Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D21/00—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas
  • F02D21/06—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D2250/00—Engine control related to specific problems or objectives
  • F02D2250/36—Control for minimising NOx emissions
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/30—Controlling fuel injection
  • F02D41/38—Controlling fuel injection of the high pressure type
  • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
  • F02D41/402—Multiple injections
  • F02D41/403—Multiple injections with pilot injections

Definitions

• the invention relates to a method to reduce emissions of nitrogen oxides and/or to increase performance while keeping the emissions of nitrogen oxides at the same level and/or to increase the overall performance of gas-powered spark-ignition or double-fuel - i.e. gas/liquid - compression ignition engines burning a weak mixture, and a device to perform this 'method.
• Nitrogen oxides are generated during fuel combustion in the combustion area of the internal combustion engine by means of oxidation of nitrogen from the combusted air.
• the generation of nitrogen oxides during combustion is governed by the rule that a temperature increase in the combustion area during combustion results in growing production of nitrogen oxides. Reducing nitrogen oxide emissions in internal combustion engines can be achieved by two fundamental method groups and their combinations.
• the first group of methods includes measures directly influencing the result of the combustion process in the cylinder of the combustion engine. These measures include a change in the advanced spark moment for ignition/injection of fuel, a change in the fuel/combustion air ratio, a change in the engine's compression ratio, the use of controlled recirculation of exhaust gases, a reduction of the supercharge in the suction system of the combustion engine, a reduction of temperature of the mixture using an intercooler for feeding air/fuel and injection of water into the suction pipe or directly into the combustion area.
• Reduction of pre-ignition/fuel injection time results in a temperature decrease during combustion, i.e. in a decrease of nitrogen oxide emissions.
• a disadvantage of this solution is that a reduction of pre-ignition time results in an increase in the temperature of exhaust gases, which can be followed by a decline in the engine's overall efficiency. As regards engines with atmospheric feeding, the engine's performance also deteriorates.
• Reduction of the engine's compression ratio results in a temperature decrease during combustion, i.e. in a decrease of nitrogen oxide emissions.
• a disadvantage of this solution is that reduction of the engine's compression ratio results in a decrease of performance and overall efficiency of the engine.
• the sucked-in mixture is mixed with some exhaust gases at a certain ratio.
• This mixing of the mixture and exhaust gases results in a decrease in temperature during combustion, and the ensuing decline in nitrogen oxide emissions.
• a disadvantage of this solution is its complexity and price. If the engine is not optimized, the growing share of exhaust gases over the share of the mixture results in lower engine performance, overall engine efficiency and evenness of engine operation, as well as in a growing temperature of the engine's exhaust gases.
• a reduction in the temperature of the mixture using an intercooler for the feeding air/mixture results in an overall decline in the temperature curve, towards lower values, i.e. also temperatures during combustion, and thus also a decline in nitrogen oxide emissions.
• a disadvantage of this solution is its complexity and price.
• the other group of methods includes additional modification of already generated exhaust gases using catalytic converters.
• an oxidation-reduction catalytic converter When the engine is operated with a stechiometric mixture, an oxidation-reduction catalytic converter is used. This catalytic converter reduces nitrogen oxide emissions using the reduction part of the converter and carbon monoxide emissions as well as unburnt hydrocarbons using the oxidation part of the converter. For these reasons, this type of catalytic converter is sometimes also called "three-way" - as it disposes of three groups of pollutants. When the motor is operated using a weak mixture, a catalytic converter based on the principle of selective catalytic reduction is used. A disadvantage of these solutions is their high price,, very high complexity, a limited life of the converter and a higher defect rate of the engine.
• a combination of the individual measures can achieve elimination of the decline in the engine's performance and efficiency, with a decreased production of nitrogen oxides.
• this combination leads to a higher price of all measures, higher complexity, lower reliability and higher defect rate of the engine.
