TWI655362B - Fuel and process for powering a compression ignition engine, use of the fuel, and power generation system using the fuel - Google Patents

Abstract

A method of launching a compression ignition engine using a primary fuel comprising methanol and water, comprising: fumigation of an intake stream with a fumigant comprising an ignition enhancer; introducing the fumigated intake air into a combustion chamber of the engine and compressing the intake Introducing the main fuel into the combustion chamber; and igniting the main fuel/air mixture to thereby drive the engine.

A fuel for use in the method, a two-part fuel for use in the method, and associated power generation systems are also provided.

Description

Fuel and method for launching a compression ignition engine, use of the fuel, and power generation system using the same Field of invention

The present invention relates to a fuel and method for launching a compression ignition type internal combustion engine.

The present application claims priority to the Australian patent applications AU 2010905226 and AU 2010905225. This application is also related to the publication of the international application entitled "Method for Launching a Compression Ignition Engine and Fuel of the Method", which is claimed by the same applicant on the same day. The patent specification of this related international application is incorporated herein by reference.

Background of the invention

Fuel substitutes for conventional fossil fuels are sought primarily driven by the need to combine low production costs with wide availability of "clean" emissions fuels. More attention should be paid to the impact of fuel emissions on the environment. Study focused on alternative fuel produced by the fuel combustion to reduce the particulate matter and the oxides amounts of fuel, and to reduce unburned fuel, and other products of the CO ₂ emissions and combustion of the fuel.

The intention to use environmentally friendly fuel compositions for transportation applications has been concentrated on ethanol. Biomaterials, such as organic plant matter, can be converted to ethanol, and the ethanol produced by this method has been used as a partial replacement for fuels for spark ignition engines. Although this reduces fuel dependence on non-renewable resources, it is caused by the use of these fuels in the engine as a whole. Environmental results have not materially improved, with cleaner combustion offset by continued fuel use in less efficient spark-ignition engines, and negative environmental impacts associated with fuel-generating energy, arable land, fertilizer and irrigation water Relevant use.

Other fuel substitutes used to completely or partially replace conventional fuels have not yet become widely used.

The main drawback of completely replacing conventional fuels with renewable replacement fuels, particularly for compression ignition engines (diesel fuels), is the problem associated with the perceived low cetane index of such fuels. The problem with these fuels is to achieve ignition in the manner required to operate the engine efficiently.

The Applicant has also recognized that in some remote locations or environments, water is a scarce resource in which power generation combined with the capture of water by-products and reuse in local communities (such as power generation via diesel engines) There will be demand. Furthermore, moving a large amount of energy via a liquid transport tube is a long-lived and cost effective technique for moving large amounts of energy over a long distance with minimal visual impact compared to overhead transmission lines.

The Applicant has also recognized the need to capture the heat generated in this industrial process and reuse it in local communities in certain locations. In some instances, this need is combined with the need to capture water for reuse, as described above.

In summary, there is a continuing need for alternative fuels for use in internal combustion engines. Fuels that reduce emissions are of interest, especially if there is no major negative impact on fuel efficiency and/or engine performance to obtain an improved emission curve. The ability to use inclusion is customarily considered inappropriate for use. There is also a need for a diesel engine that displaces fuel for the components of this application, and that allows the engine to operate with a compression ignition engine. Suitable for use in remote locations or in environmentally sensitive environments (such as in high latitude marine environments, particularly in port areas, as far as emissions are concerned) or other areas (such as remote dry but cold inland areas) There is an additional need to maximize the use of diesel engine fuels and engine operating methods that utilize all of the by-products of the engine operation, including, for example, heat and water by-products. These goals are best addressed by minimizing fuel efficiency and engine performance.

Summary of invention

According to the present invention, there is provided a method of launching a compression ignition engine using a primary fuel comprising methanol and water, comprising: fumigation of an intake stream with a fumigant comprising an ignition enhancer; introducing the fumigated intake air into the engine a combustion chamber and compressing the intake air; introducing the main fuel into the combustion chamber; and igniting the main fuel/air mixture to thereby drive the engine.

According to the present invention there is also provided a diesel engine fuel for use in a compression ignition engine, wherein a fumigant comprising an ignition enhancer is used to fumigate the intake air into the engine, the fuel comprising methanol, water and one or more selected from the group consisting of Additives of the following groups: ignition improver, fuel extender, combustion improver, oxygen absorption oil, lubricating additive, product coloring additive, flame color additive, anti-corrosion additive, sterilizing agent, freezing point depressant, sediment suppression Agents, denaturants, pH control agents, and mixtures thereof.

The present invention can produce simplified and lower fuels by accepting a blend of such components into the fuel in accordance with the methods described herein by eliminating the need to produce high purity components and by-product components. Manufacturing costs and reduced environmental impact. Cost and environmental benefits can also come from using the fuel in a cold climate because the freezing point of the fuel can easily meet any low temperature environment that may be encountered.

The exhaust gas produced from the combustion of the fuel may contain low impurities, making it very suitable for subsequent processing. As an example, CO ₂ can be converted back to methanol to directly reduce greenhouse gas CO ₂ , or high purity CO ₂ can be used for organic growth (such as algae) for a variety of end uses, including methanol production, use of energy sources (which Can include renewable sources, including the sun).

In some embodiments, water produced during combustion of the fuel can be recovered, which is a major advantage for remote areas where water is insufficient. In other examples, the heat generated in the operation of the diesel engine can be used for local area heating needs. Moreover, some specific examples provide a power generation system through operation of a diesel engine that can use water and/or heat output from the engine in a suitable manner.

According to one aspect, there is provided a method of supplying fuel to a compression ignition engine, the method comprising: - supplying a primary fuel composition comprising methanol and water to a first tank, wherein the tank is fluidly coupled to the compression ignition engine a combustion chamber; and - supplying a secondary fuel component comprising an ignition enhancer to the second tank, wherein the tank is fluidly coupled to the intake of the compression ignition engine.

According to another aspect, there is provided a power generation system comprising: using a methanol-water fuel to launch a compression ignition engine to generate electricity; Preheating the intake air of the compression ignition engine and/or fumigation of the intake flow with an ignition enhancer; treating engine exhaust to recover waste heat and/or water from the engine; and changing the heat and/or water path for Further use.

According to a further aspect, there is provided a method of transporting a two-part pre-fuel composition comprising methanol and ether, comprising transporting the pre-fuel from a first location to a second location remote from the first location, and separating ether and methanol A first fuel portion comprising methanol and a second fuel portion comprising ether are produced.

According to a further aspect, there is also provided a fuel composition comprising methanol and up to 10% by weight of ether.

Simple illustration

Specific examples of the present invention will now be described by way of example and with reference to the accompanying drawings, in which: FIG. 1 is a flow chart illustrating a method for launching a compression ignition engine according to a specific example of the present invention; The graph is a graph of three main fuel compositions (100% methanol, 70% methanol: 30% water, and 40% methanol: 60% water) with dimethyl ether (DME) to be fumigated into the engine ( The weight percent (as compared to the weight of the primary fuel) as an ignition enhancer is plotted against the temperature change of the compressed primary fuel/fumigant/air mixture. This figure is related to the lack of other ignition enhancement techniques; Figure 3A is a flow chart illustrating a method for launching a compression ignition engine and treating engine exhaust, wherein waste heat is used via a hot water circuit a separate heat source; Figure 3B is a flow chart similar to Figure 3A, but excluding the step of fumigation of the engine intake; Figure 4A is a more detailed view of the exhaust gas treatment in the flow charts of Figures 3A and 3B Figure 4B is similar to Figure 4A, but without the final waste air exchange condenser; Figure 5A is a flow chart illustrating a method for launching a compression ignition engine to drive a rail vehicle and process engine exhaust; 5B is a flow chart similar to FIG. 5A, but excluding the step of fumigation of the engine intake; FIG. 6A is a flow chart illustrating a method for launching a compression ignition engine to drive a marine vehicle and process engine exhaust Figure 6B is a flow chart similar to Figure 6A, but excluding the step of fumigation of the engine intake; Figure 7 is a graph illustrating the brake ignition efficiency of the compression ignition engine with DME fumigation, which is used in The liquid phase contains different amounts of water and a certain amount of main fuels of methanol, DME and DEE; Fig. 8 is a graph illustrating the braking thermal efficiency of a compression ignition engine using a different amount of ether as the ignition enhancer Fuel and using DME as a fumigant; Figure 9 is a graph illustrating the NO exhaust output of a compression ignition engine using a main fuel containing different amounts of water and using DME as a fumigant; Figure 10 is a schematic diagram of a method of testing equipment used in obtaining the results of Example 1 and a test apparatus; Figure 11 is a graph illustrating the increase in the amount of water in the methanol-water fuel. Reduce the NO exhaust output of the compression ignition engine.

