RU2581300C1 - Device for combustion of fluid fuel - Google Patents

Abstract

FIELD: power engineering.

SUBSTANCE: claimed device comprises elongated combustion compartment with sidewalls with outer and inner surfaces to define the radial periphery of combustion compartment with central axis extending from near end to far end toward the far end of said compartment in lengthwise direction. The far end is exposed to alloy fluid in and out of the combustion compartment means to create the airflow to flow from the near end to the far end of said compartment in direction parallel with the compartment central axis. Fuel nozzle for liquid fuel is meant for liquid fuel aeration inside said compartment. There is the means to feed liquid fuel to said fuel nozzle. Appropriate means develops pressure to be applied to liquid fuel fed by aforesaid device. Heat insulation ply arranged between the combustion compartment central axis and the compartment sidewalls decreasing the heat transfer in direction from the compartment central axis to side walls. Heat absorbing ply is arranged radially between the combustion compartment central axis and insulating ply to absorb the heat power developed inside the combustion compartment. Said heat is radiated in said compartment toward the central axis at heat equilibrium between said compartment and heat insulating ply. Liquid fuel feed device comprises the fuel circulating device with fuel tank, tank discharge pipe, tank inlet pipe, fluid recycling drive, pressure control valve of the latter and fuel feed device to increase the amount of fuel in said recycling device. Discharge or inlet pipe is communicated with the aeration nozzle of said combustion device to allow the recycling device to feed the preset amount of fuel thereto. Note here whatever excess fuel can be recycled into fuel tank.

EFFECT: higher quality of fuel combustion, reduced harmful emissions.

16 cl, 7 dwg

Description

FIELD OF THE INVENTION

BACKGROUND

Fire chambers are devices that are commonly used to create fire in order to heat products using various fuels, such as coal, wood, gas or oil. Thus, the firebox can be used to heat water to provide warm water or steam, which can be used for heating purposes and / or for generating electricity.

In recent years, there has been a continuous increase in the number of national and international regulatory documents that indicate how efficient fireboxes should be, as well as directives that limit the amount of pollutant emissions in order to improve air quality and limit the output of combustion gases the greenhouse effect. Moreover, one of the most significant problems associated with fuel furnaces is the efficiency of the furnace, especially if fuels that are characterized by a relatively low calorific value (calorific value) are used as fuel for the furnace, since low calorific value can reduce the purity of the combustion process.

An important issue related to furnaces is that in order to obtain efficient combustion, it is important that the fuel burns at a given temperature, which is optimal for a particular type of fuel. One of the factors that can lead to reduced purity of the combustion process is that the furnace chamber can be constructed in such a way that the temperature inside the chamber changes, that is, a certain area inside the chamber may have a lower temperature than other areas inside the chamber. This means that in the area of the furnace with a lower temperature, the combustion process is not as effective as in the other area of the chamber, which is most effective because it has the desired temperature.

The furnace is usually constructed in such a way that the walls of the furnace determine the combustion chamber. A common problem with combustion chambers is that the peripheral regions of the chamber, that is, regions close to the walls, are colder than the central region of the chamber. Cooler areas can result from a number of different reasons, such as poor wall insulation or the size of the flame inside the chamber relative to the size of the chamber itself. This can especially be the case when the furnace is a furnace for a fluid, where the fluid is a hydrocarbon-based fuel, both in liquid and in gaseous form. This means that the chamber can be filled with fuel vapors that are distributed inside the chamber, and the changing temperature inside the chamber means that some of the vapors can burn at a lower temperature than others, and thereby reduce the combustion efficiency, since not all of the molecules are fluid fuel burned completely. The changing temperature inside the chamber means that part of the hydrocarbons can escape the combustion chamber without being completely burnt, that is, partially burned, and the efficiency of the furnace can be reduced.

Reduced efficiency is especially evident when a hydrocarbon-based fuel can be part of a fuel mixture that can have a low calorie value, that is, when the fuel does not burn well. A low calorie fuel mixture may be waste that has a low calorie content and high water content, that is, up to 40%. A traditional firebox is not well equipped to burn such a fuel mixture, and attempting to burn this mixture will result in large quantities of ash and / or particles of nitrogen oxides.

US patent application 2005/0048426 A1 shows a gasified furnace using high-pressure swirling air. The inner surface of the combustion chamber is made of refractory material such as ceramic, so that heat conduction from the combustion chamber to the furnace body is prevented by isolating the outer part from the inside.

Thus, there is a need for a combustion device that has a uniform temperature and efficiently burns fuel oil, having relatively clean emissions, in which, inside the combustion chamber for a particular fluid fuel mixture, the optimum combustion temperature could essentially be maintained.

GENERAL DESCRIPTION

In accordance with the present invention, there is provided an apparatus for burning a fluid fuel comprising an elongated combustion compartment, comprising side walls having an outer surface and an inner surface defining a radial periphery of the combustion compartment having a central axis extending from a proximal end to a distal end of this compartment in in the longitudinal direction, the distal end being open, allowing fluid communication from the inside of the combustion chamber to the outside of this compartment, medium means for creating an air flow for providing air flow in the direction from the near end of the combustion compartment to the distal end in a direction parallel to the central axis of this compartment, a fuel nozzle for aeration of liquid fuel inside the combustion compartment, means for supplying fuel for supplying flowing fuel to the fuel nozzle, means for providing pressure for applying pressure to the flowing fuel supplied through the means for supplying fuel, a layer of thermal insulation located in the radial direction between the central axis of the combustion compartment and the side walls of the compartment, reducing heat transfer in the direction from the central axis of the combustion compartment to the side walls, the combustion device for fluid fuel further comprises a heat-absorbing layer located in the radial direction between the central axis of the combustion compartment and an insulating layer that makes it possible to absorb the thermal energy generated inside the combustion compartment and to radiate it back to the combustion compartment towards ntralnoy axis when the separation between the combustion and termopogloschayuschim layer reached thermal equilibrium.

By ensuring that the side walls of the combustion compartment are coated with both the absorbing layer and the insulating layer, thermal dissipation of heat from the inside of the compartment through the walls of the device is reduced. Thus, it is possible to ensure that the internal volume of the compartment for combustion and / or the combustion chamber has a uniformly distributed temperature, while the volume of the central region of the compartment has a thermal characteristic that is similar to those parts that are close to the side walls.

Further, the temperature-holding heat-absorbing layer is capable of heating to a temperature that is substantially equal to the temperature inside the combustion compartment during combustion / combustion. This means that the heat-absorbing material can be additionally used to emit heat from the absorbing material into the combustion compartment so that the temperature difference between the internal volume of the compartment and the absorbing layer is minimal. This ensures that the internal surface area of the compartment does not create “cold” or colder regions within the combustion compartment, thereby ensuring that the fuel burned inside the combustion compartment is burned at substantially the same temperature over the entire diameter of the cross section compartments for combustion.