• the aforementioned method includes measures directly influencing the result of the combustion process in the cylinder of the combustion engine.
• a device is used wherein carbon dioxide is added to the fuel anywhere in the engine's fuel system and/or is added to the air/fuel mixture anywhere in the engine's suction system and/or is added directly to the cylinder of the combustion engine.
• the growing share of carbon dioxide added to the fuel and/or the air/fuel mixture results in a temperature decrease during combustion, and thus also in lower nitrogen oxide emissions, as well as in a decline in the engine's performance.
• This decline in performance is eliminated by enriching the mixture and/or by increasing the engine's compression rate and/or by increasing the feeding pressure in the engine's suction system and/or, in case of engines with atmospheric feeding, by increasing the pre-ignition/fuel injection, but this increases temperature during combustion, and thus also nitrogen oxide emissions.
• the reduced performance is eliminated, unlike in engines with atmospheric feeding, by reducing the pre- ignition/fuel injection, which need not increase nitrogen oxide emissions.
• the essence of this technical solution is that the increase of nitrogen oxides caused by enriching the mixture and/or by increasing the engine's compression rate and/or by increasing the feeding pressure in the engine's suction system and/or, in case of engines with atmospheric feeding, by increasing the pre-ignition/fuel injection is lower than the decline in nitrogen oxide emissions caused by increasing the share of carbon dioxide in the fuel or air/fuel mixture.
• Enrichment of the mixture and/or by increasing the engine's compression rate and/or by increasing the feeding pressure in the engine's suction system and/or, in case of engines with atmospheric feeding, by increasing the pre- ignition/fuel injection results in increased engine performance, temperature during combustion, and thus also nitrogen oxide emissions.
• the increased performance is caused, unlike in engines with atmospheric feeding, by reducing the pre-ignition/fuel injection, which need not increase nitrogen oxide emissions.
• the increase in nitrogen oxides is eliminated by adding carbon dioxide in the fuel or air/fuel mixture.
• the essence of this technical solution is that the increase of engine performance caused by enriching the mixture and/or by increasing the engine's compression rate and/or by increasing, the feeding pressure in the engine's suction system and/or, in case of engines with atmospheric feeding, by increasing the pre- ignition/fuel injection is higher than the decline in engine performance caused by increasing the share of carbon dioxide in the fuel or air/fuel mixture.
• the reduction of nitrogen oxide emissions from internal combustion engines based on this technical solution meets the requirement on maintaining the engine performance at the same level and the engine operation uniform.
• the increase in engine performance based on this technical solution meets the requirement on maintaining a constant level of nitrogen oxide emissions from internal combustion engines.
• This technical solution meets , the requirement on maintaining the overall efficiency of the engine.
• This optimized share is a quantity of carbon dioxide of 1 to 90% by mass in the mixture of fuel and carbon dioxide in the combustion area.
• An environmental advantage of this technical solution is that it uses existing carbon dioxide, which is by itself considered a pollutant, i.e. a greenhouse gas, produced by internal combustion engines as a means to reduce emissions of nitrogen oxides from combustion engines and/or to increase the performance of combustion engines while keeping the emissions of nitrogen oxides from combustion engines at the same level and/or to increase the overall performance of the engine.
• the total production of carbon dioxide is not significantly increased due to the deployment of this technical solution and, if the engine' s overall efficiency is increased, the production is even lower.
• Figure 1 shows a connection diagram with carbon dioxide supply to the engine's fuel system.
• Figure 2 shows another connection diagram with carbon dioxide supply to the engine' s fuel system.
• Figure 3 shows yet another connection diagram with carbon dioxide supply to the engine's fuel system.
• Figure 4 shows a connection diagram with carbon dioxide supply directly to the cylinder of the internal combustion engine.
• Figure 5 shows another connection diagram with carbon dioxide supply directly to the cylinder of the internal combustion engine.
• Figure 6 shows a connection diagram with carbon dioxide supply to the engine' s fuel system and fuel supply directly to the cylinder of the internal combustion engine.
• Figure 1 shows an embodiment of the technical solution of a device designed to perform this method to reduce emissions of nitrogen oxides from combustion engines and/or to increase the performance of combustion engines while keeping the emissions of nitrogen oxides from combustion engines at the same level and/or to increase the overall performance of an engine, and a device to perform this method.
