low temperature is generally an indication of spontaneous "burnout" of the clogged substrate, and this poses a threat to the immediate environment.
  • the surplus of air incorporated in the design concept of the prime mover cools under these circumstances the average exhaust gas temperature to below the necessary operating temperature.
  • Some of the filters require chemicals such as, for example, urea. Others require adaptation to the fuel injection system in order, for example, to regenerate the filter with the acetylenes from the fuel, which are formed as a result of injecting at the "wrong moment" into the cylinder.
  • the injected fuel builds up to form a "solid" column of liquid from the exit opening in the injector.
  • the cross section of this (divergent) column is a number of times greater than the diameter of the exit opening in the nozzle and the length thereof can in some situations reach up to the cylinder wall.
  • the total surface area of the plumes of injected fuel and mixture constitute from about 20 % to 50 % of the instantaneous volumetric surface area, whereas the design conditions for swirl and squish have been found to have particularly little bearing on the plume.
  • Some types which may or may not be combined for the aftertreatment of soot and NO x , require the use of chemicals (for example urea carriers). This presents a threat during operation and also a potential risk of additional emissions including, for example, dioxins, etc.
  • Some types require daily maintenance, as a result of which (concentrated) PM again enters the environment, placing the operators at risk if no supplementary precautions are taken. To date, no legislation has been introduced to control this, placing additional responsibility on the shoulders of manufacturers and owners (EC standardization, for example).
  • soot filter experience a high increase in counterpressure in the exhaust gas system, and this goes hand in hand with an increase in specific fuel consumption and emissions including CO 2 .
  • CO 2 specific fuel consumption and emissions
  • an increased CO content after the catalytic converter has been reported as a result of the catalytic process.
  • soot filter take up a large amount of the space and loading capacity of the vehicle on which/in which the filter is positioned.
  • soot filter require additional investment for fitting, (daily) maintenance, consumables, replacement and disposal of the residue and soot filter material on replacement.
  • soot filter All types of soot filter are unsuitable or hardly suitable to be fitted to existing installations.
  • soot is represented schematically hereinafter (cf. Gilles Bruneaux et al.), for which purpose a peak occurs in what is known as the degenerate branching phase before the active radical R O2 from the RH oxidation process initiates destruction of the process.
  • the present invention considers mainly the causes of the aforementioned emissions and asks how these causes can be eliminated.
  • the focus extends to a broader range of applicability of the invention with regard to both types of fuel and universal deployment in a broader scope of application than just one kind/type of prime mover.
  • the design philosophy is to reduce the volume per injected fuel particle by, inter alia, preventing a "solid cone of liquid" by allowing the atomizer to rotate (in a standard or adapted manner).
  • the design allows for a rotational speed as a function of at least the parameters to be expected in the combustion space but also for the properties of the fuels to be used and conditions prevailing in the injection system at any given moment.
  • Various types of fuel can therefore call for various minimum rotational speeds.
  • Sauter droplet diameter and what is known as the "Monte Carlo" discrete particle description are not applicable in this regard insofar as the exit opening, which may or may not be supplemented with the swirling effect of the turbine (RV), produces in combination with the rotational speed a particle distribution such that individual liquid particles no longer interact.
  • a standard atomizer can be positioned in a turbine housing (Roto Vanes) having openings for the atomizer output.
  • Roto Vanes can be driven over a much longer period of time per cycle with the following effects which also form part of the innovation;
  • the liquid is no longer sprayed against components of the combustion chamber and as a result these components are subjected to less intensive thermal loading and the erosion resulting from the abrasive effect of free radicals decreases.
  • soot is produced via the acetylene hypothesis, the hydrogen route or the carbon root. All three “methods” of soot formation and the long chain structure of some fuels are, inter alia, partly dependent on "the lack of direct and intimate contact” with O 2 , so a marked if not complete reduction of soot is also the result during the working stroke of the Roto Vanes.
  • the pulse energy is accordingly released in a shorter period of time (immediately after TDC), and this improves efficiency and contributes to cleaner combustion.
  • One of the (side) effects is a decrease in thermal and prompt NO x .
  • Fuel-bound NO x is not expected to produce substantial reduction, merely in the proportion of reduction in specific fuel consumption and in proportion of reduction resulting from any ballast flows present.
  • Another (side) effect is improved combustion and smoother engine running from a cold start, owing to an extremely homogeneous mixture formation.
  • the traditional cold start smoke and cold start hunt are thus also prevented.
  • Roto Vane should be inactive for just approx. 25 % of the cycle. It may be possible to extract the required energy from the intermittent flow of fuel.
  • the design on which the present patent application is based allows a plurality of types of fuel (liquid, powdered, gaseous or combinations thereof) to be injected into the combustion space per combustion cycle or per unit of time. This is important above all if, when a single fuel is used, deposits or other undesirable products are to be expected. This is the case with certain biofuels having, for example, a high acid content (certain
  • FAME fuels and the like FAME fuels and the like.
  • This technology also eliminates a second drawback of certain biofuels, namely the consequences of the absence of a discernible ignition delay with regard to, for example, EN590.
  • the injecting of fuels having these types of properties only once, for example, the heat release of the first injected fuel has been detected then provides the advantage that this fuel takes part "instantaneously" in the combustion process.