The heat absorbing layer may be heated by heat generated within the combustion compartment. This means that when the volume of the combustion compartment reaches a temperature, the absorbent layer will heat up until it reaches essentially the same temperature as the combustion compartment, and the heat absorbing layer will radiate heat back to the combustion compartment. Thus, when the heat-absorbing material reaches a temperature that is close to or substantially the same as the temperature in the combustion compartment, there will be an equilibrium of the heat transfer between the heat-absorbing material and the combustion compartment, that is, when heat from the heat-absorbing layer is radiated into a combustion compartment, a combustion compartment will transfer thermal energy back to the absorption layer so that this heat absorbing layer maintains its temperature.

The uniform temperature inside the compartment in combination with the aeration nozzle ensures that the vast majority of the fuel particles injected into the compartment are burnt at essentially the same temperature, thereby ensuring that when the temperature inside the compartment is a predetermined optimum temperature, none of the particles burns out only partially. This target temperature for a particular type of fuel can be around 1000 ° C, while the optimum temperature can vary anywhere between 600 and 1400 ° C or in accordance with the EU regulation directive of at least 800 ° C or higher, the optimal temperature for a particular type of fuel can be selected on the basis of the experimental trial and error method and measurement of the content of solid waste in the exhaust gases. If the temperature exceeds approximately 1150 ° C, then oxidation can begin to produce significantly more particles of nitrogen oxides, which are undesirable, while a temperature of 1150 ° C may be the upper limit for this device.

Thus, when the predetermined temperature inside the compartment for a particular type of fuel is about 1000 ° C, and the fuel inside the central region of the combustion compartment is oxidized at about 1000 ° C, the insulating material laid in the radial peripheral region of the compartment is at about the same temperature, ensuring that the entire volume from the central region to the peripheral region of the cross-sectional diameter of the compartment has substantially the same temperature.

The heat-absorbing layer of the insulating material can be heated to its temperature by the combustion process inside the combustion compartment, and thus the insulation temperature will not exceed the combustion temperature. However, during the combustion process, the insulating material will absorb heat from the combustion compartment until the maximum temperature is reached. When the maximum temperature is reached, the insulating material can give off radiant heat that comes from this insulating material to the combustion compartment.

The insulating material can maintain a temperature level that can be slightly lower than the temperature inside the combustion chamber, while this temperature can be approximately 0.01-5% lower, ensuring that there is a minimum temperature difference between any central region of the combustion chamber and internal the walls of the compartment.

The heat-absorbing layer can be made of a material that stores energy, so that the side walls of the compartment additionally provide heat to the sides of the compartment. The heat inside the compartment may be higher than necessary to obtain optimal combustion, so that it is ensured that the heat at the inner walls of the compartment is at least as high as necessary to obtain the optimum temperature.

Further, the device may further comprise a first layer of heat transfer reduction or thermally insulating material, which is located in a radially external position relative to the heat-absorbing material, that is, at the surface of the heat-absorbing material, being directed away from the combustion compartment. The heat transfer reduction layer ensures that the heat absorbed by the heat absorbing material will not be easily transferred in the direction from the combustion compartment, that is, this heat transfer reduction layer reduces heat transfer from the heat absorbing layer to the outside of the fuel burning device.

In the framework of the present invention, the meaning of the term “heat-absorbing layer” can be understood as a layer of a material that has high thermal conductivity or approximately between 1.2 and 3.05 W / m · K according to ASTM standard C 182 at 800 ° C, more preferably the thermal conductivity can be between 1.3 and 2.5 W / m · K according to ASTM standard C 182 at 800 ° C, and even more preferably between 1.5 and 2.4 W / m · K according to standard C 182 ASTM at 800 ° C.

In the framework of the present invention, the term "thermally insulating layer" can be understood as a layer of material that has a low thermal conductivity or approximately between 0.1 and 0.5 W / m · K according to ASTM standard C 182 at 800 ° C. More preferably, the thermal conductivity can be between 0.1 and 0.35 W / m · K according to ASTM standard C 182 at 800 ° C, and even more preferably between 0.15 and 0.24 W / m · K according to the standard C 182 ASTM at 800 ° C.

In the framework of the present invention, the meaning of the term "insulating material" can be understood as at least a single-layer heat-absorbing material and at least a single-layer heat-insulating material.

The fuel nozzle may be located close to the longitudinal axis or the central axis of the compartment, so that the distance from the side walls to the nozzle is substantially the same when measured in any direction.

This means that when the fuel is aerated inside the compartment, the flame will propagate substantially along the entire diameter of the cross section of the compartment, and the fuel can be oxidized at any radial distance from the nozzle. Fuel is injected into the compartment under pressure, ensuring that the fuel particles are evenly distributed in the radial and / or longitudinal direction from the nozzle. The fuel nozzle ensures that the fuel particles are mixed with the air supplied through the air inlet, so as to increase the surface area of the fuel when the fuel is injected into the compartment.

In an alternative embodiment, the furnace may be equipped with more than one fuel nozzle, that is, two, three, four or more nozzles, and the number of nozzles should be adjusted so that the distribution of aerated fuel inside the compartment is uniform so that the fuel could burn in any radial position inside the compartment without the risk that combustion will not be performed at the optimum temperature.

In order to ensure that the combustion process is performed after switching on at the same predetermined temperature, an ignition element for preheating the internal volume of the compartment can be used. This can be done to ensure that when the flow of fuel into the compartment has begun and fuel has started to burn, the temperature is as close to the set temperature as possible in order to ensure that combustion is as optimal as possible throughout the combustion process.

An air flow is provided inside the compartment, while the air flow can continue from the proximal end in the direction of the open end, and the air flow can be used to control the temperature inside the compartment along the air flow, and also to provide an oxygen source for the combustion process . The air can be preheated before it is fed into the compartments so that the air flow does not reduce the temperature inside the compartment. However, in order to reduce the temperature inside the compartment, air can be supplied to the compartment without preheating, and the relatively low temperature of the air can affect the temperature inside the compartment, which must be reduced.

Thus, having a uniform temperature inside the combustion chamber of a fluid fuel burning device, this device can burn as many hydrocarbons as possible, and thus reduce hydrocarbon pollution as much as possible. Such a device for burning fluid fuel can have clean combustion, while the fuel is essentially a hydrocarbon-based fuel, but this device does not reduce the amount of heavy metals, chlorine, sulfur, etc., and these elements can be reduced using additional methods purifications that may follow the combustion process.

In one embodiment of the invention, the device may be equipped with an ignition element for heating the internal volume of the compartment to a predetermined temperature and for igniting the aerated fluid fuel inside the combustion compartment.

In one embodiment, the outer surface of the combustion chamber may comprise a layer of heat transfer material. This material may be a metal, such as steel, with any heat that flows through the insulating material from the combustion chamber in the radial direction, can be radiated into the atmosphere.

In one embodiment of the invention, the pressure means may be configured to apply pressure in the range of 1-5 bar, or more preferably in the range of 1.1 and 3 bar, or, more preferably in the range of 1.5-2 bar. This means that the pressure at which the fuel is injected into the compartment through the nozzle is relatively low. This ensures that any fuel particles that are injected into the compartment do not fly at speeds that may exceed the time required to ignite the particles, that is, that the particles do not pass through the flame without being burned / oxidized.