Detailed description

The fuels and methods described herein are suitable for launching a compression ignition (CI) engine. In particular, the fuel and method are most suitable (but not limited to) CI engines that operate at low speeds (such as 1000 rpm or lower). The engine speed can even be 800 rpm or lower, such as 500 rpm or lower. The engine speed can even be 300 rpm or lower, such as 150 rpm or lower. Therefore, the fuel is suitable for larger diesel engines, such as those operating on boats and trains and in power plants. In larger CI engines, the slower speed allows sufficient time for the selected fuel composition to complete combustion and a sufficiently high percentage of fuel evaporation for efficient operation.

However, it is to be understood that the fuels and methods described herein can be used to operate smaller CI engines operating at higher speeds. In fact, the initial test was performed on a small CI engine operating at 2000 rpm and 1000 rpm, which clarified that the fuel could also launch this higher speed engine. In some instances, the fuel and method can be adjusted to aid in the use of smaller (higher rpm) CI engines, and some of these are detailed below.

Fuel composition

The fuel composition that forms the primary fuel for the process includes methanol and water. The fuel is a compression ignition engine fuel, that is, diesel fuel Fuel.

To date, methanol has not found commercial applications on compression ignition engines. The disadvantage of using methanol as an engine fuel (pure or blended) is to emphasize its low cetane index, which ranges from 3 to 5. This low cetane index makes it difficult to ignite methanol in the CI engine. Blending water with methanol further reduces the cetane index of the fuel, making the combustion of the methanol/water blend fuel even more difficult, so the use of combined water and methanol for the CI engine will be considered counter-intuitive. The effect of water after fuel injection is cooling because the water is heated and evaporated to further reduce the effective cetane.

However, it has been found that the methanol-water fuel combination can be used in a compression ignition engine in an efficient manner with cleaner exhaust emissions, provided that the engine is fumigated with a fumigant containing an ignition enhancer. Further factors detailed below also contribute to the efficient operation of the CI engine that maximizes this fuel.

It has previously been described that methanol is used in the fuel composition, but it is used as a heating or cooking fuel, where the fuel is burned to generate heat. The principle of application to diesel engine fuel is very different because the fuel must be ignited under compression in a compression ignition engine. Very little information, if any, can be gathered from references using methanol and other components in cooking/heating fuels.

The primary fuel can be a homogeneous fuel or a single phase fuel. The fuel is typically not an emulsion fuel comprising a separate organic phase and an emulsified aqueous phase. Therefore, the fuel can be free of emulsifiers. The dual solvency properties of both methanol and water assist in the adjustment of the added components in the fuel, which will enable the dissolution of a wide range of materials throughout the various water:methanol ratios and concentrations that can be used.

All quantities indicated in this document are by weight unless otherwise indicated. If a percentage amount of the components in the main fuel composition is described, this is a reference to the percentage of the component as a weight of the overall main fuel composition.

Broadly speaking, the relative amount of water to methanol in the main fuel composition can range from 0.2:99.8 to 80:20 by weight. According to some embodiments, the minimum water level relative to methanol is 1:99, such as a minimum ratio of 2:98, 3:97, 5:95, 7:93, 10:90, 15:95, 19:81, 21 :79. According to some embodiments, the upper limit of water (relative to methanol) in the composition is 80:20, such as 75:25, 70:30, 60:40, 50:50 or 40:60. The relative amount of water in the composition can be considered in the range of "low to medium water" or "medium to high water". The “low to medium water” range covers any range from the minimum indicated above to the maximum of any of the following: 18:82, 20:80, 25:75, 30:70, 40:60, 50:50 or 60. :40. The “medium to high water” range covers from 20:80, 21:79, 25:75, 30:70, 40:60, 50:50, 56:44 or 60:40 to the maximum limit indicated above. One of the ranges. Typical low/medium water levels range from 2:98 to 50:50, and typical medium/high water levels range from 50:50 to 80:20. Typical low water levels range from 5:95 to 35:65. A typical medium water range is 35:65 to 55:45. Typical high water levels range from 55:45 to 80:20.

Considering the percentage of water in the overall main fuel composition (by weight), the relative amount of water in the main fuel composition may be at least 0.2%, or 0.5%, or 1%, or 3%, or 5%, 10%, 12%, 15%, 20% or 22% by weight. The maximum amount of water in the overall main fuel composition can be 68%, 60%, 55%, 50%, 40%, 35%, 32%, 30%, 25%, 23%, 20%, 15% or 10 weight. %. It can be combined with any minimum and maximum without limitation, eliminating the need to be minimally below the maximum water level.

According to the test results reported in the examples, for a desired brake thermal efficiency (BTE), in some embodiments, the amount of water in the fuel composition is between 0.2% and 32% by weight. For the peak of the brake thermal efficiency of the methanol-water compression ignition engine fuel, the most desirable region is between 12% and 23% water (based on the weight of the main fuel composition). This range can be scaled from a wider range of these two ranges to a narrower one. In some embodiments, this is combined with an ignition boosting dose in the primary fuel composition that is no more than 15% by weight of the primary fuel composition. Details of the ignition enhancer are set forth below.

According to other test results reported in the examples, for maximum reduction of NOx emissions, in some embodiments, the amount of water in the fuel composition is between 22% and 68% by weight. For the most NOx reduction, the most desirable area is between 30% and 60% water (based on the weight of the main fuel composition). This range can be scaled from a wider range of these two ranges to a narrower one. Because of the major NOx emission components of the NO system, reference can be made to the overall extent of NOx emissions (because of its larger proportion or symbol).

In some embodiments, the primary fuel composition comprises between 5% and 40% water (based on the weight of the primary fuel composition), such as at a desired balance of fuel properties and emissions. Between 5% and 25% water, between 5% and 22% water. These degrees are based on a combination of test results reported in the examples.

The use of a methanol/water main fuel composition and fumigation to operate a compression ignition engine, but without other ignition enhancement techniques (such as intake preheating or blowing), the water content in the fuel can be low to moderate, It is preferably a low water level. If the water level is at the higher end, the process generally benefits from preheating the intake air and/or the primary fuel to overcome the increased cooling effect due to increased water levels in the primary fuel composition. This preheating can be achieved by a variety of techniques discussed further in more detail below.

The amount of methanol in the total main fuel composition is preferably at least 20% by weight of the main fuel composition. According to some embodiments, the amount of methanol in the fuel composition is at least 30%, at least 40%, at least 50%, at least 60%, or at least 70% of the fuel composition. The amount of water in the total primary fuel composition can be at least 0.2%, at least 0.5%, at least 1%, at least 2%, at least 3%, at least 4%, at least 5%, at least 6%, at least 7%, at least 8%. At least 9%, at least 10%, at least 11%, at least 12%, at least 13%, at least 14%, at least 15%, at least 16%, at least 17%, at least 18%, at least 19%, at least 20%, at least 25%, at least 30%, at least 35%, at least 40%, at least 45%, at least 50%, at least 55%, at least 60%, at least 65%, and at least 70%. As the weight of the water in the main fuel composition increases, it is even more surprising that the fumigant fumigation of the intake overcomes the unfavorable consequences of water in the fuel (in terms of ignition) and smooth operation (in terms of IMEP COV) And on the basis of) and generate net power.

The combined amount of methanol and water in the total primary fuel composition can be at least 75%, such as at least 80%, at least 85% or at least 90% by weight of the fuel composition. The primary fuel composition may comprise one or more additives in an amount of up to 25%, or up to 20%, or up to 15%, or up to 10% (by the main The weight of the fuel composition). In some embodiments, the total or combined additive level is no more than 5% of the primary fuel composition.

The methanol used in the manufacture of the primary fuel composition can be from any source. As an example, the methanol can be manufactured or waste methanol, or coarse or semi-refined methanol, or unrefined methanol. The coarse or partially or semi-refined methanol may typically comprise predominantly methanol, with the remainder being water and higher amounts of alcohol, aldehyde, ketone or other hydrocarbon and oxygen molecules present during normal procedures for methanol manufacture. Waste methanol may or may not be appropriate, depending on the extent and type of the contaminant. The reference to the ratio of methanol to water or the amount of methanol in the fuel composition (by weight) in the above section refers to the amount of methanol itself in the methanol source. Therefore, if the methanol source contains 90% methanol and other components of crude methanol, and the amount of the crude methanol in the fuel composition is 50%, the actual methanol amount is regarded as 45% methanol. When determining the amount of water in the fuel composition, taking into account the water component in the methanol source, and when assessing the relative amounts of the components in the product, other impurities are treated as additives unless otherwise expressly provided . The higher alcohols, aldehydes and ketones which may be present in the crude methanol may act as soluble fuel extender additives.

