GB2495549A - Method of starting a compression ignition engine - Google Patents
Method of starting a compression ignition engine Download PDFInfo
- Publication number
- GB2495549A GB2495549A GB1117779.7A GB201117779A GB2495549A GB 2495549 A GB2495549 A GB 2495549A GB 201117779 A GB201117779 A GB 201117779A GB 2495549 A GB2495549 A GB 2495549A
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- Prior art keywords
- engine
- cetane number
- materials
- fuel
- combustion
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- 238000007906 compression Methods 0.000 title abstract description 13
- 230000006835 compression Effects 0.000 title abstract description 12
- 238000000034 method Methods 0.000 title abstract description 9
- 239000000446 fuel Substances 0.000 abstract description 32
- CIWBSHSKHKDKBQ-JLAZNSOCSA-N Ascorbic acid Chemical compound OC[C@H](O)[C@H]1OC(=O)C(O)=C1O CIWBSHSKHKDKBQ-JLAZNSOCSA-N 0.000 abstract description 29
- 238000002485 combustion reaction Methods 0.000 abstract description 26
- 239000000463 material Substances 0.000 abstract description 25
- PEDCQBHIVMGVHV-UHFFFAOYSA-N Glycerine Chemical compound OCC(O)CO PEDCQBHIVMGVHV-UHFFFAOYSA-N 0.000 abstract description 13
- OKKJLVBELUTLKV-UHFFFAOYSA-N Methanol Chemical compound OC OKKJLVBELUTLKV-UHFFFAOYSA-N 0.000 abstract description 6
- YXFVVABEGXRONW-UHFFFAOYSA-N Toluene Chemical compound CC1=CC=CC=C1 YXFVVABEGXRONW-UHFFFAOYSA-N 0.000 abstract description 6
- LFQSCWFLJHTTHZ-UHFFFAOYSA-N Ethanol Chemical compound CCO LFQSCWFLJHTTHZ-UHFFFAOYSA-N 0.000 abstract description 5
- 235000011187 glycerol Nutrition 0.000 abstract description 5
- TVMXDCGIABBOFY-UHFFFAOYSA-N octane Chemical compound CCCCCCCC TVMXDCGIABBOFY-UHFFFAOYSA-N 0.000 abstract description 3
- 150000001298 alcohols Chemical class 0.000 abstract description 2
- 150000004945 aromatic hydrocarbons Chemical class 0.000 abstract description 2
- 230000003247 decreasing effect Effects 0.000 abstract 1
- 239000007789 gas Substances 0.000 description 10
- 239000012530 fluid Substances 0.000 description 8
- LCGLNKUTAGEVQW-UHFFFAOYSA-N Dimethyl ether Chemical compound COC LCGLNKUTAGEVQW-UHFFFAOYSA-N 0.000 description 4
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 4
- 239000001301 oxygen Substances 0.000 description 4
- 229910052760 oxygen Inorganic materials 0.000 description 4
- 238000002347 injection Methods 0.000 description 3
- 239000007924 injection Substances 0.000 description 3
- QPUYECUOLPXSFR-UHFFFAOYSA-N 1-methylnaphthalene Chemical compound C1=CC=C2C(C)=CC=CC2=C1 QPUYECUOLPXSFR-UHFFFAOYSA-N 0.000 description 2
- 238000007792 addition Methods 0.000 description 2
- 230000000052 comparative effect Effects 0.000 description 2
- 239000002283 diesel fuel Substances 0.000 description 2
- 150000002148 esters Chemical class 0.000 description 2
- DCAYPVUWAIABOU-UHFFFAOYSA-N hexadecane Chemical compound CCCCCCCCCCCCCCCC DCAYPVUWAIABOU-UHFFFAOYSA-N 0.000 description 2
- 239000007788 liquid Substances 0.000 description 2
- 239000000203 mixture Substances 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000010248 power generation Methods 0.000 description 2
- 238000012360 testing method Methods 0.000 description 2
- 101100286286 Dictyostelium discoideum ipi gene Proteins 0.000 description 1
- 230000004075 alteration Effects 0.000 description 1
- 150000001412 amines Chemical class 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
- 238000009835 boiling Methods 0.000 description 1
- 238000004364 calculation method Methods 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 238000009841 combustion method Methods 0.000 description 1
- 238000009833 condensation Methods 0.000 description 1
- 230000005494 condensation Effects 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 238000011156 evaluation Methods 0.000 description 1
- 238000001704 evaporation Methods 0.000 description 1
- 230000008020 evaporation Effects 0.000 description 1
- 238000002474 experimental method Methods 0.000 description 1
- 239000002360 explosive Substances 0.000 description 1
- 238000013213 extrapolation Methods 0.000 description 1
- 239000003999 initiator Substances 0.000 description 1
- 239000012528 membrane Substances 0.000 description 1
- 238000002156 mixing Methods 0.000 description 1