  • Most of these types of fuels (such as, for example, pyrolysis oils) cannot (easily) be mixed with, for example, EN590 but can, with the present innovation, be used at the same time as energy sources.
  • a fuel associated with this injection channel can be injected into the combustion chamber in a timed and metered fashion.
  • the maximum peak temperature can then be "adjusted” or limited to below the level at which thermal NO x is produced. This is also at-source combating of undesirable emissions that has the additional advantage of thermal expansion and accordingly is not fully parasitic and can thus positively influence the output of the installation.
  • a moderator for example (hot) water, steam or a chemical substance
  • Both fuels and moderators can in some cases be generated by the installation for which the prime mover is deployed and be processed almost immediately; examples of these include gases which can be formed by means of electrolysis, such as H 2 and Ch, and hot water and steam from, for example, heat recovery installations and collectors.
  • centripetal normal force is, at a constant angular velocity ⁇ of the injector assembly, a fixed value as a function of the mass of the (needle) body and ⁇ , in contrast to a fully spring-loaded needle (or spherical body) of a standard injector of which the (spring) constant decreases over time to the detriment of the opening pressure of the injector, whereas wear processes markedly push up the leakage oil flow rate over time and thus detract from the efficiency of the atomizer function.
  • a conductive layer attached to the design can be connected to a voltage source which ensures that the gases and the fuels are (pre)heated, thus increasing the heating speed, and this also reduces the discharge of particles and emissions.
  • Fitting in the design of a pressure transducer for example a piezo element which has intensified charge and follows the electronics which are fitted in the less hot portions of the design, allows the course of the process for each working cycle to be accurately monitored and to be used, by means of the (externally positioned) electronic controller, for uniform distribution of power between combustion chambers, precise timing of the individual flows of fuel to the respective atomizer outlets, etc., etc.
  • the proposed design outlined as an example is ideal for electrostatic influence.
  • the swirled gases are supplied, inter alia, via the central hole in order to be distributed by the blades. There is produced, as it were, gas conveyance as a result of the centrifugal effect of the blades.
  • the gases can thus be electrostatically charged in this central opening, and this has a positive influence (shorter ignition delay, complete and more rapid chemical reactions) on the ignition and (post-)combustion process; i.e. electrostatic influence of the gas stream (fresh mixture, compressed, combustion cycle and exhaust gas cycle).
  • This process can be intensified and optimized still further by imparting an opposite charge to the fuel at/via the exit openings in the injectors.
  • additional (auxiliary) energy can, under specific operating conditions, be supplied in order to initiate the ignition process or to allow the combustion process to continue reacting.
  • HICI or homogeneous injection compression ignition (which needs to be registered as a trade mark/model) can, as a counterpart to HCCI (homogeneous charge compression ignition), be used for all known types of fuel of fossil, synthetic or biological origin in a liquid, (semi-)gaseous, powdered or mixed/combined state.
  • HICI is suitable for the "adding" of moderators and/or chemicals in order to influence the combustion process and/or to influence emissions.
  • HlCI is suitable for the treatment of media which cannot burn beneficially in isolation but can do so in combination with other fuels.
  • HICI is suitable for all prime movers in which fuels (for example in combustion chambers) are made to react exothermically and, in particular, for diesel engines, petrol engines, gas engines and (gas) turbines.
  • HICI allows pilot, post-, multiple and continuous injections to be carried out in a "simple" manner.
  • fuel can be added (and timed) for each respective nozzle integrated in the assembly.
  • HICI Compared to conventional technologies, HICI also allows a marked reduction both in PAHs (NMHCs) and in ozone-forming emissions.
  • HICI allows a reduction in NO x to be achieved, certainly compared to the use of soot filters (in particular open/half-open systems).
  • HlCI has a mechanical backup in case the drive fails or is deactivated.
  • HICI allows the use of fuels which are not possible for conventional systems such as, for example, pyrolyzed plastics materials which have a destructive effect in normal injection systems because acid radicals are condensed under almost all conditions.
  • HICI allows these fuels to be used in the diffusion phase of a (base) fuel in cases in which the acids cannot lead to condensation and therefore do not damage the engine. Expensive dehydrogenation processes carried out on the fuel can therefore be dispensed with.
  • HICI can be used for conversion to existing installations with a class upgrade and can also be used on newly constructed installations.
  • the geometry can be customized for each type of installation.
  • catalytic layers on, for example, the vanes of the blades can speed up (chemical) reactions.
  • catalytic layers can prevent the deposition of combustion remnants.
  • catalytic layers can prevent exit cavitation on the nozzles.
  • the direction of rotation of the Roto Atomizer/HICI is preferably in the design direction of the swirl.
  • HICI and/or Roto Atomizer allows the mechanical design to be made lighter for pump drives than is the case for conventional atomizers. Overall, this saves energy throughout the production process and lifetime cycle of the prime movers.
  • the HICI design allows fuels having a broad range of viscosities to be treated.
  • sensors and actuators are attached "in the combustion chamber" by means of the rotating part
  • the energy required to operate the sensors and actuators is supplied by generating secondary energy by means of the "dynamo” principle or by providing contactless energy transfer by means of electromagnetism.
  • the transmission of data from sensors and the activation to actuators are also carried out contactlessly by means of (axially or radially positioned), for example, optocouplers and/or (high) frequency signals and/or electromagnetic transmission.