According to some embodiments, the primary fuel comprises crude methanol. The term "crude methanol" includes sources of low purity methanol, such as methanol sources comprising methanol, water and up to 35% non-aqueous impurities. The methanol content of the crude methanol may be 95% or less. The crude methanol can be used directly in the fuel without further refining. Typical non-aqueous impurities include higher alcohols, aldehydes, and ketones. The term "crude methanol" includes spent methanol, crude methanol, and semi-refined methanol. A particular advantage of this particular example is that the crude methanol containing a higher degree of impurities can be raised without expensive It is used directly in the fuel for the CI engine. In this case, the additive (i.e., the impurities of the crude methanol excluding water and other fuel composition additives) may be up to 60% of the main fuel composition (including impurities in the crude methanol). For primary fuel compositions using higher purity methanol (such as 98% or higher % pure methanol) as the source, the total additive level can be lower, such as no more than 25%, no more than 20%, no More than 15% or no more than 10%.

Any suitable quality of water can be used as a source of water for the manufacture of the primary fuel composition. The water source may be water comprising as part of undistilled crude methanol, or recycled water, or by reverse osmosis purification, by active material (such as activated carbon) or further chemical treatment, deionization, distillation or evaporation Technically purified crude or contaminated water (eg, seawater containing salt). This water can come from a combination of these sources. As an example, the water source may be water recovered from a water-rich exhaust gas that burns an ignition engine. This water can be recovered via heat exchangers and spray chambers or other similar operations. This recycling and recycling technology removes exhaust emissions. In this case, the water recycle back engine is accompanied or not accompanied by any captured unburned fuel, hydrocarbon or particulate matter or other combustion products, returned to the engine via a cyclic combustion step and recycled to elimination, or by known purification. Method processing. In some embodiments, the water can be a brine, such as seawater, which has been purified to remove salts therefrom. This specific example is suitable for marine applications (such as in marine CI engines) or CI engine operations for remote island locations.

Water quality will affect the corrosion and engine deposition characteristics throughout the supply chain to the point of entry into the engine, and in these cases may require the main The fuel is suitably treated with anti-corrosion additives or other methods.

The amount of additive contained in the base fuel can take into account any downstream dilution effects caused by the addition of water, for example, to the fuel.

The additives which may be present in the main fuel composition may be selected from more than one of the following categories, but are not specifically such:

1. Ignition improver additive. These can also be referred to as ignition enhancers. The ignition improver is a component that promotes the onset of combustion. Molecules of this type are inherently unstable, and this instability results in a "self-starting" reaction leading to combustion of the main fuel component (eg, methanol). The ignition improver may be selected from materials known in the art to have ignition enhancing properties, such as ethers (including C1-C6 ethers such as dimethyl ether), alkyl nitrates, alkyl peroxides, volatile hydrocarbons, Oxidized hydrocarbons and mixtures thereof.

In addition to typical ignition enhancers, the finely divided carbohydrate particles present in the combustion zone after evaporation of the liquid fuel component may or may not have the role of an ignition enhancer prior to ignition, but the presence of this species may contribute to the total The air/fuel mixture burns more completely and quickly.

While additional ignition improvers can be incorporated into the primary fuel, the techniques described herein make it easier to ignite throughout the operating range of the engine without this addition. Thus, according to certain embodiments, the primary fuel has no ignition improver additive. In other embodiments, the primary fuel has no DME (although other ignition modifiers may be included). In the case of dimethyl ether as the ignition improver, according to some specific examples, less than 20%, less than 15%, less than 10%, less than 5%, less than 3% are present in the fuel composition. Less than 1% or no dimethyl ether. In certain embodiments, the amount of ether (any type, such as dimethyl or diethyl ether) in the primary fuel composition is less than 20%, less than 15%, less than 10%, less than 5 %.

In some embodiments, at least 80% of the ignition enhancer present in the primary fuel composition is provided by one or at most two specific chemicals, examples of which are dimethyl ether and diethyl ether. In one embodiment, a single chemical characteristic ignition enhancer is present in the primary fuel composition. In one embodiment, at least 80% of the ignition enhancer in the primary fuel composition is comprised of a single chemically characterized ignition enhancer. In either case, the single ignition enhancer that constitutes the ignition enhancer or the >80% ignition enhancer component can be dimethyl ether. In other embodiments, the ignition enhancer comprises a mixture of three or more ignition enhancers.

In certain embodiments, the amount of ignition enhancer in the primary fuel composition is no more than 20%, such as no more than 10% or no more than 5%, of the fuel composition.

2. Fuel extender. A fuel extender is a material that provides thermal energy to drive an engine. The use of a material as a fuel extender can have this purpose and as its primary purpose in the fuel composition, or the addition of materials can provide this and another function.

Examples of such fuel extenders are:

a) Carbohydrates. The carbohydrates include sugars and starches. The carbohydrate may be included for the purpose of a fuel extender, however it may also function as an ignition improver and/or a combustion improver. Carbonization The composition is preferably soluble in water/methanol and allows for greater sugar dissolution, such as a higher degree of water in the main fuel. The aqueous (single phase) rich fuel composition is capable of dissolving carbohydrates (such as sugar), but when the liquid solvent (water/methanol) in the fuel composition evaporates in the engine, the carbohydrate solutes can form low The fine high surface area suspended particles of the LEL (lowest explosive concentration) composition which will decompose/react under engine conditions, which improves the ignitability of the primary fuel mixture. In order to achieve an improvement in the combustibility of the mixture, the amount of the carbohydrate additive is preferably at least 1%, preferably at least 1.5% and more preferably at least 5%.

b) Soluble fuel extender additive. The fuel extender additive is a combustible material. These additives may be added as separate components or may be used to make a portion of the undistilled methanol of the primary fuel composition. Such additives include C2-C8 alcohols, ethers, ketones, aldehydes, fatty acid esters, and mixtures thereof. Fatty acid esters, such as fatty acid methyl esters, can have a biofuel source. These can be obtained from any source or method of biofuel. Typical methods of manufacture include the transesterification of plant derived oils, especially such as rapeseed, palm or soybean oil.

For special markets, there is an opportunity to economically increase the extent of fuel extenders in the main fuel composition itself, where the additives can be locally manufactured or developed and consumed, reducing the need for imported base fuels and/or additives. . Under this condition, the amount or treatment ratio of the main fuel composition is preferably up to 30%, or up to 40%, or up to 50%, In particular, up to 60% of the total additive concentration including the fuel extender additive can be considered, wherein the methanol source is crude methanol.

3. Combustion enhancer. These can also be referred to as combustion improvers. Examples of such combustion improvers are nitrated ammonium compounds such as ammonium nitrate. At 200 ° C, ammonium nitrate is decomposed into nitrous oxide according to the following reaction: nitrous oxide formed by NH ₄ NO ₃ =N ₂ O+2H ₂ O reacts with the fuel in the presence of water in a similar manner to oxygen, for example :CH ₃ OH+H ₂ O=3H ₂ +CO ₂ H ₂ +N ₂ O=H ₂ O+N ₂ CH ₃ OH+3N ₂ O=3N ₂ +CO ₂ +2H ₂ O Other nitrifications that can be used Ammonium compounds include ethylammonium nitrate and triethylammonium nitrate as examples, however, when their primary function in the fuel is increased, these nitrates can also be considered as ignition enhancers (hexadecane) rather than combustion enhancers. .

Other combustion improvers may include metal or ionic species formed by dissociation in a pre- or post-combustion environment.

4. Oxygen absorption oil. The oxygen absorbing oil is preferably a water-soluble methanol mixture. The oxygen absorbing oil has a low autoignition point and also has the ability to directly absorb oxygen prior to combustion, the amount being, for example, 30% by weight of the oil. After the surrounding water evaporates, the rapid condensation of oxygen from the hot gas phase into the oil/solid phase will heat the oil particles more rapidly causing the surrounding vaporized and superheated methanol to ignite. An oil that is ideally suited for this role is linseed oil, which has a concentration of about 1-5% in the main fuel mixture. If this additive is used in the main combustion In the composition, the fuel mixture should be stored under an inert gas blanket to reduce oil decomposition by oxygen. Linseed oil is a fatty acid-containing oil. Instead of or in addition to linseed oil, other fatty acid-containing oils may be used. Preferred oils are those which are dissolved in the methanol phase or miscible in methanol to produce a homogeneous, single phase composition. However, in certain embodiments, water/methanol insoluble oils may be used, particularly if an emulsification additive is also present in the fuel composition.

5. Lubricating additives. Examples of such lubricating additives include diethanolamine derivatives, fluorosurfactants, and fatty acid esters, such as biofuels that are soluble in water/methanol mixtures to some extent, wherein the primary fuel composition is a substrate.

6. Product coloring additive. The coloring additive assists in ensuring that the fuel composition is not mistaken with a liquid beverage such as water. Any water soluble color former such as a yellow, red, blue colorant or a combination of these colorants can be used. The colorant can be a standard approved industrial liquid colorant.