- 238000011084 recovery Methods 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 239000004576 sand Substances 0.000 description 1
- 239000000779 smoke Substances 0.000 description 1
- 239000007787 solid Substances 0.000 description 1
- 231100000331 toxic Toxicity 0.000 description 1
- 230000002588 toxic effect Effects 0.000 description 1
- 238000012546 transfer Methods 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
- 238000009736 wetting Methods 0.000 description 1
Classifications
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- 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
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
-
- C—CHEMISTRY; METALLURGY
- C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
- C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
- C10L1/00—Liquid carbonaceous fuels
- C10L1/02—Liquid carbonaceous fuels essentially based on components consisting of carbon, hydrogen, and oxygen only
- C10L1/026—Liquid carbonaceous fuels essentially based on components consisting of carbon, hydrogen, and oxygen only for compression ignition
-
- C—CHEMISTRY; METALLURGY
- C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
- C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
- C10L1/00—Liquid carbonaceous fuels
- C10L1/04—Liquid carbonaceous fuels essentially based on blends of hydrocarbons
- C10L1/08—Liquid carbonaceous fuels essentially based on blends of hydrocarbons for compression ignition
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
- F02D19/0649—Liquid fuels having different boiling temperatures, volatilities, densities, viscosities, cetane or octane numbers
- F02D19/0652—Biofuels, e.g. plant oils
- F02D19/0655—Biofuels, e.g. plant oils at least one fuel being an alcohol, e.g. ethanol
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N19/00—Starting aids for combustion engines, not otherwise provided for
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N19/00—Starting aids for combustion engines, not otherwise provided for
- F02N19/02—Aiding engine start by thermal means, e.g. using lighted wicks
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N99/00—Subject matter not provided for in other groups of this subclass
-
- C—CHEMISTRY; METALLURGY
- C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
- C10G—CRACKING HYDROCARBON OILS; PRODUCTION OF LIQUID HYDROCARBON MIXTURES, e.g. BY DESTRUCTIVE HYDROGENATION, OLIGOMERISATION, POLYMERISATION; RECOVERY OF HYDROCARBON OILS FROM OIL-SHALE, OIL-SAND, OR GASES; REFINING MIXTURES MAINLY CONSISTING OF HYDROCARBONS; REFORMING OF NAPHTHA; MINERAL WAXES
- C10G2300/00—Aspects relating to hydrocarbon processing covered by groups C10G1/00 - C10G99/00
- C10G2300/20—Characteristics of the feedstock or the products
- C10G2300/30—Physical properties of feedstocks or products
- C10G2300/307—Cetane number, cetane index
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/06—Fuel or fuel supply system parameters
- F02D2200/0611—Fuel type, fuel composition or fuel quality
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/30—Use of alternative fuels, e.g. biofuels
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Oil, Petroleum & Natural Gas (AREA)
- Organic Chemistry (AREA)
- General Chemical & Material Sciences (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Life Sciences & Earth Sciences (AREA)
- Biodiversity & Conservation Biology (AREA)
- Biotechnology (AREA)
- Botany (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
Disclosed is a method of starting a compression ignition engine on a very low cetane number (high octane number) materials. The method comprises igniting and combusting very low cetane number materials, those with a cetane number less than 30, by delivering the materials into a combustion chamber and supplying to the chamber combustion air for the entire time that the engine is running. The method allows cold start of the engine using only very low cetane number fuels such as aromatic hydrocarbons, toluene, glycerine, methanol, ethanol and other alcohols. The method also provides decreased pollution emissions during engine start. The method is suitable for use in heterogeneous charge compression ignition (HCCI) engines.