In one embodiment of the invention in which the elongated combustion chamber may have an inner surface area having a first cross-sectional diameter and a second inner surface area having a second cross-sectional diameter, wherein the first cross-sectional diameter is smaller than the second cross-sectional diameter. This means that the compartment can be divided into two chambers, each of which is determined by the diameter of the cross section of the inner surface, while one of the chambers can be a combustion chamber, while the second chamber can be an exhaust chamber or vice versa. The division of the compartment into two chambers means that the pressure inside the compartment can be changed as the air flow passes from one chamber to another, since the volume either increases or decreases. This allows the gases to expand or contract, which can have a predominant effect on the extraction of energy from the gases in order to provide a heating means for the second substance, such as water or steam in the boiler. In accordance with the principles of thermodynamics, an expanding gas decreases its temperature, while the temperature of a gas that is compressed usually increases. This principle can be used to control the temperature of the exhaust gases.

In one embodiment, the transition from a first cross-sectional diameter to a second cross-sectional diameter may have a predetermined gradient in a direction that extends from the proximal end to the distal end. This means that this transition from the first diameter of the cross section to the second diameter of the cross section can be gradual, such that there are no surface areas inside the chamber that stop the air flow or its exit, as it would be if the transition between the diameters of the transverse sections would be sharp. The presence of a gradual transition can temporarily slow down the air flow or exit, since the gradient increases the distance that a single molecule must travel, so that the gradient will have an advantageous effect on the speed of the entire air flow. All of the air flow inside the compartment will accelerate when the air flow is directed through the reduced diameter, and will slow down when the air flow is directed through the increased diameter. If the gradient is too steep, that is, if the transition is performed at a short distance, such that its angle is> 45 °, this transition can cause turbulence in the air flow, which can reduce the efficiency of the combustion compartment.

The first and second diameters of the cross section can evenly extend along a predetermined length of the compartment. In this case, the first cross-sectional diameter may extend a length between 3 and 7 meters, and / or the second cross-sectional diameter may extend a length between 0.5 and 2 meters.

In one embodiment, the elongated combustion compartment may have a first straight circular cylindrical volume having a first cross-sectional diameter and a second straight circular cylindrical volume having a second first cross-sectional diameter that is smaller than the first cross-sectional diameter.

In one embodiment, the inner surface region of the proximal end section may include a fuel nozzle and an outlet for a fan, ensuring that supply air surrounds the fuel nozzle to supply oxygen in a direction parallel to the longitudinal axis of the compartment. This means that the air flow can be directed through the entire volume of the combustion compartment from the near end and towards the far end, and this allows the air flow to exit the compartment through the open distal end. Thus, the entire compartment can be used to burn fluid fuel, while the proximal part of the compartment is used to ignite and / or burn the fluid fuel, while the distal part can be used to burn and / or exhaust gases to the boiler or any another type of energy converter through the remote end.

In one embodiment of the invention, the means for supplying fuel may comprise a device for circulating fuel, the device comprising a fuel tank, an exhaust pipe from the fuel tank, an inlet pipe to the fuel tank, a drive device for circulating the fluid, a control valve for regulating the pressure inside the device for fuel circulation and fluid injection means for increasing the amount of fluid inside the fuel circulation device. This fuel circulation device circulates the combustion fuel from the fuel tank to the exhaust pipe, wherein the exhaust pipe can be connected to a drive device, such as a pump that pumps fuel from the exhaust pipe to the intake pipe, so that fuel can circulate from the fuel tank back to the fuel tank. The exhaust pipe or inlet pipe may be in fluid communication with the aeration nozzle of the fluid fuel combustion device in such a way that the circulation device can supply a certain amount of fuel to this device, but any excess fuel is recycled to the fuel tank.

The device of the present invention has a pressure providing means for applying pressure to the fuel for injection into the compartment through the nozzle. This pressure means may be located in fluid communication between the nozzle and the circulation device, so that the pressure inside the inlet and / or outlet pipe must exceed the pressure applied by the pressure means so that the fuel can begin to flow into the aeration nozzle. The pressure inside the circulation system can be adjusted using a regulator, while it closes in order to increase the pressure and opens in order to reduce the pressure inside the circulation device. Additionally, the pressure can be adjusted using a drive device, wherein increasing the flow can increase the pressure, and decreasing the flow can reduce the pressure. In another way, pressure can be influenced from within the circulation device by increasing the fluid content within the system by adding fluid using a fluid supply means.

In one embodiment of the invention, the device may further comprise oxygen measuring means located in the combustion compartment and / or pressure measuring means. These measuring instruments can be located near the open remote end of the combustion compartment. Oxygen and pressure measuring instruments, which may be located near the open remote end of the compartment, are used to measure the oxygen content and pressure of the exhaust gases. The measurements obtained can be used to control the pressure inside the circulation device so that any change in the oxygen content and / or pressure can be used to increase or decrease the pressure inside the circulation device by controlling the control valve and / or fluid inlet. Thus, these measurements can be used to control the flow of fluid fuel into the aeration nozzle when pressure changes inside the circulation device, that is, when the oxygen level in the exhaust gases drops, the pressure level in the circulation device can be lowered to reduce the flow fuel to the nozzle and vice versa.

In one embodiment of the invention, the pressure and / or oxygen measuring means may have at least a control valve control.

In one embodiment of the invention, the pressure and / or oxygen measuring means can control the amount of air supplied by the air supply means.

In one embodiment of the invention, the circulation device may be a closed circulation system. This means that when this circulation device is operating and all the valves and inlets are closed, fuel can exit this circulation device using only the fuel supply device. This means that when the system is closed, the internal volume of the circulation device is constant.

In one embodiment of the invention, this circulation system may be equipped with a heat exchanger, which can be used to heat, maintain temperature or cool the flowing fuel while it is circulating. A heat exchanger can be used to control the viscosity of a flowing fuel, especially when the flowing fuel is in a liquid state, and the viscosity of the liquid can affect the flow rate inside the circulation device and, moreover, the flow rate in the aeration nozzle. In addition, a heat exchanger can be used to establish the optimum temperature of the flowing fuel, while the temperature of the flowing fuel can affect how flammable the fuel can be when it is injected into the combustion compartment.

In one embodiment of the invention, the fuel inlet may comprise water supply means for supplying liquid water to the fuel circulation device. Liquid water can be used to increase the pressure inside the circulation device by increasing the number of fluids inside the enclosed space. In addition, liquid water can be used to change the viscosity of a fluid fuel, especially when the fluid is a liquid. When water is introduced into the circulation device, this water can additionally function as a lubricant for pipelines inside the circulation system, that is, the water forms a film on the inner surfaces of the pipelines and facilitates the movement of fuel through the pipelines of the circulation device.

In one embodiment, water may be introduced into the fuel supply means. By introducing water into the fuel supply means, it is possible to increase the water content in the fuel in order to control the temperature inside the combustion chamber. The increase in water content ensures that the fuel burned inside the compartment is burned at a lower temperature than when the water content is lower, that is, if the temperature inside the combustion compartment rises above a predetermined level, water can be supplied to the fuel supply means, so that water is introduced into the combustion chamber and limits the temperature inside the combustion chamber.