7. Flame color additive. Non-limiting examples include sodium, lithium, calcium or barium carbonate or acetate. The flame color additive can be selected to achieve a preferred product color and stability in the final product pH. Engine deposition considerations, if any, may be taken into account when selecting the additive to be used.

8. Anti-corrosion additives. Non-limiting examples of such anti-corrosion additives include amines and ammonium derivatives.

9. Sterilizer. Although sterilizing agents can be added, these are usually not required because the high alcohol (methanol) content in the main fuel prevents biological growth or biological contamination. dye. Thus, according to certain embodiments, the primary fuel is free of antimicrobial agents.

10. Freezing point lowering agent. While the freezing point depressant can be incorporated into the main fuel, methanol (and optionally added to other additives such as sugar) presses down the freezing point of the water. Thus, according to certain embodiments, the primary fuel has no additional dedicated freezing point depressant.

11. Sediment inhibitors. Non-limiting examples include polyol ethers and triethanolamine.

12. Denaturant, if needed.

13. pH control agent. Reagents that are compatible with the fuel to increase or decrease the pH to a suitable pH can be used.

The additive (and especially those identified under items 1 and 2 above) may be added to the main fuel, such as a standard industrial trade product (ie, in a refined form) or as a semi-treated aqueous solution (ie, In unrefined form, semi-refined form or crude form). The latter chooses to potentially reduce the cost of the additive. The conditions under which the crude additive source is used are such that impurities in the crude form of the additive (as an embodiment, such as a crude sugar solution or syrup) do not adversely affect fuel injector or engine performance.

According to some embodiments, the primary fuel comprises at least one additive. According to some embodiments, the primary fuel comprises at least two different additives.

Ethers have been mentioned above as examples of ignition improvers and soluble fuel extender additives. Regardless of the desired function, in some embodiments, the ether may be less than 20%, less than 15%, less than 10%, less than 5%, less than 3%, or less than the total weight of the fuel composition. Present at 1%. The amount can be greater than 0.2%, 0.5%, 1%, 2%, 3%, 4%, 5%, 6%, 7%, 8%, 9%, 10%, 12%. The lower and upper limits may be combined without limitation, with the limitation that the lower limit is below the selected upper limit.

In certain embodiments, the primary fuel composition comprises an amount of ether between 0.2% and 10% by weight of the primary fuel composition. The ether is preferably a single ether or a combination of two ethers.

By using ether as an ignition improver and/or a soluble fuel extender in a methanol based fuel, a complete process for the manufacture, transportation and use of the fuel composition has been developed. In this example, the fuel of the methanol substrate can be an anhydrous fuel or a methanol-water fuel. This is described in more detail below.

Ignition enhancer as fumigant

In the method of the specific example of the invention which relies on fumigation, the fumigant used comprises an ignition enhancer. The fumigant may further comprise other components such as methanol, water, and one or more of any of the additives outlined above in the context of the primary fuel.

As noted above, the ignition enhancer is a material that enhances the ignition of the combustible material. One of the challenges with the use of methanol as the core fuel component of the primary fuel composition for compression ignition engines is the fact that methanol is not as easy to ignite as other fuels. Ignition enhancers are materials that have good ignition properties and can be used to cause ignition, after which methanol (and other combustible materials) in the main fuel composition will burn. The ignition characteristics of a possible fuel component are described by the cetane number (or again, cetane index) of the component. A measure of the ignition delay of a cetane number material, which is a period of time between the start of injection of fuel and the onset of combustion (ie, ignition). Suitable ignition enhancer It has cetane greater than 40 (such as DME, which has cetane 55-57). When determining the amount of ignition enhancer relative to the other components in the fumigant, the cetane number of the ignition enhancer present in the fumigant should be taken into account, and the amount of fumigant (also related to the main fuel composition) Compare), load and engine speed. The overall hexadecane of the fumigant will be based on the combination of the contribution ratio of each component and the nature of the hexadecane, the relationship of which is not necessarily linear.

Non-limiting examples of certain ignition enhancers that may be included in the fumigant include: - ethers, such as short chain alkyl groups (which are C1-C6 ethers), notably dimethyl ether and two Ethyl ether; - alkyl nitrate; - alkyl peroxide; and mixtures thereof.

Dimethyl ether is a preferred high ignition characteristic ignition enhancer suitable for use in fumigants. Diethyl ether is another example of a suitable ignition enhancer.

Methanol in the main fuel can be catalytically converted to dimethyl ether. Thus, dimethyl ether can be catalytically produced from the main fuel constituent stream, which is then fumigated into the engine (along with the feed) with the primary fuel composition. In the alternative, the fumigant composition comprising dimethyl ether can be provided to the engine owner by a fuel supplier, such as a ready-made fumigant composition. In another embodiment, a fuel composition and transportation (eg, via a transport tube) can be made at one location containing methanol and up to 15% by weight of an ether ignition enhancer (such as dimethyl ether) to another location Used to supply compression ignition Fuel. In some embodiments, the pre-fuel can further comprise water. Some or all of the ether ignition enhancer component in the pre-fuel may be separated from the other components of the pre-fuel composition at the end of the transport tube (notably methanol, but may also have other high boiling points than ether) Component). The separated ether component (e.g., fumigant) can then be fumigated into a compression ignition engine, separately with the remainder of the pre-fuel composition (which is used as the primary fuel composition), directly (especially if It contains water) or further adjusts the composition (eg, water content) prior to use. The ether ignition boosting dose in the pre-fuel can be up to 10% by weight or up to 9% by weight. The upper limit will depend on the choice of ether and temperature conditions. A more detailed section is set forth in the section of the CI Engine Power Generation System detailed below.

The ignition enhancer (such as dimethyl ether) suitably comprises a minimum of 5% of the fumigant or a minimum of 10% of the fumigant, such as at least 15%, 20%, 30%, 40%, 50% of the fumigant. 60%, 65%, 70%, 75%, 80%, 82%, 84%, 86%, 88% or 90%. The fumigant has an ignition enhancer content generally above the upper end of the range, so in certain embodiments, the ignition enhancer content is greater than 70% or more. The ignition enhancer may comprise up to 100% of the fumigant, for example, in the case of introducing a pure component from a recovery or separation of the ignition enhancer from a reservoir or a source of the former fuel composition. When a catalytic reaction via a main fuel (which contains components other than methanol, from which DME is formed) is converted from the main fuel or if an impure high ignition signature component is produced or obtained from the reservoir, the upper limit of this component will correspond accordingly The land is reduced.

The relative amount of each component in the fumigant may remain fixed or may vary with the operating time period of the engine. The relative influence of the components in the fumigant The factors of volume include engine speed (rpm), degree of load and variability, engine configuration, and the specific nature of the individual components of the fumigant. In other embodiments, the fumigant composition can remain relatively fixed, and instead, the relative amount of the fumigant can be adjusted during different stages of engine operation (grams per second fumigation into the engine, with injection into the engine) The main fuel composition (grams per second) is compared.

When it is desired to operate the CI engine with different fumigant compositions for different engine operating conditions (speed, load, configuration), the fumigant composition can be computer controlled by the fumigant composition or by any other form of control Change to fit. The adjustment can be an algorithm-based sliding adjustment that calculates the desired fumigant composition to match the prevailing engine operating conditions; or can be adjusted step by step. For example, a higher overall cetane index fumigant (such as 100% DME) can be fumigated into the engine at a high weight percent (related to fuel operating under certain conditions), and then the fumigant can be switched to A second composition comprising a lower DME% and certain lower cetane index components. In another embodiment, the composition stabilizes and alters the air/fumigant ratio.

The target % of the non-aqueous component other than the ignition enhancer in the fumigant is suitably no more than 40%, such as between 5-40% or 10-40% or 20-40% or 30-40%. These percentages can be adjusted based on the cetane number of other ignition enhancers and combustible components and the particular engine configuration. Additionally, in certain embodiments, water may be present in the fumigant such as a product for a shift reaction (eg, methanol to DME) or as a feed from a reactor containing water or added to a separate stream. Things.

In addition to the ignition enhancer, the components present in the fumigant can be Examples include methanol, water, the additives outlined above, and alkane gases (typically linear alkanes, including short chain alkanes such as C1-C6 alkanes, notably methane, ethane, propane or butane; Long chain alkane (C6 and greater than)).

In certain embodiments, the fumigant comprises at least 60% of a single component, one embodiment being dimethyl ether. The amount of a single major component of the fumigant can be more than 62%, 65%, 68%, 70%, 72%, 75%, 78% or 80%.

The fumigant or secondary fuel may be obtained directly from the reservoir in pure form, or may be supplied in pure form as a fumigant after treatment of the primary fuel (catalyzed by methanol to DME followed by purification to produce a fumigant consisting of DME). To the engine. Additionally, the fumigant may contain an ignition enhancer and other components after processing the primary fuel or from a reservoir (ie, the fumigant is not in a pure form). In this case, the impurities are still compatible with the desired fumigation results, i.e., the fumigant may also include water and methanol, or may comprise other materials (such as C1-C8 alcohols) that are compatible with the application.