Description
COMBUSTION METHOD
Field of the invention
The present invention relates to a method of combustion, notably combustion in a compression ignition internal combustion engine.
Related Art The term "diesel engine" is used herein to refer to a compression ignition internal combustion engine in which compression initiates combustion when fuel is injected. A heterogeneous charge of fuel and air ignites in a combustion chamber because of the heat generated in the compression process. This differs from Otto-cycle engines, wherein fuel and air are mixed together before entering the combustion chamber, and then ignited by a spark plug.
A diesel engine differs from a Homogeneous Charge Compression Ignition (HCCI) engine, which uses compression ignition but with pre-mixing of fuel and air to produce a homogeneous charge. When the fuel/air mixture is compressed sufficiently it ignites spontaneously. HCCI is suitable for lean burn operation and hence can have higher efficiency than a conventional Otto-cycle engine, and lower peak temperatures which reduces NOx formation. However, HCCI is more difficult to control than combustion in conventional engines, which can cause timing problems. In contrast to a diesel engine, where ignition is controlled by the time when fuel is injected into the compressed air, or an Otto-cycle engine, where ignition is controlled by the time when a spark is generated, with HCCI there is no well-defined combustion initiator that can be directly controlled. Moreover, to achieve dynamic operation with variable work output, the control system must be able to change operating conditions such as compression ratio and fuel-air ratio, which can add complexity and cost.
To ensure ignition and to avoid cylinder wall wetting by fuel droplet condensation the fuel employed in HCCI should have a relatively low boiling point.
The combustion quality of a diesel engine fuel is expressed as a Cetane Number (CN), which is defined as the percentage by volume of normal cetane (n-hexadecane) in a mixture of normal cetane and 1-methyl naphthalene which has the same ignition characteristics (ignition delay) as the test fuel when combusted in a standard engine under specified test conditions. Fuels with high CN values have low ignition delay and are suitable for use in diesel engines. Commercial diesel engine fuels typically have CN values in the range 40-55. Fuels with high CN values are typically unsuitable for Otto-cycle engines, where resistance to autoignition is desirable.
The combustion quality of Otto-cycle engine fuels is expressed as an Octane Number (ON), with high ON fuels being suitable. Typically, high CN fuels have low ON values and vice versa.
Liquids with low or zero cetane numbers include aromatic hydrocarbons such as toluene, and alcohols such as glycerol. Ethanol, for example, has a cetane number of about Sand methanol has a cetane number of about 3. The term "very low CN material" is used herein to refer to materials having a cetane number between 0 and 30. The materials with cetane numbers from 30 to 40 are defined as "low cetane number materials" and the materials with cetane number above 40 are defined as "normal cetane number materials". For some very low CN number materials the CN is determined by calculation and or extrapolations and sometimes negative CN are obtained. For the purpose of this invention it is assumed that materials with calculated or extrapolated negative CN have cetane number zero. Very low CN materials are not regarded as suitable for use in diesel engines unless modified by admixing with a higher cetane number fuel or by the addition of cetane improvers such as polynitrate esters and amines.
See, for example, US 4,746,326 and WO 85/002194. Cetane improvers are expensive, and polynitrate esters have the drawback of being explosive.