The invention further comprises a method for controlling a flow of a flowable fuel into a device for burning a flowable fuel, the method comprising the steps of: providing an elongated combustion chamber having a proximal closed end and a distant open end; providing air flow in the direction from the proximal closed end to the distal end; ensuring the flow of aerated fuel into the elongated combustion chamber; ignition of aerated fuel inside an elongated combustion chamber; measuring the oxygen content in the exhaust gases of the installation; regulating the air flow based on the oxygen content and / or pressure of the exhaust gases of the device; and regulating fuel flow based on the oxygen content and / or exhaust pressure of the device. This means that the exhaust gases have an entrance to the control of the fuel flow and / or air flow through this device, while the fuel combustion efficiency is “adapted” to regulate the air-fuel mixture. So, when the exhaust gases have too low an oxygen content, this indicates that the fuel may not be burned with the optimal air-fuel mixture, and that the fuel flow may be reduced and / or the air flow may be increased. This regulation optimizes the mixture and ensures that the fuel will be burned optimally so that the exhaust gases contain the optimum amount of hydrocarbons that are present in the fluid fuel.

In one embodiment of the invention, the air flow may be increased if the oxygen content falls below a first predetermined percentage of oxygen. When the oxygen content drops, this may indicate that oxygen is being consumed at a too high rate during the combustion process, that is, the combustion efficiency is too low, and by increasing the air flow, the oxygen supply for combustion is brought to a higher level. In addition, in the above-described situation, the device can alternatively be instructed to reduce the fuel flow so that the fuel supply to the air flow drops and the air-fuel mixture is adjusted to the optimum level.

In one embodiment, the fuel flow may be increased if the oxygen content exceeds a second predetermined level of oxygen percentage. If the oxygen content exceeds a specific predetermined level of the percentage of oxygen, this indicates that with the current supply of the air flow not enough fuel is burned, that is, the combustion does not use as much oxygen as possible in this device. Thus, by increasing the flow of fuel by supplying fuel to the air-fuel mixture, combustion can be made more efficient. In addition, in the above situation, the device may alternatively be instructed to reduce the air flow so that the air supply to the fuel flow drops and the air-fuel mixture is adjusted to the optimum level.

In one embodiment of the invention, the method may further include the step of measuring exhaust gas pressure for the installation.

In one embodiment of the invention, the air flow may be reduced if the exhaust gas pressure exceeds a first predetermined pressure level.

In one embodiment, the airflow may be increased if the exhaust gas pressure drops below a predetermined pressure level.

The air flow can be used to control the energy needed for the boiler, while the boiler can convert the heat leaving the device for burning fuel into secondary energy, such as boiling water, that is, if the pressure inside the boiler drops, the air flow can be increased in order to increase the energy production of the fuel burning device, that is, the air flow can be considered as a “gas pedal” that controls the energy output of the fuel burning device. Once the pressure inside the boiler increases, the air flow can be reduced so that the pressure of the boiler decreases. In accordance with the present invention, other types of energy converters can be used in order to convert thermal energy from this device for burning fuel into another type of energy.

BRIEF DESCRIPTION OF THE DRAWINGS

Below the invention is explained in detail with reference to the drawings, in which:

FIG. 1 is a sectional view of a fluid fuel combustion apparatus in accordance with the invention;

FIG. 2 is a schematic view of a device for burning fluid fuel in accordance with the invention, wherein the device comprises a device for circulating fuel;

FIG. 3 shows a schematic diagram of a water vapor shift reaction process;

FIG. 4 shows a cross-sectional view of a fluid fuel combustion device 1 made along axis IV-IV of FIG. 1 and

FIG. 5a-c show temperature graphs of the side walls of a device according to the invention.

DETAILED DESCRIPTION OF THE DRAWINGS

FIG. 1 shows a side sectional view of a fluid fuel combustion device 1 in accordance with the invention. The device 1 has a compartment 2 for combustion, while compartment 2 is used to burn fluid fuel. The combustion compartment 2 can be divided into a combustion / combustion chamber 3, where the actual combustion of the fuel takes place, and an exhaust chamber 5, which allows the exhaust gases resulting from the combustion to leave the device 1. The combustion chamber 3 can have a first cross-sectional diameter, which larger than the second cross-sectional diameter of the exhaust chamber 5, while the transition from the first cross-sectional diameter to the second cross-sectional diameter in the transition chamber (in the transitional volume) 4 is gradual.

The combustion chamber has a proximal end 6 and a distal end 7, where the proximal end 6 has a closed end 8, and where the distal end 7 has an open end 9. In the meaning related to the present invention, the terms “closed” and “open” as applied to the ends of the compartment for combustion means that the contents inside the combustion compartment 2 cannot exit the closed end, and it is assumed that the contents can accordingly exit the open end. The above terminology does not exclude that extraneous elements such as air, fuel, catalyst, etc. can be introduced into the chamber through the open and / or closed ends. - as fuel in the combustion process or in order to improve this combustion process.

The side walls of the combustion compartment 2 may be lined with a first insulating material 10 and / or a second insulating material 11, where the insulating material 10, 11 ensures that minimal heat loss occurs through the side walls 12. The first insulating material is a heat absorbing material 10, and the second insulating material 11 is a heat insulating layer. In addition, the closed proximal end 8 of compartment 2 may be equipped with one or more layers of insulating material, such as a first layer 13, and / or a second layer 14, and / or a third layer 15, where the layer (s) ensures that heat loss through the closed proximal end 8 has been minimized, wherein the first layer may be a heat-absorbing layer 13, while the second 14 and third 15 may be heat-insulating layers. Thus, by insulating the side walls and the closed proximal end 8, the heat generated inside the combustion compartment can practically exit the combustion compartment through the open end 9 of this compartment, and the heat generated inside the compartment 2 can be used to power the transmission unit energy (not shown) such as a water boiler or the like. Since the side walls 12 of the combustion chamber are lined with heat-absorbing material 10 and heat-insulating material 11, some heat loss will take place through these side walls, and this heat loss is shown as an example in FIG. 5a-5c.

The closed proximal end 8 of compartment 2 is equipped with an air inlet 16 and a fuel nozzle 17, while the fuel nozzle injects and sprays the fluid fuel 18 into the internal volume of the combustion chamber 3 and thereby aerates the fuel inside the combustion chamber 3. The fuel nozzle is in fluid communication with the fuel reservoir 23 (not shown), which can then be connected to a pressure providing means (not shown) that ensures that the fuel is introduced into the chamber under pressure. The air inlet 16 delivers an air stream into the combustion chamber such that air 19 flows from the closed proximal end 8 towards the open distal end 9. The air flow in this exemplary combustion chamber 2 means that air 19 flows inside the first diameter the cross section of the combustion chamber 3 in the direction of the arrows A, and where the air in the transition chamber 4 tapers in the direction of the arrows B, until it leaves this compartment under higher pressure due to air compression in this transition chamber D - through the discharge chamber 5 in the direction of arrow C.