The primary fuel composition and fumigant may be supplied in two parts or may be delivered as a "package" of the two fuel portions. In this context, the fumigant can be described as a "secondary fuel component" of the two-part fuel, such that the description of the fumigant described above is also applied to the second fuel component. The primary fuel composition and secondary fuel component can be pumped into separate storage tanks associated with the compression ignition engine.

Thus, according to one embodiment, there is provided a two-part fuel for use in operating a compression ignition engine, the fuel composition comprising: - a primary fuel composition comprising methanol and water; and - a secondary fuel comprising an ignition enhancer Component.

When the two-part fuel is used, the main fuel is introduced into the combustion chamber of the compression ignition engine, and the secondary fuel is fumigated into the intake of the compression ignition engine.

According to another embodiment, there is provided a method for supplying fuel to a compression ignition engine, the method comprising: - supplying a primary fuel composition comprising methanol and water to a first tank, wherein the tank is fluidly connected to the Compressing a combustion chamber of the ignition engine; and - supplying a secondary fuel component comprising an ignition enhancer to the second tank, wherein the tank is fluidly coupled to the intake of the compression ignition engine.

As noted above, the secondary fuel can be prepared in whole or in part by in situ catalytic conversion of a portion of the primary fuel to an ignition enhancer. This is particularly suitable for the condition of dimethyl ether as the ignition enhancer.

The present invention also provides for the operation of a two-part fuel for use in a combustion ignition engine, wherein the two-part fuel comprises: - a primary fuel composition comprising methanol and water; and - a secondary fuel component comprising an ignition enhancer.

The invention further provides a pre-fuel composition comprising methanol and up to 10% by weight of ether. The ether can be dimethyl ether. In some embodiments, the pre-fuel may further comprise water. As mentioned above, the ether component can be separated from the remainder of the pre-fuel composition for use as a secondary fuel component, and the remainder of the pre-fuel composition can be used as the primary fuel composition. This remainder can be used directly as an integral primary fuel composition (particularly if it comprises water), or the composition can be adjusted to produce a primary fuel composition, for example by adding water. Therefore, in this specific example, the pre-fuel may not contain water, Water may be added to produce the primary fuel composition upon removal of the ether. In certain embodiments, when the fuel is used in one of the power generation systems described further below, water may not be required in the primary fuel composition.

The present invention also provides a method of transporting a two-part fuel composition (containing methanol in a first portion and ether in a second portion) from one location to another comprising composing a pre-fuel comprising methanol and ether The material is transported from a location to a second location, and the ether and methanol are separated to produce a first fuel portion comprising methanol and a second fuel portion comprising ether. The transport can be transported via a pipeline through a transport pipe. The first location may be a methanol production plant location, and the other location (second location) is a location remote from the first location. The remote site will typically be at least 1 km away and perhaps many kilometers away. The remote location may be a location for a compression ignition engine for power generation, or a port of shipment, or a train sideline, or any other suitable location requiring two portions of fuel.

Engine operation details

Figure 1 illustrates a flow chart outlining the method of using the main fuel 11 of the methanol/water mixture in the CI engine 10. The method includes fumigation of the intake stream 12 with the ignition enhancer 14, and then introducing the fumigated air into the combustion chamber of the engine 10 via the ignition control 30 prior to introduction of the main fuel 11 into the combustion chamber, and igniting by compression ignition The main fuel/fumigation air mixture drives the engine.

The intake air 12 is fumigated with a fumigant 17 containing an ignition enhancer 14. The fumigated intake air 12 is then injected into the combustion chamber before or during the initial phase of the compression stroke of the engine to compress the primary fuel before it is injected into the combustion chamber. gas. The compression of the air increases the temperature in the combustion chamber to provide its proper ignition conditions when the primary fuel is sprayed into the chamber during the final stage of compression.

Fumigation of the intake air 12 with the ignition enhancer 14 promotes further increase in the temperature of the compressed air, making it more combustible even at the fuel injection point due to the pre-combustion of the fumigant material and the presence of decomposed species that assist in the onset of methanol combustion.

Fumigation as described above allows pre-combustion to occur in the combustion chamber prior to injection of fuel. This two-step ignition method or "ignition" operation relies on the compression stroke of the engine piston to raise the temperature of the fumigated air to the ignition point. In turn, this enhances the ignition conditions in the combustion chamber to provide a sufficiently hot environment for the methanol and water fuel. When injected toward the end of the compression stroke, accelerated ignition can be performed under increased temperature conditions, rapidly evaporating methanol and evaporating in the fuel. The water in the water produces high thermal efficiency.

The fumigant contributes 50 to 100 ° C to the temperature at which the engine operation is stabilized at low water levels. At the primary fuel injection point of the low water level fuel, this contribution produces a combustion chamber temperature that can be compared to the temperature in a known combustion ignition engine. As the degree of water in the fuel increases, the amount of fumigant can be adjusted to offset the cooling effect of the water. The resulting brake thermal efficiency can be compared to those of diesel fuel, and the net efficiency results are dependent on a number of factors, such as engine size and configuration.

The efficiency and complete combustion of methanol and water fuel in this manner reduces unburned or modified hydrocarbons and particulate matter in exhaust emissions, resulting in cleaner emissions. This is especially noticeable in larger CI engines with slower speeds, because it allows for sufficient start and completion of the two steps in the ignition operation. In this case, the efficiency of the combustion method is maximized.

The term "fumigation" as used in relation to intake air refers to the introduction of a material or mixture (in this case a fumigant comprising an ignition enhancer) into the feed stream to form a vapor or gas through which the ignition enhancer is good. Ground distribution. In some embodiments, the material is introduced in small amounts, typically by spraying a fine mist of the material into the feed stream or as a gas jet.

This ignition operation has the effect of preheating the intake air during the compression stroke. The essence of the water-methanol mixture is that less heat is generated in the reaction product after combustion, and heat is required to evaporate the water present. This means that compared to diesel fuel operated diesel engines, more stringent engine conditions are considered at the injection point while remaining within the design limits of the engine. These more stringent conditions are manifested by fumigant combustion or increased air temperature (by direct heating of the air) and/or by increased pressure and temperature using a modified engine configuration such as turbocharging or pressurization.

The amount of ignition enhancer can be controlled relative to the mixture of methanol and water contained in the primary fuel to create a condition in the combustion chamber that achieves ignition of the primary fuel in a timely manner, thereby delivering the most likely thermal efficiency from the engine. If the ratio of ignition enhancer to fuel mixture is not controlled, combustion may begin significantly before TDC (such as 25-30° before TDC), and as such, the use of ignition enhancers may have a neutral effect and on the engine. The thermal efficiency is made minimal or no contribution. In preferred operation of the engine, the ignition time of the fumigant/air mixture is arranged to delay the combustion of the fuel as late as possible (to avoid unnecessarily combating the power stroke of the engine) and with the main fuel after injection Good burning is consistent. This means that the secondary fuel should be injected in the main fuel. Ignition before starting, but not too much before the energy contained in the secondary fuel makes little or no contribution to the thermal efficiency of the engine.

The ignition of the main fuel can be controlled at ignition control 30 (illustrated in Figure 1) by using one or a combination of the following ratio ignition controls as close as possible to the desired point in time:

1. Control the introduction of the fumigant dose in the intake relative to the main fuel.

2. Control the percentage of ignition enhancer to other components in the fumigant (it is also known that water and other components such as methanol may also be present).

3. Through the rpm operating range of the engine, the above 1 and 2 are controlled depending on whether the engine is operated under high load (50% to 100%) or low load (less than 50%).

Although the relative amount of fumigant introduced into the engine to the main fuel (either separately via intake or into the combustion chamber) will vary depending on the operating engine operating conditions, it is generally desirable to have an ignition boost dose in the fumigant at steady state. A relatively low percentage (based on the weight of the primary fuel composition) at medium or high load during operation. For fumigants containing 100% ignition enhancer (such as DME), the relative amount of fumigant to the primary fuel (by weight) is desirably up to 20% by weight, up to 18%, up to 15%, up to 13%, Up to 10%, highest 8%, highest 7%, highest 6%, highest 5%. The degree of fumigant is preferably at least 0.2%, at least 0.5%, at least 1% or at least 2% by weight of the main fuel composition. These figures are based on weight, assuming that the fumigant contains 100% ignition enhancer and is proportionally adjusted to reduce the ignition enhancer content (by weight) in the fumigant. These can be measured by reference to the amount of engine introduced (in grams per second) or any other suitable metric suitable for engine size. An upper limit of about 10% or less (such as 8% or 7%) is extra good, Since the amount of ether containing the highest required amount can be used as an ignition enhancer (such as 10%, 8%, or 7% of each of the ignition enhancers), the fuel composition is delivered to the compression ignition engine site, and the ignition enhancer is flashed out. It is recovered at the same target level in an amount corresponding to the engine demand for fumigation operation. In other embodiments, the degree of fumigant may be supplemented to a higher degree at the engine site (e.g., by supplementing from separately stored ignition enhancers (such as ethers)).