US 5,117,800 describes a method of operating a diesel or spark ignited engine which includes enriching the combustion air supply with oxygen while simultaneously adjusting the fuel injection or ignition timing of the engine to compensate for advanced combustion caused by an increased oxygen content in the combustion air. A turbocharger is used as a pump to separate air through an oxygen-producing membrane. The oxygen-enriched air is at a lower pressure, and hence is cooler, than conventionally turbocharged combustion air, so the need for an intercooler is reduced or eliminated.
US 3,194,007 describes the use of fuel from an engine's fuel supply to heat up combustion air for a cold start. Air in a suction line or intake manifold is heated by burning fuel in a flame-suction air heater during startup operation of the engine under load when a poorly ignitable fuel such as gasoline is used.
Diesel engines have difficulties in cold starting. Cold starting means low temperature intake air is coming inside the cylinder, low temperature walls, low temperature piston head. All these are making the fuel evaporation difficult. Moreover, the usual way to start a diesel engine is to flood it with fuel. The engine then accelerates to a speed over the idling speed, then the governor kicks in cutting the fuel, the engine decelerates, fuel is injected again and the cycle repeats itself until a stable speed is reached. As a result the exhaust gas contains beside water vapours, toxic components, particulates, even some fuel droplets.
Moreover, during a normal operation, there is a succession of firing-misfiring cycles, so the emission of the white smoke continues.
Figure 1 shows that during the cold start the emission quality significantly worsens. (Influence of modern diesel cold start systems on the cold start, warm-up and emissions of diesel engines, Dr.-lng.
Bernd Last, Dipl.-lng. Hans Houben, Dipl.-lng. (BA) Marc Rottner, Dipl.-lng. Ingo Stotz, BERU AG, Ludwigsburg. BERU AG, Morikestrasse 155, 71636 Ludwigsburg, Germany, http://www.beru.com/download/produkte/fachvortrag influence en.pdf The results of studying cold start emissions of heavy duty engines showed that cold-start emission rates, which were determined from the first 5-minutes of the cold-start period, were higher than the extended-idling emission rates by factors of 2.5 for CU, 1.5 for NUx and 1.7 for PM2.5. (Evaluation of heavy-duty diesel vehicle emissions during cold -start and steady-state idling conditions and reduction of emissions from a truck-stop electrification program, James A Calcagno, Ill, Masters Thesis; The University of Tennessee at Chattanooga, http://wwwopenth.esis.org/documents/Evauation-heavy-duty-diesel-vehk: ie-&8949.htrnl) GB 2460996 describes method of combustion and igniting very low cetane number materials by supplying to the inlet port combustion air or working fluid at a temperatures at least 90°C (60°C in case of glycerine) for substantially the entire time that the engine is running, the combustible part of the working fluid containing only very low cetane number components. However, it does not teach how to start the engine on a very low cetane number materials. In all listed examples the engine was started on gas oil or dimethyl ether (DME), i.e. high cetane number materials. Thus attempts to date to cold start the engine using only very low cetane number materials including glycerol have proved unsatisfactory.
SUMMARVOETHE INVENTION
Aspects of the invention are specified in independent claims. Preferred features are specified in dependent claims..
We have surprisingly found that a compression ignition engine could be successfully cold started and run on very low cetane number materials for the entire time the engine is running without using conventional diesel fuels for starting the engine by supplying combustion air to the engine so that the product of inlet temperature of combustion air (or working fluid, (WF)) expressed in degrees Kelvin to the power of 2.00336 and ratio of air (WI) densities under operating conditions and under standard conditions (1 atm,20 °C) is in the range from 130000 to 190000 130000 «= T 2.00336 «= 190000 tntet dst) Where Tinjet is the inlet temperature of combustion air or WE, degrees K; d0 is the air (WF)density under operating conditions, d5 is the air (WI) density under standard conditions (1 atm,20 °C).