  • Dedicated microelectronic modules, the static and the dynamic (rotating) portion being positioned in a mutually contactless manner and so as to be electrically isolated from each other, then provide the processing and transmission of the signals (see for example Fig. 8).
  • the static portion of the transmission interface is subsequently connected to the outside world on, for example, a smart diesel injection controls module.
  • the electronics are placed in a precisely positioned EMC-safe cylindrical metal cage which is reinforced with fibreglass, whereas the upper edges of the components (ASICs) are oriented radially toward the centre, thus preventing the centripetal force from causing a contact break.
  • the assembly as a whole is balanced and centrifugally treated with a synthetic resin which is sufficiently flexible to accommodate temperature effects and solid enough to fix the item in place.
  • the connection of the wiring to sensors and actuators, which are placed in the ceramic housing is (mechanically) attached without power.
  • the electronics which are fitted so as to be able to rotate, do not have any points of contact with the static outside world.
  • Piezo sensors are ideal for recording transients.
  • the sensors designed by us have a design service life of 10 9 cycles.
  • use was made of a water- cooled container in which the sensor membrane was mounted flush in the combustion chamber. The cooling was necessary on account of the fact that the charge amplifier was fitted just above the transducer crystal.
  • the crystal is separated from the combustion chamber by means of a membrane and the charge amplification is removed further from the crystal to a milder temperature environment having an acceptable temperature drift.
  • Appended is a pressure graph ( Figure 12).
  • N.B. An error in the crank angle position of 1° introduces, as a rule of thumb, a cylinder pressure measurement error of 10 % p m i.
  • the controller is sold for, inter alia, ocean shipping where the pressure transducers are used particularly beneficially as a component of our smart diesel injection controls.
  • composition (depending on type), for example NO x (see photo).
  • Standard sensor series available from VDO, the recording element being placed in the hot gas stream and the electronics being removed therefrom.
  • the O 2 and peroxide concentrations can be measured using the same basic elements.
  • the sensor is constructed around the ceramic carrier for the diffuser.
  • the diffuser is placed in the gas stream between the combustion chamber and ceramic bearings. These bearings require lubrication, in this case a controlled gas stream which (according to tribology) uses a pocket volume (for example a type of blind gut buffer).
  • the gas pressure passes successively through a) the passage between the material thickness of the cylinder head, b) the material thickness of the atomizer housing, c) the diffuser and NO x (or other composition) measurement, ceramic bearings and d) the pocket volume.
  • the constantly changing gas pressure provides a reciprocal gas stream which is both sufficiently large for lubrication of the bearings and alternating charge for the sensor and sufficiently small not to cause any load with regard to the compression ratio. N.B.; this sensor is therefore not in direct contact with the flame front. See Figures 13 - 15; The sensor diffuser 25, detail G and integration of the composition sensor (NO x ).
  • D. Density Can be obtained as a derivative function with the piezo element. Can be measured quickly using chemiluminescence technology (expensive). This has already been carried out successfully under laboratory conditions in Nijmegen and Eindhoven.
  • E. Ionization Peroxide measurement or electron spin resonance (ESR) spectroscopy (expensive), or “simply” measure the ionic current as is done, for example, in central heating boilers (inexpensive and reliable).
  • ESR electron spin resonance
  • E. Ignition mechanisms for example a pulsed laser diode.
  • the diode is positioned centrally below the injection nozzles and the activation in the electronics processed via, for example, what is known as a collimator through the central axis.
  • These pulsed laser diodes are available in various embodiments; however, for the energy density required in the present case, a licence is required.
  • the temperature sensitivity of laser diodes does not differ significantly from "normal electronics", i.e. in this case too the electronic components determine the application.
  • a) can be supplied directly to HICI as a moderator (energy transition);
  • the 2H 2 and C obtained from the splitting process(es) can be converted relatively simply to form new fuels (for example, transition of CO 2 and H 2 to methanol) but they can also be supplied to the combustion process "directly" via intermediate storage, thus forming in fact a small circuit.
  • the energy required for splitting and conversion can also be obtained from other sources. Examples include solar energy.
  • the conversion products should be stored in (small) intermediate storage facilities.
  • transition substances obtained from the splitting and conversion may have originated directly from the source of the "individual prime mover" or from any other source.
  • CO 2 and H 2 O originating from external sources should thus be regarded as fuel and CO 2 (viewed globally )-reducing moderators.
  • Control of the process can be assumed by the HICI controller because this already makes provision for the take-off edge (sensors and actuators in conjunction with the power requirement needed for loading).
  • An additional control module for recovery (A) and splitting (B) is therefore the logical consequence.
  • Acceleration of the prime mover is (almost) always an indication of an excess of fuel. Invariably, this also leads to an excess of emissions and, in particular, PM/soot if standard injectors are used. If the HICI system is used, firstly less fuel is required for this acceleration and secondly this results in a considerable reduction of PM compared to the use of standard injectors.
  • FIG. 10 Also appended is a process diagram (see Figure 10) such as that used by the Gasunie gas infrastructure company for the production of methanol.
  • natural gas methane
  • CO 2 are processed to form methanol.
  • CO is derived from this process and replaces in the above-mentioned diagram the CO from the natural gas.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