Ignition control 30 controls the above ratios to control the nature of the intake air entering the engine 10. In particular and with reference to Figure 1, the ignition control 30 controls the amount and relative proportions of the air 12, fumigant 17 (including the concentration of the ignition enhancer 14 in the fumigant 17), and other components 19 in the fumigant 17.

With regard to paragraph 2 above, the target % of the non-aqueous component in the total fumigant/air stream may not exceed 40%, such as at 5-40% or 10-40% 20-40%, except for the ignition enhancer. Or between 30-40%, and the remainder is an ignition enhancer, for example, DME (which has cetane 55-57). These percentages can be adjusted based on the cetane number of other ignition enhancers and the specific engine configuration. All percentages are by weight. The water may be present in any amount consistent with the smooth operation of the engine, which may be produced by a fumigant, such as if catalyzed from a fuel; or as part of the surrounding feed stream to the engine; or may be added by other means.

Figure 1 illustrates a portion 13 of the main fuel 11 that is directed away from the engine 11 and towards the catalytic reactor 20 where methanol is catalytically dehydrated to DME. The generated DME is used as an ignition enhancer in the fumigant 17 to fumigate the intake air 12. Other examples described herein use other techniques to produce dimethyl ether when using an ignition enhancer as a fumigant. In some of these specific examples, The DME can be produced at the location where the methanol is produced and delivered to the engine site as part of the pre-fuel composition.

Catalytic reactor 20 is operated under standard industrial conditions as are known in the art to achieve methanol dehydration in a methanol/water fuel. As illustrated in Figure 1, the heat source used to operate the catalytic reactor 20 is from the exhaust gas 22 of the engine 10, which is transferred through a heat exchanger (not shown) to heat the separation of the primary fuel in the catalytic reactor 20. section. The exhaust gas temperature range can range from 200 ° C to over 500 ° C and is typically dependent on the load of the engine, in other words, a higher engine load will result in a higher exhaust gas temperature.

1 shows that after the heat from the exhaust gas or other heat source is used as the power for providing the catalytic reactor, the engine exhaust gas 22 is cooled in the catalytic reactor through the heat exchanger, and then cooled to the atmosphere 28. Additionally or additionally, as illustrated in Figure 1, the exhaust gas may be treated to partially condense and recirculate back to the primary fuel as a recycled fuel 32 (which has been treated by a condenser 25 (which may use any cooling medium, Specific examples illustrated include a brine/water heat reservoir 34 (heat exchanger) suitable for use on board ships)). Additional exhaust gas treatment steps using condensation or other methods may also be employed to reduce the target source of contamination in the exhaust to the atmosphere (28) to a low level. In another embodiment, components such as any unburned fuel may be adsorbed onto the active surface and later desorbed using standard techniques, and included as a primary fuel or fumigant component to further reduce contamination. In addition, a catalyst can be used to catalyze the reaction of any oxidizable species, such as unburned fuel, increase the temperature of the exhaust gases, and provide an additional heat source that can be used.

In addition, if multiple engines are operated, for example, to generate electricity, The collected exhaust gas is treated in a first-class manner, and the treated/condensed and recycled fuel from the exhaust gas is passed to the one or more engines.

The second fuel reservoir 38 provides fuel for direct use as a secondary fuel, in other words, the fuel is a fumigant containing an ignition enhancer; or a fuel that is converted to a secondary fuel via a catalytic reactor 20. The fuel in the second fuel reservoir 38 may be used as a substitute to obtain the portion 13 of the main fuel 11 via conversion of the catalytic reactor 20; or may be used in combination with the portion 13 of the main fuel.

It is also possible to compensate for the difference in hexadecane characteristics of the methanol/water fuel (especially those having a medium to high water level) by preheating the main fuel and/or the intake air. The preheating can be achieved by a variety of techniques, including any one or combination of the following:

1. Waste heat preheater - preheating the intake and/or main fuel via heat exchange using CI engine exhaust or other waste heat. A fan can be introduced to optimize the pressure curve of the intake air through the engine cycle.

2. Supercharger/windbox - or driven by an engine to force air intake into other air compression tools in the combustion chamber and to increase air pressure by heating the air intake.

3. Turbocharger - or other air compression mechanism driven by engine exhaust or other waste heat to force intake air into the combustion chamber, and to heat the intake air by increasing air pressure.

4. Use a direct method to heat the air , such as via component electrical heating or fuel combustion to produce the desired temperature increase. This method can be useful during the start and at low engine load.

5. Hot wire glow plug (or hot ball) - Guide heat into the engine cylinder.

Choosing the above 1 (no fan) will result in lower power output from the engine due to lower air mass flow (compared to options 2 to 3 where the mass flow of air is not reduced), but this maximum power loss is somehow The extent can be compensated for by the higher efficiency of combustion at lower fuel conditions and lower excess air demand (compared to petroleum-based diesel fuel) at fuel injection points. The compensating pressure fan compensates for reduced air mass flow at increased air temperatures.

The temperature required at the fuel injection point and thus the degree of warm-up required for the ignition water/methanol mixture depends on the amount of water present. This can be achieved by air preheating temperatures of 50-150 ° C at low to moderate levels and with specific formulations. However, medium to high water levels (eg, 50%/50% water/methanol mixture) can be preheated using air at 150-300 °C.

In another embodiment, heating the primary fuel in accordance with known techniques can aid in the ignition process.

The preheating option is combined with a medium to high water low methanol fuel in the time frame most suitable for maximizing engine performance, changing the engine cycle from a fixed volume cycle during ignition and combustion and initial expansion to a more directional temperature Expansion (where the heat from the methanol has a significant partial evaporation of water).

The above described fuels and methods may require some adjustments to optimize operation and efficiency in smaller CI engines operating at higher engine speeds (eg, 1000 to 3000 rpm and greater). In addition to fumigation of the feed stream with a fumigant containing an ignition enhancer, the following operational perspectives can be used separately or in combination for engines operating at higher speeds:

. Preheating the intake air as described above, including by direct heating (from each other independently Heat source), heat exchange with exhaust gas, supercharger or turbocharger.

. The combustion chamber is heated using, for example, a glow plug.

. Preheat the main fuel sucked in.

. Additives that improve ignition and fuel combustion are added to the primary and/or secondary fuel. Some of these additives are discussed above.

. The appropriate degree of water is selected in the primary fuel composition as discussed above, such as a range of low to medium water levels.

. The degree of water in the fumigant is chosen to the appropriate level consistent with the engine configuration.

When operating a larger, lower engine speed (such as 1000 rpm or lower) CI engine, these options can be used additionally if needed.

CI engine power generation system

Using the methanol/water blended fuel and related systems (also referred to as methods) described herein to launch a compression ignition engine, a power generation system and structure that efficiently generate electricity at reduced emissions levels can be developed, and Engine exhaust to capture and then reuse heat and water from the exhaust or change its path. Reusing or recycling heat and water promotes increased system efficiency and overall reduction of waste and emissions. Changing the heat and water path can be found in unrelated applications, including heating and cooling the location/residence and regenerating water for use by the community or as part of other systems.

Figures 3A through 6B illustrate embodiments of a power generation system incorporating the method and fuel for initiating a compression ignition engine. It is to be understood that the fuels represented in these processes are methanol based fuels which may contain varying amounts of water and may comprise from 0% to 80% of water.

Figures 3A and 3B show the method used to produce methanol fuel and supply it to IC engine 111 (also referred to as a diesel engine) to generate output power, and also include engine exhaust treatment to reduce emissions, which utilizes engine exhaust. The circulating water is also incorporated into the hot water circuit (HWL) 113a, 113b (see Figures 4A and 4B) to provide heat to the local community. The output power generated by the engine can also be used to service the location of the power plant and, for example, can be used to generate electricity for use in the community. Differences in Figures 3A and 3B show a method of using air fumigation into the engine in Figure 3A, while the method shown in Figure 3B omits the step of fumigation of the intake air.

Figures 3A and 3B illustrate the fuel manufacturer 101 and the supply of the fuel through the distal end of the supply grid 103. The fuel manufacturing plant can be a conventional methanol manufacturing plant that uses electricity generated from steam produced by conventional boilers of the large remote coal plant 102. This plant produces a coal-burning emission curve. Additionally, the power plant 102 can incorporate a combustion engine that uses methanol fuel as described herein to generate the power required to produce the methanol fuel. This will provide a cleaner alternative with emissions that are lower than those produced by the coal plant.

