IE930049A1 - Method and apparatus for preparing a water-in-fuel emulsion - Google Patents

Abstract

Method and apparatus for preparing a water-in-fuel emulsion for a Diesel engine, by injecting water in a predeterminedly dosed quantity into Diesel oil present under a middle pressure in a 5 swirl chamber (112) between a fuel injection pump (104) and a fuel injection nozzle (102) of a cylinder of the Diesel engine in a time interval between two injection periods of the injection nozzle (102), and by rotating the oil-water mixture in the swirl chamber and holding the oil-water mixture in 10 rotation during the injection period of the fuel injection of the fuel injection nozzle (102) by tangentially introducing Diesel oil fed from the fuel injection pump under high pressure into the swirl chamber, while supplying the rotating oil-watermixture under said high pressure into the fuel injection nozzle 15 (102). (Fig. 1)

Description

Abstract: Method and apparatus for preparing a water-in-fuel emulsion for a Diesel engine, by injecting water in a predeterminedly dosed quantity into Diesel oil present under a middle pressure in a swirl chamber (112) between a fuel injection pump (104) and a fuel injection nozzle (102) of a cylinder of the Diesel engine in a time interval between two injection periods of the injection nozzle (102), and by rotating the oil-water mixture in the swirl chamber and holding the oil-water mixture in rotation during the injection period of the fuel injection of the fuel injection nozzle (102) by tangentially introducing Diesel oil fed from the fuel injection pump under high pressure into the swirl chamber, while supplying the rotating oil-watermixture under said high pressure into the fuel injection nozzle (102). (Fig. 1) I RUE COPY i 93 fi AS °d relates to a method and an apparatus for foJ preparing a water-in-fuel emulsion preparing a water-in-fuel emulsion for injection into the cylinders of a Diesel engine.

It is known that by adding water to Diesel fuel the operating temperature of the motor can be lowered and the nitrogen monoxid portion and the soot portion in the exhaust gas can be reduced. However to achieve this, it is decisive that the Diesel fuel and the water are transfered to the form of an emulsion which is as homogeneous as possible and in which smallest water droplets are suspended in the combustion oil.

For preparing such an emulsion it is already known (EP 0 392 545 Al) to use a rotationally symmetric vortex chamber in the form of a hollow pear having a tangential inlet and a tapering axial outlet, the vortex chamber being surroundet by a ring channel into which an oil inlet opens in tangential direction and which in turn is connected to the vortex chamber via tangential inlet slots. The water is jetted by a water injection nozzle into the ring channel or the vortex chamber. The tapering outlet of the vortex chamber opens via a stepped enlargement into the suction chamber of a radial-flow pump comprising a radial-flow impeller in a pump chamber and an emulsion outlet passage extending in parallel with the axis of the impeller and directing the prepared emulsion to the injection pump and into a recycling inlet passage, which in turn is tangentially opening into the ring channel. It is reached by the recycling of the emulsion into the vortex chamber and by the sudden enlargment at the outlet of the vortex chamber and by the change of direction of the flow at the exit of the radial-flow impeller, that an emulsion with an average droplet size of 2 to 4 micron are formed, whereby a fine and homogeneous emulsion results being well suitable for the operation of Diesel engines. By using an electromagnetic water injection nozzle the water content of the emulsion can be controlled in dependence on the operating state of the Diesel engine. a certain OPEN TO PUBi.lP9^®ver'‘ 1° recYclin9 of the emulsion SECTION JNL No.

• ..A.L. 23 .OF ........ .. response time elapses before the water content of the emulsion is changed to a desired new value being adapted to a changed operating state of the Diesel engine. Further, the water content of the fuel may cause corrosion and wear in the injection pump in the course of time, thereby affecting a proper operation of the injection pump.

Therefore, it was proposed by DE 32 37 305 Al to inject the water into the Diesel fuel conduit between the fuel injection pump and the respective injection nozzle by using a seperate high pressure water injection pump.

It is an object of the present invention to provide for a method and an apparatus for preparing a water-in-fuel emulsion for use in a Diesel engine enabling a quick response to a change of the operation state of the engine with respect to the mixing ratio of water to Diesel fuel while assuring the formation of a homogeneous water-in-fuel emulsion and while reducing the technical resources for the construction of the emulsion formation apparatus.