• Pipe 5 for carbon dioxide supply is attached to pipe 3 for gaseous fuel supply. Carbon dioxide flow rate is controlled using valve 6.
• the mixture of gaseous fuel and carbon dioxide flows through supply pipe 7 to suction system 1 of internal combustion engine 2.
• the flow rate of the mixture of gaseous fuel and carbon dioxide to the engine's suction system is controlled using another valve 8.
• Suction system 1 is connected to the combustion engine's cylinder 2.
• Figures 2 and 3 show an embodiment of the technical solution of a device designed to perform this method to reduce emissions of nitrogen oxides from combustion engines and/or to increase the performance of combustion engines while keeping the emissions of nitrogen oxides from combustion engines at the same level and/or to increase the overall performance of an engine, and a device to perform this method.
• Pipe 3 for gaseous fuel supply is attached to suction system 1 of internal combustion engine 2. The flow rate of the gaseous fuel to suction system 1 is controlled using governor valve 4.
• Another pipe 5 for carbon dioxide supply is attached to suction system
• Suction system 1 is connected to the combustion engine's cylinder 2.
• Figure 4 shows an embodiment of the technical, solution of a device designed to perform this method to reduce emissions of nitrogen oxides from combustion engines and/or to increase the performance of combustion engines while keeping the emissions of nitrogen oxides from combustion engines at the same level and/or to increase the overall performance of an engine, and a device to perform this method.
• Pipe 3 for gaseous fuel supply is attached to suction system 1 of internal combustion engine
• the flow rate of the gaseous fuel to suction system 1 is controlled using governor valve 4.
• Another pipe 5 for carbon dioxide supply is attached to the combustion engine's cylinder 2.
• the flow rate of carbon dioxide to the engine's cylinder 2 is controlled using valve 6.
• Suction system 1 is connected to the combustion engine's cylinder 2.
• Figure 5 shows an embodiment of the technical solution of a device designed to perform this method to reduce emissions of nitrogen oxides from combustion engines and/or to increase the performance of combustion engines while keeping the emissions of nitrogen oxides from combustion engines at the same level and/or to increase the overall performance of an engine, and a device to perform this method.
• Suction system 1 is connected to the combustion engine's cylinder 2.
• Pipe 3 for gaseous fuel supply is attached to the combustion engine's cylinder 2.
• the flow rate of gaseous fuel to the engine's cylinder 2 is controlled using governor valve 4.
• Another pipe 5 for carbon dioxide supply ' is attached to the combustion engine's cylinder 2.
• the flow rate of carbon dioxide to the engine's cylinder 2 is controlled using valve 6.
• Figure 6 shows an embodiment of the technical solution of a device designed, to perform this method to reduce emissions of nitrogen oxides from combustion engines and/or to increase the performance of combustion engines while keeping the emissions of nitrogen oxides from combustion engines at the same level and/or to increase the overall performance of an engine, and a device to perform this method.
• Another pipe 5 for carbon dioxide supply is attached to suction system 1 of internal combustion engine 2. The flow rate of carbon dioxide to suction system 1 is controlled using valve 6.
• Pipe 3 ' for gaseous fuel supply is attached to the combustion engine's cylinder 2. The flow rate of gaseous fuel to the engine's cylinder 2 is controlled using governor valve 4.
• Suction system 1 is connected to the combustion engine's cylinder 2.
• the method to reduce emissions of nitrogen oxides from combustion engines and/or to increase the performance of combustion engines while keeping the emissions of nitrogen oxides from combustion engines at the same level and/or to increase the overall performance of an engine, and a device to perform this method based on this technical solution can be used in particular in gas-powered spark-ignition or double-fuel - i.e. gas/liquid - compression ignition engines burning a weak mixture, with an available additional source of carbon dioxide.

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• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Output Control And Ontrol Of Special Type Engine (AREA)
• Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

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• 2010
  • 2010-06-09 CZ CZ2010-457A patent/CZ307252B6/cs not_active IP Right Cessation
• 2011
  • 2011-05-18 WO PCT/CZ2011/000056 patent/WO2011153970A2/en active Application Filing
  • 2011-05-18 EP EP11764671.1A patent/EP2580453A2/en not_active Withdrawn

Non-Patent Citations (2)

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