First, when the combustion device is turned on, the combustion compartment 2 is heated to a predetermined temperature in order to ensure that the initial combustion of the fuel occurs at the optimum temperature, which ensures the best possible burning, that is, when the fuel 18 is injected through the aeration nozzle 17 into the combustion chamber 3, most, if not all, of the hydrocarbons of the fuel fuel will burn. The heating of this compartment can be performed in various ways, while one of the methods of heating the compartment 2 is to ignite the ignition element 20, which may have a dual purpose, namely, that the ignition element 20 is configured to ignite the fuel injected into the compartment 2 and made with the possibility of heating the inside of the compartment for combustion to the initial ignition of the fuel.

The combustion compartment 2 can be defined by an outer skin 21 of steel or another type of metal, which forms the basis for laying the insulating material 10, 11 in the form of an absorbing layer and an insulating layer, while the insulating material can be located on the inner surface of the outer skin 21 and / or on the outer surface of this outer skin 21. The inner insulating material 10 may be a layer of heat-absorbing material that absorbs heat generated as a result of oxidation inside the combustion chamber, while the outer the insulating material 11 may be a layer with reduced heat transfer (insulation), which ensures that most of the heat from the absorbing material and from the combustion chamber is retained inside the outer skin 21. The outer skin 21 can additionally be equipped with support rings 22 that surround the outer skin 21 in radius, that is, in this case, the support rings 22 or support ties have an inner diameter that is substantially equal to the outer diameter of the outer skin 21. These support rings 22 enhance the structural integrity of the outer s skin 21 in the radial direction, so that no change of pressure inside the compartment 2, or similar stress / strain does not deform the outer casing 21, pressing or extruding it in the radial direction.

The heat absorption layer may be made of a material such as Alobrick TE200A, andalusite stone or cordun, which has a high thermal conductivity or approximately 1.6 W / m · K according to ASTM standard C 182 at 1000 ° C, supplied by Refcon A / S, Transportbuen 11, 4700 Næstved, Denmark. The thermal insulating layer may be a material such as Isobrick FL139A, which is an insulating stone with low thermal conductivity, or approximately 0.19 W / m · K according to ASTM standard C 182 at 1000 ° C, supplied by Refcon A / S, Transportbuen 11 , 4700 Næstved, Denmark.

An alternative material for the thermal absorption layer may be a material such as Alocast H60 having a high thermal conductivity of 2.35 W / m · K at 800 ° C. An alternative material for the thermal absorption layer may be a material such as Alobrick TE600A having a high thermal conductivity of 2.90 W / m · K at 800 ° C., supplied by Refcon A / S, Transportbuen 11, 4700 Næstved, Denmark. An alternative material for the insulating layer may be Superwool 607 HT sheet having a density of 128 kg / m ³ , having a low thermal conductivity of about 0.23 W / m · K at 800 ° C., supplied by Thermal Ceramica, Tebay Road, Bromborough, Willal CH32 3PH, UK.

The proximal end 8 can be made of the following materials from the inside out, in a direction parallel to the central axis of the combustion chamber: The heat-absorbing layer is formed of Alocast H60 having a high thermal conductivity of 2.35 W / m · K at 800 ° C, the first heat-insulating the layer is formed of Hasle BHI 1200, having a low thermal conductivity of 0.26 W / m · K at 800 ° C, and the second heat-insulating layer is formed of Rockwooll Brandbatts, having a thermal conductivity in the range between 10 and 400 ° C of 0.034-0.116 W / m ·TO. Alocast H60 is supplied by Refcon A / S, Transportbuen 11, 4700 Næstved, Denmark; Hasle BHI 1200 is supplied by HASLE Refractories A / S, Almindingsvej 76, Dk-3700 Roenne, Denmark, and Rockwooll Brandbatts is supplied by Rockwooll A / S, Hovedgaden 501 , 2640 Hedenhusene, Denmark.

FIG. 2 shows a schematic diagram of a fluid fuel combustion system 100 having a circulation device 101 for supplying fuel to the furnace 1. Fluid fuel, as described with reference to FIG. 1, is injected into the combustion compartment 2 through an injection nozzle 17, while fluid fuel is burned in the combustion chamber 3, and exhaust gases exit the device through the exhaust chamber 4. The combustion chamber 3 is equipped with an air inlet 16 that is connected to a fan or compressor 24, which creates an air stream intended for introduction into the compartment 2 for combustion of the air stream in order to supply oxygen to the fire and to provide this air stream along the longitudinal axis of the device 1 - from the near end to the exit from the open the far end 9 of the compartment 2 for combustion.

The circulation device 101 may include a fuel tank 102 designed to contain the fluid fuel used to “feed” the fire inside the combustion device 1, the fuel tank having an inlet pipe 103 for introducing fluid into the tank and an exhaust pipe 104 for draining the fuel from fuel tank 102. The circulation device 101 may further comprise a drive device, such as a pump 105, which can be used to extract fluid fuel from the tank 102 and under This fuel is pressurized inside the circulating device 101. The pump 105 pumps fuel into the supply line 106, which can be connected to the fuel line 107, which introduces the fuel into the injection device or into the fuel input 23 of the combustion device 1, while the supply line 106 is additionally connected to the inlet pipe 103 of the fuel tank to allow fuel that is not injected into the fuel inlet 23 to be recycled to the fuel tank 102.

The fuel injection into the nozzle 17 can be accomplished by introducing into the system a means of providing pressure, such as a compressor 25, which provides a constant air pressure, while the pressure can be in the region between 0.1-2 bar, or preferably between 1.5 2 bars. This may mean that the flowing fuel supplied through the fuel line 107 to the fuel inlet 23 must exceed the pressure provided using the compressor 25, or approximately 1.5-2 bar. If the pressure in the fuel line 107 is lower than the pressure inside the fuel inlet, the fuel flow from the circulation device will stop, while if this pressure exceeds the pressure provided using the compressor 25, the fuel flow will resume. This means that if the compressor 25 provides a pressure at the fuel inlet that is approximately 1.5 bar, then for the fuel to flow into the nozzle, the pressure inside the circulation device must exceed the pressure at the fuel inlet.

When the fuel has passed the means 25 for providing pressure on the fuel inlet 23, the fuel under pressure created on the fuel inlet 23 is forcibly supplied to the nozzle 17, that is, if the circulation device has a pressure that exceeds the pressure on the fuel inlet 23, then the fuel can be injected into compartment 2 at the same pressure as created at the fuel inlet.

In the circulation device 101 between the pump 105 and the first pressure measuring means 108 may be disposed in order to control the pressure inside the circulation device 101 and in order to control the pressure level inside the circulation device 101 through the communication channel 111 between the first pressure measuring means 108 and the control valve 109, that is, if the pressure inside the circulation device 101 exceeds the pressure required to ensure the flow of fuel into the device 1, the control valve 109 may be open digging in order to lower the pressure and thereby the fuel flow. There may be the opposite case, when the pressure inside the circulation device 101 becomes less than that required to supply fuel to the device 1, then the first pressure measuring means 108 can ensure that the control valve 109 is closed in order to reach the pressure required to ensure the flow of fuel into the device 1.