L'invention concerne un dispositif d'injection pour l'injection de carburant dans une chambre de combustion, le dispositif d'injection comprenant : un boîtier qui est relié de façon rigide à la chambre de combustion, une partie d'injection qui est reliée rotative au boîtier et qui peut être entraînée au moyen d'un actionneur afin de tourner par rapport au boîtier autour d'un axe central, un conduit d'alimentation qui est relié de façon fluide à la chambre de combustion pour l'introduction sous pression d'un carburant dans la chambre de combustion et qui comprend un raccord étanche aux fluides entre le boîtier et la partie d'injection ; et une buse d'injection qui est reliée de façon rigide à la partie d'injection et qui comprend un pulvérisateur ayant une ouverture de pulvérisation qui est reliée de façon fluide au conduit d'alimentation pour l'introduction de carburant dans la chambre de combustion, tandis que la buse d'injection tourne, le dispositif d'injection comprenant en outre au moins un autre conduit d'alimentation pour l'introduction sous pression d'un fluide dans la chambre de combustion.
EP08860572A 2007-12-10 2008-12-09 Dispositif d'injection pour un moteur à combustion interne Withdrawn EP2232138A2 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
NL2001069A NL2001069C2 (nl) 2007-12-10 2007-12-10 Inspuitinrichting voor verbrandingsmotor.
US11/953,160 US20090236442A1 (en) 2007-12-10 2007-12-10 Injection device for an internal combustion engine
PCT/NL2008/050786 WO2009075572A2 (fr) 2007-12-10 2008-12-09 Dispositif d'injection pour un moteur à combustion interne

Publications (1)

Publication Number Publication Date
EP2232138A2 true EP2232138A2 (fr) 2010-09-29

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WO (1) WO2009075572A2 (fr)

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Publication number Priority date Publication date Assignee Title
WO2016207114A1 (fr) 2015-06-22 2016-12-29 Cereus Technology B.V. Moteur à combustion interne
NL1041770B1 (en) * 2016-03-18 2017-10-03 Cereus Tech B V Improved fuel injection devices.

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WO2009075572A3 (fr) 2009-10-29
WO2009075572A2 (fr) 2009-06-18

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