The methanol based fuel system is manufactured in plant 101 and can include a large amount of methanol, a methanol-water mixture or a methanol-ether mixture or a methanol-water-ether mixture. In one embodiment, the fuel comprises a "whole fuel" methanol to DME blend of 90-99.5% blend of methanol and DME, such as a liquid that does not boil at atmospheric pressure, which can be used directly in engine 111. In a mixture of methanol and DME, DME is provided in a stable amount suitable for transporting as a liquid and avoiding the conversion of ether to the gas phase. This amount will depend on the pressure and temperature of the fuel delivered in the transport pipe 103, but will typically be less than 10% of the total fuel and in the range Within 7%-8%.

In addition, a fuel having a higher DME ratio under pressurized conditions can be supplied. In another alternative, a fuel comprising a high methanol content close to 100% methanol (eg, chemical grade) can be delivered to a near demand center (in other words, a power generation plant) for subsequent partial conversion to DME. This pre-fuel composition form comprising high methanol% may comprise about 0.2% or more of water component. In still another alternative, the fuel or pre-fuel delivered in the transport tube may be a methanol-water fuel. The water in the methanol-water fuel may be associated with methanol, such as in crude methanol; or may be provided from excess water in the manufacturing area, which may be used cost effectively for this purpose. Some of the lubrication and corrosion modifiers added may be included in the fuel being transferred, depending on the materials of construction in the transport grid and the enhanced engine/method operation.

It has been established in the area grid that a large amount of energy transmitted as a flammable liquid in a transport tube exceeds a long distance. This infrastructure, such as transport tube 103, can also be used safely and cost effectively to deliver methanol fuel to remote locations.

After being transported via transport pipe 103, the fuel reaches a power plant that includes compression ignition engine 111, pre-treatment stage 104, and exhaust gas treatment 113, 115, 116, 118. The fuel can be used immediately in the engine 111 as it is, or it can be selectively pre-treated to ensure safe and reliable operation throughout the plant's operating range. For reasons of system integrity, it is also conceivable to start storing and shutting down the fuel, for example, to store ether components.

At the pretreatment stage 104, the fuel can be separated into two rich phases by flash evaporation, one being rich in methanol 107 and one being rich in ether fraction 105 (such as DME). DME is particularly suitable for this flash process due to its low boiling point. be usable The low-boiling DME and methanol are flashed off from the engine off-gas from a low degree of waste heat with a hot water stream at a temperature of 50 °C - 60 °C. In certain embodiments, the methanol-rich phase can include a low amount of DME and most of the DME is flashed off. In other embodiments, a high proportion of DME can be retained in the liquid phase and only evaporation is sufficient to ensure good and complete combustion and use of sufficient DME as fumigant 105. For example, if the fuel from the manufacturing plant contains 7% DME, 5% of it may remain in the liquid phase and 2% be used as fumigant 105 for addition to the heated combustion air 110 entering the engine 111.

The pretreatment can include a conversion option to supplement the supply of DME or other fumigant. In addition, the amount of ignition improver (such as DME) required can be obtained from the repository. Other such agents are also possible, such as DEE and other ignition modifiers described herein.

The pretreatment stage may also include treating the partially delivered fuel to use not only the DME to separate as a fumigant, but also excess DME to be used as a liquid fuel component for other methods. For example, excess DME can benefit nearby communities by providing excess heat to the HWL. Additionally or additionally, the DME can be integrated with a generator electric field method. It is also possible to remove methanol fuel from the power generation system (either before or after treatment) for local chemical manufacturing.

It can also transfer the crude methanol manufacturing plant and save the capital and operating (opex) costs of the upstream manufacturing plant. This fuel feed to the power plant will be suitable for the above selection to separate the portion of the crude methanol for DME production and to pass the remaining fuel to the engine. In terms of energy and capital, this choice will be replaced by a smaller unit at the power plant (a relatively low amount of "over the top") The distillation unit at the manufacturing plant 101 (where most of the product is distilled and "over the top"). This option will also allow the available local DME to be close to the demand center (in other words, close to the power plant).

The fuel pretreatment at the pretreatment stage 104 may also heat the methanol fuel 107 prior to introduction into the engine, while the cooling water from the Venturi cleaner 115 returns to the pretreatment stage 104 as irrigation quality water 106. The cooled irrigation quality water 106 can be mixed with the condensate from the condenser 116 and, if desired, a cooler can be used to ensure an acceptable effluent temperature.

In embodiments showing power generation and HWL, the diesel engine will be used to generate 1 megawatt and greater power. This does not exclude less than 1 megawatt of electricity, which can serve smaller users and have low NOx, SOX and particulate matter results. Diesel engines are particularly well suited for post-combustion treatment because they provide the driving force for the air pressure required to move the exhaust gases through the purge and heat exchange equipment at a small cost in terms of engine efficiency.

Some of the essentials of the fuel mixture described herein means that large diameter pistons are preferred to smaller pistons due to the inherent thermal benefits of increased engine size. The larger piston also reduces the risk of the injected fuel impinging on the piston wall, ensuring that the fuel burns properly and does not interfere with the lubricating film.

Although further tested in the experiments mentioned below to demonstrate fuel in an engine operating at greater than 1000 rpm, as previously suggested, the fuel can be successfully used in slower speed engines, normally below just 100 rpm to a maximum of 1000. Operating at rpm, which is normally described as a range of low to medium speed ranges. This speed range allows the volatile ignition modifier to have more time to enter the vapor space with vapor and to begin its combustion with hot compressed air during the compression stroke. chemical reaction. This more time during the combustion phase allows for a more complete combustion of the fuel and a reduction in the extent of unburned fuel and other components in the exhaust gases exiting the engine. The greater time allowed will also allow more time in the cylinder to completely burn the fuel through contact with water and oxygen molecules, allowing the use of lower levels of difficulty and thus increasing the water in the exhaust gases exiting the engine. concentration.

Power is generated at engine 111 by a mixture of methanol 107 and water 108, which is input to engine 111 with air 100, wherein the air may be preheated and shown in embodiments of Figures 3A and 3B, which pass through a condenser 116 is preheated by engine exhaust. A suitable preheat temperature can be between 40 ° C and 50 ° C. Water in the fuel may be sourced from the water reservoir or may be from the exhaust gas being recycled by the condenser 116 (explained in more detail below).

The process comprises the exhaust gas by using the exhaust gas so that the engine subject of the catalyst to CO ₂ and oxidation of a compound of the catalytic converters 112. This will result in marginal heating of the exhaust gas where the heat can be obtained for HWL or for further description of other methods associated with Figures 5A, 5B, 6A and 6B below. The catalytic converter 112 also reduces any fuel or combustion products to an appropriate level. It can be selectively cleaned using the final stage activated carbon or the like. Additionally, the methanol fuels described herein have clean combustion with low coal ash, which improves catalyst performance.

The HWL will carry heat to a local-based destination (such as a residential community) through the pumped water circuit. Figures 4A and 4B illustrate the HWL supply line 113a and the return line 113b at the HWL heat exchanger 113. The use of thermal by-products from power generation methods can be used to provide low heating costs for residential and commercial residences. Water pumped from the catalytic converter 112 through the HWL is hot-crossed via the downstream HWL The converter 113 is heated. Heat exchanger 113 is a standard unit operation at several temperatures designed to return the HWL to a temperature of 80 ° C and return to HWL at 40 ° C. The relatively cold HWL return temperature and efficient exchanger design (in terms of surface area required) will ensure adequate exhaust gas cooling.

To the desired result, an exhaust gas treatment additive is added at the caustic ejector 114 that injects any caustic chemicals and other suitable acid neutralizing agents into the exhaust. For example, to eliminate acidic compounds from the last off-gas, a low dose of alkaline liquid (eg, 50% caustic soda and water) is injected into the exhaust stream to counteract the trace acid and control the pH of the irrigation water flowing from the plant. The final pH will be controlled to the extent that it is best to comply with local conditions.

Downstream of the HWL exchanger 113, the Tony cleaner 115 or other suitable mixing device is illustrated. This unit has several functions. The first is to intimately mix the exhaust gas with the circulating water flow. The effect of this water flow is to cool the exhaust gas from 85-90 ° C when it is sent from the HWL exchanger to about 55-60 when it comes out from the Venturi cleaner. °C. This cooling will produce condensate from the exhaust gas and collect particulates (which may be treated using known methods), or return to the ground from the final forming portion of the last irrigation water leaving the plant. The deacidified and clean exhaust gas exiting the cleaner 115 produces a higher purity exhaust gas as it exits the final condenser.