According to the invention, there is provided a method of forming an water-in-oil emulsion at a Diesel engine, by: injecting water in a predeterminedly dosed quantity into Diesel oil present under a middle pressure in a swirl chamber between a fuel injection pump and a fuel injection nozzle of a cylinder of the Diesel engine in a time interval between two injection periods of the injection nozzle, and by rotating the oil-water mixture in the swirl chamber and holding the oilwater mixture in rotation during the injection period of the fuel injection of the fuel injection nozzle by tangentially introducing Diesel oil fed from the fuel injection pump under high pressure into the swirl chamber, while supplying the rotating oil-water-mixture under said high pressure into the fuel injection nozzle.

The present invention is further illustrated by the following description of a preferred embodiment shon in the drawings.

Fig. 1 is a schematic view showing the preferred embodiment of an emulsion fuel feeding apparatus.

Fig. 2 is a sectional view of the emulsion formation apparatus shown in Fig. 1.

Fig. 3 is a schematic sectional view of the metering unit shown in Fig. 1.

Fig. 4 is an explanatory wiew useful for explaining the operation of the metering unit shown in Fig. 1.

Fig. 5 is an explanatory view useful for explaining the operation of the metering unit snown in Fig. 1.

Fig. 1 is a schematic view of the emulsion feeding apparatus as a whole. In the prior art embodiment mentioned in the introduction part of the present specification, the emulsion formation apparatus is interposed between the fuel pump and the fuel injection pump, and one set of the emulsion formation apparatus feeds the fuel to all the cylinders. According to the invention, however, a plurality of emulsion formation apparatus 100 are interposed between the fuel injection pump and each of the fuel injection nozzles of the cylinders, each emulsion formation apparatus 100 being fitted individually to the fuel injection nozzle 102 of the respective cylinder.

In Fig. 1, reference numeral 10 represents the fuel injection pump and reference numeral 106 represents a metering unit for jetting water which will be later described. The emulsion formation apparatus 100 of this embodiment can be connected to the fuel inlet portion of the fuel injection nozzle 102 without modifying the ordinary fuel injection nozzle 102. As can be understood from Fig. 1, the emulsion formation apparatus 100 has the function of mixing the high pressure fuel supplied from the fuel injection pump 104 to the fuel injection nozzle 102 with high pressure water supplied from the metering unit 106, forming the emulsion of the fuel oil and water, and jetting it into the cylinder from the respective injection nozzle.

Fig. 2 is a longitudinal sectional view of the emulsion formation apparatus 100. The emulsion formation apparatus 100 includes a pressure-resistant housing 111 capable of withstanding the jetting pressure of the fuel, and an inlet chamber such as a swirl chamber 112 and corresponding to the inlet chamber 37 of the foregoing embodiment is defined inside the housing 111. The swirl chamber 112 has the shape of rotation symmetry and is shaped into a so-called pear shape having a tapered nozzle shape, the diameter of which decreases progressively from the upper portion through an increased diameter portion in this embodiment. A lower nozzle outlet 114 of the swirl chamber 112 opens via a sharp edge 114a into a threaded bore 113 of a diameter substantially exceeding that of nozzle outlet 114. The fuel inlet of the fuel injection nozzle 102 is rigidly screwed into the threaded bore, so that the emulsion fuel leaving the swirl chamber 112 is supplied into the injection nozzle 102. The swirl chamber 112 is surrounded near the increased diameter portion thereof by a ring channel 115. A passage 117 formed inside the housing 111 and connected to the fuel injection pump 104 is opening into ring channel 115 in tangential direction thereof. Three ports 116 evenly distributed around the circumference of swirl chamber 112 are open to the wall surface of the swirl chamber 112 in the tangential direction near the increased diameter portion of the swirl chamber 112. In a modified embodiment (not shown) the ring channel 115 may be omitted. In such an embodiment channel 117 would opening directly into the swirl chamber 112 approximately in tangential direction of the wall surface of the swirl chamber 112 via a sharp edge.

A nonreturn valve formed as a poppet valve 118 is normally biased in the valve closing direction by a spring 118a. The water injection port 120 is connected to the metering unit 106 through the water piping. When the pressure of water supplied from the metering unit 106 to the injection port 120 exceeds a predetermined value (e.g. 30 bars), the poppet valve 118 is pushed by the water pressure and opens the valve against the force of the spring 118a, so that water is jetted from the water injection port 120 into the swirl chamber 112. The poppet valve 118 has the valve body head shape such that water can be sprayed uniformly in an umbrella shape inside the swirl chamber 112.