The exhaust chamber 4 of the combustion compartment 2 may be equipped with an oxygen measuring means 26, which measures the oxygen content of the exhaust gases, a second pressure measuring means 27, which measures the pressure of the exhaust gases within the volume of the outlet chamber 4, and a temperature measuring means 28, which can measure the temperature inside the output chamber 4 and / or the combustion chamber. A temperature measuring means can be used to control the injection of water into the circulation system, so that water can be used to control the temperature inside the combustion chamber.

The oxygen measuring device 26 may have a communication channel 112 with an exhaust valve control 109, which is installed in the circulation device 101. The purpose of the communication channel 112 is to enable the oxygen measuring device 26 to provide a “control input” to control the pressure inside the circulation device 101. This means that the oxygen measuring means 26 may be suitably equipped to lower the pressure inside the circulation device 101 as soon as the oxygen level in the outlet chamber 4 drops by below a predetermined value, in order to reduce the flow of fuel in the fuel inlet 23 of the device 1. A drop in the oxygen level in the exhaust gases may indicate that either too little air is supplied to the fluid / air mixture inside the combustion chamber 3, or in the mixture fuel / air "too much fuel is provided inside the combustion chamber 3. A reduced fuel flow means that less fuel is burned inside the combustion chamber 3, and therefore, the oxygen level in the exhaust gases is increased. If the oxygen level in the exhaust gases increases above a predetermined level, the oxygen measuring means 26 can supply an input control signal to the circulation device configured to increase the pressure inside this device 101 and thereby increase the fuel flow in the fuel inlet 23. An increase in the oxygen level can indicate that the fuel / air mixture has too much air compared to the amount of fuel burned, and / or that there is too little fuel in the mixture compared to the fuel flow.

An alternative way to control the oxygen level may be to allow the oxygen measuring means 26 to control the amount of air flow supplied by the air fan or compressor 24 through the air inlet 16 to the combustion compartment 2. Thus, when the oxygen level falls below a certain level, the oxygen measuring means 26 can increase the air flow through the communication channel 113 to increase the amount of air in the fuel / air mixture inside the combustion chamber 3. The opposite can also be done when the oxygen level exceeds a predetermined level - the air flow can be reduced to reduce the amount of air in the fuel / air mixture.

The second pressure measuring means 27 can be used to control the pressure of the exhaust gases, so that if this pressure exceeds a predetermined level, the pressure measuring means 27 can control an air fan or compressor 24 through the communication channel 113, while the air flow to the compartment 2 can be reduced, in order to reduce the amount of fuel burned and to reduce the pressure pumped by an air fan or compressor 24. The opposite may occur - when the pressure drop below a predetermined level, you can give a command air fan / compressor 24 to increase air flow into the compartment 2 and thereby to increase the pressure inside the compartment 2.

Changes in the air flow inside compartment 2 caused by the air fan / compressor can be adjusted by the oxygen measuring means so that any change in the air flow is compensated by the supply of fuel to the combustion chamber 3 due to a change in the oxygen level measured by the oxygen measuring means 26, s in order to maintain an optimal fuel / air mixture as previously described.

The oxygen measuring means 26 and the pressure measuring means 27 can therefore form an auto-adjustable mechanism between the air flow and the fuel flow to the combustion compartment 2, so that any changes in pressure and / or oxygen content are automatically controlled by means of measuring means 26, 27 through channels 112, 113 to a fan / compressor 24, as well as to a control valve 109 and a fuel supply valve 110.

FIG. 3 shows a schematic diagram of a water vapor shift reaction process that can be performed inside the combustion device 201 in accordance with the present invention. In FIG. 3a, a drop of fuel 202, which is hydrocarbon fuel and water, is supplied to the fuel nozzle 203. The fuel nozzle 203 is located at the proximal end 204 of the combustion chamber 205, while the inner wall 206 of the combustion chamber 205 is made of heat absorbing material, so that heat 207 can radiated from the inner surface 208 of the inner wall 206.

The fuel nozzle 203 is located in the hole 209 at the distal end 204 of the combustion chamber 205, while air is supplied to the combustion chamber 205 in parallel with the fuel nozzle 203 from the air source 210. In addition, there may be ignition means 211 adjacent to this opening to, if necessary, ignite the fuel inside the combustion chamber 205.

When a fuel droplet 202 has entered the fuel nozzle 203, this fuel droplet 202 becomes aerated, with one fuel droplet 202 being broken into smaller particles 212. These smaller droplets 212 contain an organic portion 214 (hydrocarbon droplet) having the largest water particles 213 (H ₂ O) suspended inside the organic portion 214.

FIG. 3b shows that when the fuel particles entered the combustion chamber 205, and when the combustion chamber reached a high temperature, heat 207 that comes from the inner surface 208 and the internal volume of the combustion chamber 205 quickly heats the fuel particles 212. The rapidly heated fuel particles 212 cause an explosive expansion of water particles 213 from a liquid state to a gaseous state, which can be seen in FIG. 3c, while the multiplicity of volumetric expansion of water is approximately 1700.

Explosive expansion of water particles 215 causes the organic material to break into a number of largest organic particles 215, which are radially discarded from the center of expansion 215, causing organic material 216 to disperse inside the combustion chamber 205.

When organic material 216 was scattered inside the combustion chamber 205, the surface area of this organic material increased significantly compared to one drop of organic material, that is, when one large drop was scattered into smaller particles, the total surface area of the organic material increased significantly. As shown in FIG. 3d, one organic particle 216, which was previously part of the larger fuel particle 212, begins to evaporate over the surface area, creating a strong contraction condition for the subsequent water shift reaction, as shown by arrows 217, and the organic particle that contains carbon can be easily oxidized ( burnt), while the oxidized particle releases energy in the form of heat.

A simplified chemical reaction for the first part of a water gas / water shift synthesis reaction is as follows:

C + H ₂ O → CO + H ₂ ,

where the carbon atom and the water particle are supplied by the fuel particle 212 shown in FIG. 3.

The second part of the water gas synthesis / water shift reaction is as follows:

СО + Н ₂ + О ₂ → Н ₂ О + СО ₂ ,

where carbon oxidation releases energy in the form of heat, and the whole reaction is exothermic.

Thus, using the water-gas shift reaction inside the fuel combustion device, it is possible to separate water molecules from organic molecules in order to obtain effective oxidation of the fuel, especially when the water content in the fuel is high, as in the case of a fuel mixture having a low calorie content like waste.

FIG. 4 shows a cross-sectional view of a fluid fuel combustion device 1 made along axis IV-IV of FIG. 1, while the central axis of the device 1 is perpendicular to axis IV-IV. In this view, the combustion compartment 2 is surrounded by a heat-absorbing layer 10, which is configured to absorb the thermal energy generated within the combustion compartment 2, where fluid fuel is burned. This heat-absorbing layer 10 is further surrounded by a heat-insulating layer 11, which abuts against the heat-absorbing layer, providing a reduced transfer of heat energy in the heat-absorbing layer 10 and / or in the combustion compartment 2 in a direction from the central axis of the combustion compartment 2 towards the outside of the device, as shown by arrow D. The thermally insulating layer 11 is surrounded by a side wall 21 of the device 1, which can be considered as the outer shell of this device.