For the sake of brevity the product T 36 x will be further designated as H. We have also found that the quality of exhaust emissions as characterised by CO level in the exhaust gases of the engine running on very low CN materials is significantly improved when His in the above-mentioned range.
The exact numerical value of H is individual for each very low cetane number material. Thus for glycerine it lies in the range of 134000 to 174000, for spark-ignited engine (Otto cycle engine) fuels it is in the range from 145000 to 177000.
We have also found that the quality of exhaust emissions as characterised by CO level in the exhaust gases of the engine running on low and normal cetane number materials during the cold start is significantly improved when His in the same range.
In broad terms the invention involves keeping III within certain operational limits. This invention enables the cold start and operation of a compression ignition engine on very low CN materials without using high CN fuels.
The term "working fluid" is used herein to denote a fluid (gas or liquid) used as the medium for the transfer of energy from one part of a system to another part. The working fluid could comprise air mixed with a gas or vapour which is combustible or supports combustion.
The invention may in principle be used with solid or fluid materials; however, fluid materials are preferred for the ease of injection.
EXPERIMENTAL RESULTS
Various very low cetane number materials were combusted in an experimental apparatus comprising a 4 cylinder Deutz direct injected turbocharged engine and the set with a continuous power rating of 43KWe at 1,500 rpm. No modifications were made to the engine or the fuel system injection components. The engine was run at different loads. The compression ratio was 18 1. No high cetane number materials were used to initiate the combustion. The obtained results are listed in the table below.
The other experiments were devoted to cold start of the engine on a conventional diesel fuel such as standard gas oil. The results are also listed in the table.
Table 1. Experimental results Fuel Inlet air fT CO, ppm temperature K 1st Glycerine 96% load 368 1.09 150612 116 75% load 396 0.92 146763 71 53% load 429 0.78 145959 87 31% load 463 0.68 149340 106 Comparative
examples
according to GB2460996 333 0.88 99452 509 0.49 129214 781 417 0.70 124540 389 Gasoline, 95 octane 65% load 434 0.84 160855 380 65% load 427 0.85 158775 346 65% load 418.4 0.87 155860 318 65% load 409.6 0.9 153401 309 75% load 408.8 0.94 160549 418 75% load 401.6 0.96 157842 387 75% load 390.2 0.99 156508 391 Comparative
example according
to GB2460996 363 0.81 108412 __________________ 373 0.78 111399 __________________ Gas oil 75% load 348.2 1.09 134566 162 Engine cold start according to the current invention 293 1.5 131260 400 Engine cold start 273 1.07 81533 2400 under standard conditions The invention is suitable for application in internal combustion engines such as power generation engines, marine engines, aircraft engines and automotive engines, gas turbines. The invention is also particularly well suited to engine driven power generation systems and engine driven Combined Heat and Power systems as the majority of the energy used to increase the intake charge temperature is recycled back to the heat recovery system via the engine exhaust.
The articles a' and an' are used herein to mean at least one' unless the context otherwise requires.
It is appreciated that certain features of the invention, which are, for clarity, described in the context of separate embodiments, may also be provided in combination in a single embodiment. Conversely, various features of the invention which are, for brevity, described in the context of a single embodiment, may also be provided separately, or in any suitable combination.
While the invention has, for purposes of illustration, been described with reference to specific examples, it will be understood that the invention is not limited to those examples. Various alterations, modifications, and/or additions may be introduced into the constructions and arrangements described above without departing from the ambit of the present invention set forth in the claims.