In this embodiment, the water injection into the swirl chamber 112 is effected at an intermediate point between two successive high pressure fuel supply intervals and fuel injection intervals of the associated fuel injection nozzle 102 into the cylinder (at a point after 360° in terms of the crank angle after completion of the fuel injection in a four-cycle engine, for example) and at such a point at which the fuel pressure inside the swirl chamber 112 is dropped to e.g. 3 to 10 bar and the fuel injection nozzle 102 ist closed. The water is injected in a dosed quantity into swirl chamber 112 under a pressure of e.g. 35 bars. The pressure increase effected by the water injection into the swirl chamber 112 is too low to open the injection nozzle 112. Fuel displaced by the injected water is returned through the fuel supply line to the injection pump 104 through a relief valve thereof (not shown, but orderly present at the injection pump for pressure relief in the oil supply lines at the end of the injection intervals) and is collected in a special container (not shown). The amount of injected water being at least three times smaller than the amount of fuel present in the supply line and in the swirl chamber, no water can reach the injection pump.

When the fuel injection timing is reached after water is injected into the swirl chamber 112, high pressure fuel is supplied from the fuel injection pump 104 into the swirl chamber 112 and flows into the fuel injection nozzle 102 from the nozzle outlet 114 below the swirl chamber 112. Since this fuel is injected into the swirl chamber 112 from the tangential direction, the content of the swirl chamber 112 is caused during the high pressure fuel supply interval to rotate with high speed. The injection nozzle opens under the high fuel pressure and a strong vortex flow is created inside the swirl chamber 112 during the injection period of the injection nozzle when the emulsion flows out of the swirl chamber 112 into the open injection nozzle of fuel injection nozzle 102. During flowing out of the swirling emulsion the pressure in the flow decreases in the tapering portion of the swirl chamber 112. The pressure in the flow is than increasing again after the flow has passed the sharp shearing edge 114a due to the sudden enlargement of the flow cross-section in bore 113 at the entry into the injection nozzle. Due to these events, fine particulation of the water particles atomized in advance into the swirl chamber 112 and their uniform mixing with the fuel are effected. Accordingly, an uniform emulsion of the fuel oil and water is supplied from the nozzle outlet 104 into the fuel injection nozzle 102 and is injected into the respective cylinder from the nozzle of the fuel injection nozzle 102.

Further, since the water injection nozzle 118 is designed as a poppet valve having an enlarged valve disk, the valve 118 is sealed under the effect of the high fuel injection pressure, so that the return spring of the valve can be designed for a small spring force.

As resulting from the foregoing description of the operation of the emulsion formation apparatus 100, the content of the swirl chamber is driven for rotation by the tangentially entering pressure oil only during the high pressure oil supply intervals, controlled by the fuel injection pump, and rotates idle in the time interval between two successive high pressure oil supply intervalls under a substantial reduced middle pressure. The water is injected in each of these time intervals of reduced pressure, so that the water supply intervals and the oil supply intervals alternate with eachother. The water-in-oil emulsion is prepared by the injection of water into the swirl chamber and is finished in a vortex out flow created during the displacement into the injection nozzle by the high pressure oil supplied by the fuel injection pump. Further, other than in the prior art embodiment, no recirculation of the formed emulsion into the swirl chamber is required, enabling in principle to individually adjust the water content of the fuel injected into the cylinder in each of the injection periods for each cylinder.

Next, the metering unit 106 (see Fig. 1) for supplying high pressure water to the emulsion formation apparatus of each cylinder will be explained. As described above, the metering unit 106 receives the water charging quantity signal in accordance with the engine combustion state from the water charging judgement/regulation circuit 2 and supplies a predetermined quantity of water to the emulsion formation apparatus 100 of each cylinder at a predetermined timing.

In this embodiment, the metering unit 106 incorporates ΙΕ 930θ49 therein a high pressure water pump (not shown in the drawings) which is driven by the engine output shaft, sucks water from the water tank 108 and supplies it to each emulsion formation apparatus at a pressure of e.g. approximately 35 bars. The built-in high pressure water pump preferably has a capacity sufficiently greater than the maximum value of the water injection quantity (about three times the maximum charging quantity, for example), and excessive water is preferably returned into the water tank 108 from the high pressure water pump outlet through a recycling piping (not shown in the drawings).