During operation of the device 1 for burning fluid fuel, fuel is injected into the combustion chamber 3 through the aeration nozzle 17. The fuel is ignited when it comes into contact with previously ignited fuel, or when the initial ignition is performed by means of the ignition element 20. When you turn on the device 1, the temperature T _{1 of the} ignited fuel will first be significantly higher than the temperature T _{2 of the} heat-absorbing layer 10, that is, T ₁ >> T ₂ . Thus, at the initial stage of operation of the device 1, heat from the combustion chamber will be absorbed in the heat-absorbing layer 10. The heat energy absorbed in the heat-absorbing layer 10 raises the temperature T _{2 of the} heat-absorbing layer 10 to the point at which thermal equilibrium is reached, while the temperature inside the chamber 3 combustion is essentially equal to the temperature of the heat-absorbing layer 10, T ₁ = T ₂ . The heat-insulating layer 11 ensures that the thermal energy absorbed inside the heat-absorbing layer 10 is stored inside this heat-absorbing layer 10, and reduces heat transfer from the heat-absorbing layer 10 in the direction from the central axis of the device 1 towards the outer part of this device.

When thermal equilibrium is achieved between the combustion chamber 3 and the heat-absorbing layer 10, the thermal energy inside the combustion chamber and in the heat-absorbing layer is substantially evenly distributed, while the energy inside the heat-absorbing layer will be radiated into the combustion chamber and vice versa, in order to maintain thermal equilibrium between these two bodies (combustion chamber 3 and heat-absorbing layer 10).

Due to the fact that the heat-insulating layer 11 has a predetermined heat conductivity, the thermal energy inside the heat-absorbing layer 10 will be transferred to the heat-insulating layer, which will reduce the energy absorbed in the heat-absorbing layer 10. However, since the heat conductivity between the heat-absorbing layer 10 and the heat-insulating layer 11 is constant, then thermal dissipation between the two layers is predictable, and an example of thermal conductivity between the two layers can be seen in FIG. 5a.

When thermal equilibrium is reached between the heat-absorbing layer 10 and the combustion chamber 3, and the heat-absorbing layer radiates thermal energy to the chamber 3 and also absorbs thermal energy from the combustion chamber 3, it is ensured that there are no cold zones inside the combustion chamber, and especially in areas that are in close proximity to the inner surface of the absorbing layer. Thus, the fuel supplied to the combustion chamber 3 will burn inside the combustion chamber at a temperature of essentially the same level, regardless of its radial position inside the chamber. Thus, the aerated fuel particles supplied to the chamber 3 everywhere inside the combustion chamber will burn at the same speed and at the same pace. Thus, it is ensured that if any particles are launched into the chamber in the direction of the inner surface of the absorbing layer, then the surface area of this absorbing layer will be at almost the same temperature as the temperature inside the central region of the chamber, and this ensures that all particles everywhere will be burned to the same degree, and a "clean" combustion process is provided inside the chamber 3.

If the inner wall of the combustion chamber were made of refractory material or thermally insulating material, rather than heat-absorbing material such as that shown in prior art devices, the temperature of the internal surface of the combustion chamber would be lower than the temperature inside the combustion chamber, and essentially no thermal energy would not be emitted back into the combustion chamber. Thus, particles that catch fire near the inner walls of a refractory or insulating material would be burnt / burned at a lower temperature than in the central region of the combustion chamber, and such combustion would leave unburned hydrocarbons, leading to an “unclean” combustion exit.

In one example of a device in accordance with the present invention, the outer diameter of the side walls 21 of the device 1 may be 2200 mm, with the side wall 21 having a thickness of 5 mm, and the insulating layer 11 having a thickness of 114 mm, and the absorbing layer 10 having a thickness of 114 mm, so that the internal diameter of the combustion chamber 3 is approximately 1744 mm. The length of the combustion chamber (parallel to the central axis) can be approximately 4500 mm, the support rings 22 (see Fig. 1) are approximately 500 mm apart and 12 mm wide and 60 mm high, which leads to an outer diameter on the support rings 2320 mm.

FIG. 5a-c show temperature plots in which the vertical axis shows the temperature and the horizontal axis shows the thickness of the material. The graphs represent temperature measurements of examples of at least one heat-absorbing layer and one heat-insulating layer, ordered in accordance with the invention, in a controlled environment. The temperature measurements were carried out in a substantially stable thermal state, while the measured temperature inside the combustion chamber was 1100 ° C, and the heat-absorbing layer and the heat-insulating layer reached their stable temperature state. Temperature plots representing the multilayer structure of the walls of the device 1 for burning liquid fuel are presented from left to right, and show a multilayer structure in the direction from the central axis to the outside. That is, the leftmost layer on the graph is the innermost layer of device 1, and the layer on the rightmost graph is the outermost layer of device 1.

FIG. 5a shows a first example of a heat-absorbing layer, a heat-insulating layer and a steel side wall, these layers surrounding the combustion chamber 3, as shown in FIG. 1 and FIG. 4. This example shows the heat-absorbing layer 51 of Refcon-Alobrick TE 200A, which has 114 mm, the heat-insulating layer of Refcon-Isobrick FL 139A, which has 114 mm, and the outer steel wall 53 of ST 37, which has 5 mm constituting the outer device design. In this example, the measured temperature of the innermost surface of the heat-absorbing layer 51 was 1100 ° C, which corresponds to the temperature inside the combustion chamber. In the section between the absorbing layer 51 and the insulating layer 52, the temperature drops to 1009 ° C, which represents a decrease in the thickness of the absorbing layer 51 of approximately 91 degrees. In the section between the insulating layer 52 and the outer steel wall 53, the measured temperature is 83 ° C, which represents a decrease in thickness of the insulating layer 52 of 926 ° C. On the outer surface of the outer steel wall 53, the measured temperature is 83 ° C, which means that the temperature drop across the thickness of the outer steel wall 53 is negligible.

FIG. 5b shows a second example of a heat-absorbing layer 54, a heat-insulating layer 55 and a steel wall 56, these layers being an example of a multilayer construction of a transition chamber 4 having a conical shape, as shown in FIG. 1. This example shows the heat-absorbing layer 54 of Refcon-Alocast H60, which has 100 mm, the heat-insulating layer 55 of Refcon-Superwool 607 HT, which has 50 mm, and the outer steel wall 556 of ST 37, which has 5 mm constituting the outer device design. In this example, the measured temperature of the innermost surface of the absorbent layer 54 was 1100 ° C, which corresponds to the temperature inside the combustion chamber. In the section between the absorbent layer 54 and the insulating layer 55, the temperature drops to 955 ° C, which represents a decrease in the thickness of the absorbent layer 54 by approximately 145 degrees. In the section between the insulating layer 55 and the outer steel wall 56, the measured temperature is 129 ° C, which represents a temperature drop across the thickness of the insulating layer 56 to 826 ° C. On the outer surface of the outer steel wall 56, the measured temperature is 129 ° C, which means that the temperature drop across the thickness of the outer steel wall 56 is negligible.