Fig.1. Exhaust gas during a cold start and warm-up phase of an engine 0°C From (Influence of modern diesel cold start systems on the cold start, warm-up and emissions of diesel engines, Dr.-Ing. Bernd Last, DipI.-Ing. Hans Houben, DipI.-Ing. (BA) Marc Rottner, Dipi-Ing. Ingo Stotz, Beru AG, Ludwigsburg, BERU AG) Mörikestrasse 155, 71636 Ludwigsburg, Germany http;//www.beru.com/download/produkte/fachvortrag_influence_en.pdf (4 r Ce)
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB1117779.7A GB2495549A (en) | 2011-10-14 | 2011-10-14 | Method of starting a compression ignition engine |
| PCT/GB2012/052504 WO2013054105A2 (en) | 2011-10-14 | 2012-10-10 | Combustion method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB1117779.7A GB2495549A (en) | 2011-10-14 | 2011-10-14 | Method of starting a compression ignition engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB201117779D0 GB201117779D0 (en) | 2011-11-30 |
| GB2495549A true GB2495549A (en) | 2013-04-17 |
Family
ID=45219732
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB1117779.7A Withdrawn GB2495549A (en) | 2011-10-14 | 2011-10-14 | Method of starting a compression ignition engine |
Country Status (2)
| Country | Link |
|---|---|
| GB (1) | GB2495549A (en) |
| WO (1) | WO2013054105A2 (en) |
Citations (7)
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|---|---|---|---|---|
| JPH05126019A (en) * | 1991-10-30 | 1993-05-21 | Tonen Corp | Alcohol engine starting property improving device and starting property improving method |
| CN2883692Y (en) * | 2006-03-14 | 2007-03-28 | 郑国璋 | Low pollusion methyl alcohol engine |
| US20080127933A1 (en) * | 2006-12-01 | 2008-06-05 | Paul Blumberg | Multiple Combustion Mode Engine Using Direct Alcohol Injection |
| EP2194261A1 (en) * | 2008-12-02 | 2010-06-09 | Magneti Marelli Sistemas Automotivos Indústria e Comércio Ltda. | Fuel rail equipped with an axial heater device layout for engine cold start operation with ethanol |
| JP2010265774A (en) * | 2009-05-12 | 2010-11-25 | Nippon Soken Inc | Starter and starting method for internal combustion engine |
| CN201902275U (en) * | 2010-12-11 | 2011-07-20 | 广东高奇能源工程有限公司 | Methanol fuel using device for motorcycle |
| CN201963449U (en) * | 2011-04-01 | 2011-09-07 | 山西华顿实业有限公司 | Auxiliary device for cold starting of methanol-fueled automobile |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE2115001A1 (en) | 1971-03-27 | 1972-09-28 | Daimler-Benz Ag, 7000 Stuttgart | Method for operating an air-compressing and self-igniting internal combustion engine for multi-fuel operation and an internal combustion engine operating according to this method |
| US4457763A (en) | 1983-11-07 | 1984-07-03 | Ethyl Corporation | Diesel fuel cetane improver |
| US4746326A (en) | 1985-11-15 | 1988-05-24 | Mobil Oil Corporation | Cetane number of diesel fuel by incorporating polynitrate esters and stabilizers |
| US5117800A (en) | 1988-02-10 | 1992-06-02 | The Broken Hill Proprietary Company Limited | Oxygen enrichment of fuels |
| EP2103798A1 (en) | 2008-03-20 | 2009-09-23 | Aquafuel Research Limited | Combustion method and apparatus |
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2011
- 2011-10-14 GB GB1117779.7A patent/GB2495549A/en not_active Withdrawn
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2012
- 2012-10-10 WO PCT/GB2012/052504 patent/WO2013054105A2/en active Application Filing
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| JPH05126019A (en) * | 1991-10-30 | 1993-05-21 | Tonen Corp | Alcohol engine starting property improving device and starting property improving method |
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| JP2010265774A (en) * | 2009-05-12 | 2010-11-25 | Nippon Soken Inc | Starter and starting method for internal combustion engine |
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Also Published As
| Publication number | Publication date |
|---|---|
| WO2013054105A2 (en) | 2013-04-18 |
| GB201117779D0 (en) | 2011-11-30 |
| WO2013054105A9 (en) | 2013-07-18 |
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