Figs. 3 to 5 are schematic views showing the structure and operation principle of the metering unit 106.

As shown in Fig. 3, the metering unit 106 includes a 15 cylindrical outer housing 121, a sleeve (inner housing) 123 pressed into and fixed to this outer housing 121 and a rotor 125 rotating inside the sleeve 123. In the outer housing 121 are disposed a water inlet port 121a from the high pressure water pump and water discharge ports 121c, 12Id (the port positions for the 2-cylinder engine being shown in Figs 3 to 5) for the emulsion formation apparatus 100 for each cylinder. The sleeve 123 is provided with water inlet ports 123a, 123b communicating with water feed passage 121d defined between the sleeve 123 and the outer housing and with discharge ports 123c, 123d communicating with discharge ports 121c, 121d of the outer housing 127. The rotor 125 is provided with a bore 125a at its center and ports 125c, 125d communicating with this bore 125a in the radial direction. The port 125c alternately communicates with the ports 123a, 123c of the sleeve when the rotor 125 rotates while the port 125d communicates alternately with the ports 123b, 123d of the sleeve when the rotor 125 rotates.

The ports 123a, 123c, the ports 123b, 123d and the ports 125c, 125d of the rotor are disposed at positions which are mutually symmetric at 180°.

The rotor 125 is synchronously driven at a speed of 1/2 of the crank shaft by the engine crank shaft through a toothed belt, or the like.

A piston 127 and a movable stopper 129 are slidably disposed inside the bore 125a of the rotor 125, and the position of the movable stopper 129 in the axial direction can be adjusted from outside by rotating a cam 110. A stationary stopper 125e is formed at the end portion inside the bore 125a opposite to the movable stopper 129.

In this embodiment, when the rotor 125 is rotated, the port 125c of the rotor 125 alternately communicates with the ports 123a, 123c of the ports and the port 125d of the rotor alternately communicates with the ports 123b, 123d of the sleeve, so that the piston 127 reciprocates inside the bore 125a and alternately discharges high pressure water from the discharge ports 123c (121c) and 123d (121d).

Hereinafter, this function will be explained with reference to Figs. 4 and 5.

First of all, when the rotor 125 rotates and the port 125c communicates with the port 123a of the sleeve as shown in Fig. 4, water from the high pressure pump flows from the port 123a into bore 125a at the left side of the piston 127 in the drawing. Therefore, the piston 127 is pushed to the right in the drawing. Under this state, the port 125d existing on the right side of the piston 127 communicates with the discharge port 123d of the sleeve 123. Accordingly, when the piston 127 moves to the right, water inside the bore 125a on the right side of the piston 127 is pushed by the piston 117 from the port 123d and flows out. Water that flows out from the port 123d is supplied to one of the emulsion formation apparatus and the feed pressure of this water is substantially equal to the discharge pressure (approx. 35 bars) of the pressure of water acting on the left side of the piston 127, that is, the discharge pressure (approx. 35 bars) of the high pressure water pump. Discharge of water from the port 123d stops when the piston 127 moves to the right and strikes the stationary stopper 125e of the rotor 125. Next, when the rotor 125 further rotates and comes to the position shown in Fig. 13, the port 125d communicates with the inlet port 123b of the sleeve 123 and the port 125c communicates with the discharge port 123c. Accordingly, high pressure water flows to the right side of the piston 127 from the port 123b in the opposite way to Fig. 12 and pushes the piston 127 to the left. In consequence, water inside the bore 125a on the left side of the piston 117 is discharged from the port 123c into another emulsion formation apparatus. In this case, too, discharge of water from the port 123c stops when the piston 127 strikes the movable stopper 129.

In this way, the piston 127 reciprocates between the stationary stopper 125e and the movable stopper 129 and feeds water in a dosed quantity corresponding to its stroke into the emulsion formation apparatus of each cylinder.

As described above, the quantity of water (water charging quantity) supplied to each emulsion formation apparatus is determined by the stroke of reciprocation of the piston 127 of the metering unit 106, that is, the gap between the stationary stopper 125e and the movable stopper 129. In this embodiment, the position of the movable stopper 129 can be adjusted from outside by rotating the cam 110. Therefore, if a suitable actuator such as a stepper motor is disposed and the cam 110 is rotated to the water charging quantity set by the water charging quantity judgement/regulation circuit 2, it becomes possible to regulate the water quantity to be fed to the emulsion formation apparatus of each cylinder and to adjust the water content of the emulsion fuel in accordance with the combustion condition of the engine.