FIG. 5c shows a second example of a heat-absorbing layer 57, a first heat-insulating layer 58, a second heat-insulating layer 59 and a steel wall 60, these layers being an example of a multilayer construction of the closed proximal end 6 of the combustion chamber 3 of the transition chamber 4 having a conical shape, as shown in FIG. . 1. This example shows a heat-absorbing layer 57 of Refcon-Alocast H60, which has 230 mm, a first heat-insulating layer 58 of Refcon-BHI 1200, which has 110 mm, a second heat-insulating layer 59 of Refcon-Rockwool Brandbatts, which has 50 mm, and the outer steel wall 60 of ST 37, which has 5 mm constituting the external final structure of the device. In this example, the measured temperature of the innermost surface of the absorbent layer 57 was 1100 ° C, which corresponds to the temperature inside the combustion chamber. In the section between the absorbent layer 57 and the first insulating layer 58, the temperature drops to 963 ° C, which represents a decrease in thickness of the absorbent layer 57 of approximately 137 degrees. In the section between the first insulating layer 58 and the second insulating layer 59, the measured temperature is 560 ° C., which represents a temperature drop over the thickness of the second insulating layer 58 of 403 ° C. In the section between the second insulating layer 59 and the outer steel wall 60, the measured temperature is 75 ° C, which represents a temperature drop across the thickness of the second insulating layer 59 at 485 ° C. On the outer surface of the outer steel wall 60, the measured temperature is 75 ° C, which means that the temperature drop across the thickness of the outer steel wall 60 is negligible.

In the framework of the present invention, a “combustion compartment” and / or “combustion chamber” can be understood as a combustion compartment and / or a combustion chamber in which fuel can be burned, and the term “combustion” has the same meaning and functional meaning as the term "combustion" used in patent application EP No. 12162065.2.

In the framework of the present invention, the term "thermal energy" has the same meaning as the term "heat".

Claims (16)

1. A device for burning liquid fuel, comprising:
- an elongated combustion compartment comprising side walls having an outer surface and an inner surface defining a radial periphery of the combustion compartment having a central axis extending from the proximal end to the distal end of the compartment in the longitudinal direction, the distal end being open, providing communication fluid inside and out of the compartment;
- means for creating an air flow for providing air flow in a direction from the proximal end of the combustion compartment to the distal end in a direction parallel to the central axis of this compartment;
- a fuel nozzle for aeration of liquid fuel inside the compartment for combustion;
- means for supplying fuel for supplying liquid fuel to the fuel nozzle;
- pressure providing means for applying pressure to the liquid fuel supplied through the fuel supply means;
- a layer of thermal insulation located radially between the Central axis of the compartment for combustion and the side walls of the compartment, reducing heat transfer in the direction from the Central axis of the compartment for combustion to the side walls;
- a heat-absorbing layer located radially between the central axis of the combustion compartment and the insulating layer, which absorbs the thermal energy generated inside the combustion compartment and radiates it back to the combustion compartment towards the central axis when between the combustion compartment and the heat-absorbing layer is reached thermal balance; characterized in that the means for supplying liquid fuel contains a device for circulating fuel, this device contains a fuel tank, an exhaust pipe from the fuel tank, an inlet pipe to the fuel tank, a drive device for circulating liquid, a control valve for regulating the pressure inside the device for circulating fuel, and fluid inlet means for increasing the amount of fluid inside the fuel circulation device, wherein the exhaust pipe or inlet pipe is in fluid communication whose medium with the aeration nozzle of said fluid fuel burning device so that the circulating device can supply a certain amount of fuel to this device, while any excess fuel is recycled to the fuel tank. 2. The device according to claim 1, in which the means for providing pressure is configured to apply pressure in the range of 1-5 bar or, more preferably, in the range of 1.1 and 3 bar, or, more preferably, in the range of 1.5-2 bar. 3. The device according to any one of the preceding paragraphs, in which the elongated compartment for combustion has a region of the inner surface having a first cross-sectional diameter, and a second region of the inner surface having a second cross-sectional diameter, wherein the first cross-sectional diameter is less than the second cross-sectional diameter sections. 4. The device according to claim 1, in which the elongated compartment for combustion has a first straight circular cylindrical volume having a first cross-sectional diameter, and a second straight circular cylindrical volume having a second first cross-sectional diameter that is smaller than the first cross-sectional diameter. 5. The device according to claim 1, in which the inner end of the near end section of the combustion compartment contains a fuel nozzle and an outlet for a fan, ensuring that the supplied air surrounds the fuel nozzle for oxygen supply in a direction parallel to the longitudinal axis of the compartment. 6. The device according to claim 1, wherein the device comprises oxygen measuring means and / or pressure measuring means configured to measure oxygen and / or pressure in the exhaust gas of the device. 7. The device according to claim 6, in which the means for measuring oxygen and / or pressure has at least a control valve control element. 8. The device according to claim 6, in which the means for measuring oxygen and / or pressure controls the amount of air provided by the means for supplying air. 9. The device according to claim 1, wherein the fluid inlet comprises water inlet means for supplying liquid water to the closed device for circulating fuel. 10. The device according to claim 1, in which the layer of thermal absorption
represents a layer of material that has high thermal conductivity or approximately between 1.2 and 3.05 W / m · K according to ASTM standard C 182 at 800 ^° C, more precisely, thermal conductivity can be between 1.3 and 2, 5 W / m · K according to ASTM standard C 182 at 800 ^° С, and even more precisely between 1.5 and 2.4 W / m · K according to ASTM standard C 182 at 800 ^° С. 11. The device according to claim 1, in which the thermal insulation layer is a layer of material that has low thermal conductivity or approximately between 0.1 and 0.5 W / m · K according to ASTM standard C 182 at 800 ^° C, more precisely, thermal conductivity can be between 0.1 and 0.35 W / m · K according to ASTM standard C 182 at 800 ^° С, and even more precisely between 0.15 and 0.24 W / m · K according to C 182 standard ASTM at 800 ^° C. 12. A method of controlling the flow of liquid fuel into a device for burning liquid fuel, comprising the steps of:
- providing an elongated combustion chamber having a proximal closed end and a distant open end,
- providing air flow in the direction from the proximal closed end to the distant open end,
- providing a stream of aerated fuel inside the elongated compartment for combustion,
- ignition of aerated fuel inside the elongated compartment for combustion,
- measurement of the oxygen content in the exhaust gases of the device,
- airflow control based on content
oxygen and / or exhaust gas pressure,
- regulation of fuel flow based on oxygen content and / or exhaust gas pressure. 13. The method according to p. 12, in which the air flow is increased or decreased if the oxygen content, respectively, falls below the first predetermined level of the percentage of oxygen or exceeds it. 14. The method according to PP. 12, 13, wherein the method further includes the step of measuring the exhaust gas pressure of the installation. 15. The method according to p. 14, in which the air flow is reduced if the exhaust gas pressure exceeds the first predetermined pressure level. 16. The method according to p. 15, in which the air flow is increased if the exhaust gas pressure drops below a predetermined pressure level.

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