By the way, Figs. 4 and 5 show the cam position when the stroke is maximal (the maximum water charging quantity) and Fig. 3 shows the cam position when the stroke is zero (the stop of water charging).

Though Figs. 3 through 5 explain the metering unit for a two-cylinder engine, this metering unit can easily be adapted to 4-, 6-, 8- and 12-cylinder engines by changing the numbers of the ports of the rotor 125 and sleeve 113. In the case of the six-cylinder engine, for example, six ports are disposed at angles of 60° to the axis of rotation of the rotor. On the other hand, though an adjustment of the cam position of the metering unit by an electronically controlled stepper motor or other suitable actuater is preferred, it is also possible to control the cam position mechanically in accordance with the adjustment of the fuel injection pump 104 by coupling the cam to the adjusting rod of the fuel injection pump, as shown by the dashed line in Fig. 1.

In the embodiments above, the water charging timing to the emulsion formation apparatus of each cylinder is adjusted to a predetermined crank angle by synchroneously driving the rotor 125 from the crank shaft by the use of this metering unit. However, when the water content of the emulsion fuel is individually changed in accordance with the combustion state of each cylinder, water from the high pressure pump is individually fed to each emulsion formation apparatus (the swirl chamber 112 shown in Fig. 2) through a solenoid valve disposed for eaeh cylinder without using the metering unit. For example, it is possible to individually change the water content of the emulsion fuel to be fed to each cylinder by detecting the combustion pressure of each cylinder by a pressure sensor to determine the water charging quantity, sensing the water charging quantity signal to the solenoid controller, and regulating the opening/closing time controlled by this solenoid controller.

According to the emulsion fuel feeding apparatus of the present invention, an emulsion fuel having a suitable water content in accordance with the combustion condition of the engine can be fed to each cylinder. Therefore, the combustion temperature inside each cylinder can always be kept within a suitable range and emission quantities of NOx, HC, CO, etc, in the exhaust gas can effectively be reduced.

Claims (7)

Claims

1. A method of forming an water-in-oil emulsion at a Diesel engine, by injecting water in a predeterminedly dosed 5 quantity into Diesel oil present under a middle pressure in a swirl chamber (112) between a fuel injection pump (104) and a fuel injection nozzle (102) of a cylinder of the Diesel engine in a time interval between two injection periods of the injection nozzle (102); and rotating the oil-water mixture in 10 the swirl chamber and holding the oil-water mixture in rotation during the injection period of the fuel injection of the fuel injection nozzle (102) by tangentially introducing Diesel oil fed from the fuel injection pump under high pressure into the swirl chamber, while supplying the rotating oil-water-mixture 15 under said high pressure into the fuel injection nozzle (102).

2. A water-in-fuel emulsion formation apparatus, comprising a swirl chamber (112) having the shape of rotation symmetry and having an emulsion outlet passage (114) being connected to an inlet portion of a fuel injection nozzle (102) 20 of a cylinder of a Diesel engine; an oil inlet passage (117) being connected to an oil outlet of a fuel injection pump (104) of the Diesel engine opening into said swirl chamber in a tangential direction; a water jet nozzle (118, 118a) opening into said swirl chamber at an end of said swirl chamber 25 opposite to said injection nozzle (102) in an axial direction; and a metering unit (106) for supplying water to said water jet nozzle (118, 118a) in an interval between two injection periods of said injection nozzle (102).

3. A water-in-oil emulsion formation apparatus, wherein 30 the swirl chamber (112) tapers towards the emulsion outlet passage (114) and the emulsion outlet passage (114) is formed with a stepped enlargement (114a) at the outlet end of the swirl chamber (112).

4. A water-in-oil emulsion formation apparatus, wherein 35 said injection valve (118) is designed as a poppet valve.

5. A method according to claim 1 of forming a water-in-oil emulsion at a Diesel engine, substantially as hereinbefore described.

6. A water-in-oil emulsion at a Diesel engine, whenever obtained by a method claimed in claim 1 or 5.

7. A water-in-oil emulsion formation apparatus according to any one of claims 2-4, substantially as hereinbefore described with reference to and as illustrated in the accompanying drawings . F. R. KELLY & CO. AGENTS FOR THE APPLICANTS. 1 / 3