Water is pumped between the Venturi cleaner 115 and the fin fan heat exchanger 100. The finned fan heat exchanger or other suitable device is another gas/liquid exchange that takes heat from the exhaust gas via a Venturi cleaner and discharges the heat to the air (which is heat exchanged by one or more fan driven streams) 100). The advantage of heat rejection in this way is that heat is removed at low temperatures and therefore does not have a large impact on the overall efficiency of the process.

In addition to venting heat to the atmosphere, hot air from the fin fan exhaust can be used directly in the engine as hot combustion air 110, in which case some pressure can be applied from the fan to compensate for the mass flow of air. Heating effect. In addition to venting heat to the atmosphere, there is still a cooling pool or other water system that dissipates a large amount of heat in a reliable and environmentally acceptable manner.

Figure 4A illustrates the final large exhaust/combustion air exchanger, in other words, a condenser 116 that recovers water in a high water recovery system. The condenser 116 is not included in systems that do not require high water recovery. Figure 4B illustrates a medium water recovery system similar to Figure 4A, but with the condenser 116 omitted.

Finally (selective) condenser 116 cools the exhaust from the Venturi cleaner 115 from about 50-60 ° C to about 5-20 ° C at ambient temperature. When this temperature is lowered, the amount of water recovered from the plant is significantly increased. In addition to producing water for irrigation or reuse outside the power plant, condensate from condenser 116 may be selectively useful within the power generation process.

The condensate can be injected with the pretreated fuel to reduce NOx formation and associated acid problems in downstream equipment, such as in HWL exchangers. Alternatively or in addition to storing water, the condensate may also form a source of water for use in the combustion of a particular fuel blend. Furthermore, the higher grade water from the condenser can be further processed into potable water, or can be added to the irrigated quality water produced by the Venturi cleaner and heat exchanged with the fin fan at the Venturi cleaner 115. Recycling between units 100.

The heat from cooling the exhaust gas is not wasted, but can be exchanged with the intake air entering the engine 111. In addition to recycling waste heat and water to the required fuel and the benefits generated in the process, water and heat recovery tends to be stable Standardize engine operation. The cooler intake of the engine allows for more heat to be recovered.

The difference between FIG. 3B and FIG. 3A illustrates a method of producing methanol fuel and supplying it to the engine 111 without fumigation of the intake air with an ignition improver. The methanol fuel from the manufacturing plant 101 is transported through the transport tube infrastructure 103 for direct use to the engine 111, wherein the intake air 110 is preheated. It is not necessary to separate the ether from the transportation fuel by flash pretreatment because no fumigant is required. However, pretreatment can still be performed to prepare fuel for combustion and/or separate ether for separate use outside of a power plant. It is also to be understood that with regard to Figure 3A, the step of preheating the intake air with waste heat is not necessary and may be omitted. However, the use of waste heat and recirculated exhaust particulates to improve engine efficiency and reduce emissions is useful. In addition, the water from the Venturi cleaner to the fin fan can be used for the purpose of heating the intake air.

In the method illustrated in Figure 3B, the intake may be preheated by a variety of methods, including using heat from the exhaust (e.g., via condenser 116) or from a post-combustion process (such as at the catalytic conversion stage). The heat obtained by the exhaust gas. In addition, the intake system is preheated using other techniques described herein, including direct heating with electrical heating elements, glow plugs, and indirect heating (such as by a supercharger or turbocharger).

Figures 5A and 5B illustrate how the techniques described herein and the concept of fuel power generation can be applied to launch a rail vehicle. The number of references in Figures 5A and 5B corresponds to the same number and items used in the associated Figures 3A and 3B. Any pre-treatment 104 of the fuel and the engine 111 are the same using the fuel system. The waste air is cooled by the first heat exchanger 120 after leaving the catalytic converter 112, which uses ambient air to cool the exhaust gas and heat the combustion air 110.

Exhaust gas treatment on rail vehicles differs from HWL methods in that water is separated from other exhaust materials. The exhaust gas leaving the catalytic converter passes through the activated alumina water adsorption cycle 121 and the activated alumina water release cycle 122 to produce clean hot and dry exhaust gases to the atmosphere, and re-captures water from the exhaust gases through the water condenser 123. The recaptured water can be supplied back to the pretreatment stage or used for unsuitable rail vehicle applications. The colder dry exhaust gas exiting the activated alumina cycle may be passed through the second heat exchanger 124 to provide heating or cooling on the rail carrier.

In one embodiment, the manufacture of fuel at the methanol plant 101 will potentially result in the storage of the two components on the rail carrier: (1) a water-methanol mixture designed to provide the correct NOx/performance results; 2) A fumigant component that is stored separately under pressure. Compared with the unfavorable results of shipping weight, the unfavorable results of the track weight are not significant.

Figure 5B is similar to Figure 3B, which illustrates the use of a fumigant and a track carrier power generation method that relies only on preheating. The same opinion on the strengths of the HWL process without fumigant is applied to the method described in the related Figure 5B.

Figures 6A and 6B illustrate concepts for marine purposes and methods of power generation, such as onboard ships. Similar to the HWL power generation method embodiment, a methanol manufacturing plant for ship size may be provided on board to supply methanol base fuel to one or more engines 111 of the launching vessel. Similar to the above embodiment, Figure 6A illustrates a method of using a fumigant ignition enhancer in the intake air, while Figure 6B illustrates a method without a fumigant. This method can replace the intake air including no preheating or preheating.

The first heat exchanger 120 on the marine carrier uses a cooler surrounding space Air to cool the waste air. A portion of the waste air may be recycled back to become hot combustion air 110. The remaining cooled waste air is then passed to the desalination unit 125 and other heat exchange equipment to maximize waste heat recovery for the vehicle's needs, such as storage and vehicle heating. Seawater desalination uses seawater that is readily available from marine vehicles.

When used in the above applications, the general advantages associated with the methods and fuels described herein are the ability to simultaneously communicate several benefits to energy and resource constrained communities and residences. Specific advantages include:

. Development of remote resources, otherwise it may remain undeveloped (eg, high sulfur) due to inappropriateness.

. Provides a seamless choice for efficient biomass co-processing to reduce CO ₂ .

. The earliest total use of biomass will extend the life of existing resources.

. It is also possible to integrate other renewable methods such as wind and sun.

. Power is supplied to demand centers based on thermoelectric composite (CHP) or cold thermoelectric composite (CCHP).

. In fact, all sources of non-CO ₂ pollution caused by the production phase of electrical energy are eliminated.

. Hydrogen is captured from the resources to the greatest extent possible and converted to water for use by the demand center (1 part hydrogen is converted to 9 parts water by weight when reacted with oxygen). Under this arrangement, fossil fuel resources can also be considered to some extent as water resources with the potential “free shipping” effect, as the fuel delivery mechanism will absorb its own distribution costs in any case. This water will be activated alumina or other suitable Adsorption materials or techniques are treated to remove failures through the catalytic converter that processes the exhaust of the hot engine.

. Waste heat is supplied to the local community by heating the exhaust gas through a hot water circuit (HWL) and exchanging this major source of heat energy with a local heat demand center for heating or freezing purposes. Clean exhaust gases from the techniques described herein allow for power generation in adjacent markets, a feature that coal-fired power generation is particularly unattainable.

. Recover water and heat efficiently. Other heat transfer methods can be used, however, the recovery is increased at higher cost, and the combustion air can also be selectively heated by, for example, circulating water prior to the fin fan cooler (in the embodiments of Figures 3A and 3B).

. High water recovery is available, with methanol consumed per metric ton adjacent to 0.7 to 1 metric ton of irrigation water or higher, if economically and engineeringly sound.

. Provides pH neutral irrigation water for direct use by local communities.

. A water-cleaned exhaust gas is provided which neutralizes the acid and removes particulate matter to a low level. Other contaminants in the exhaust gas, such as SOX and hydrocarbons, will also be low.

The techniques described herein along with water production, HWL thermal integration, and emissions results will yield a cost in terms of engine efficiency, but in many cases this view is expected to be offset by supply chain benefits and the benefits mentioned above. .

Example Example 1: Experimental plan for studying methanol water fuel composition for compression ignition engine

1.1 Overview

This report summarizes the results obtained from the performance of different methanol-based fuels in a compression ignition engine and emissions from the engine during an experimental project conducted by the University of Melbourne.

The fuel tested was a mixture of methanol, water, dimethyl ether (DME) and diethyl ether (DEE). Since methanol is not normally a compression ignition fuel, two types of ignition actuator systems are used. The first consists of an air intake preheater. By heating the engine intake air to a maximum of 150 ° C (imposed safety limit), a higher temperature is reached near the end of the compression stroke (the main fuel load is injected at this location). In some cases, these temperatures are high enough to cause a compression ignition of the injected fuel.

A second system for promoting ignition includes continuously ejecting (i.e., fumigation) dimethyl ether (DME) gas into the jet enthalpy of the engine. Because DME has a relatively low ignition temperature and a high cetane number, when the air/fumigant mixture is compressed during the compression stroke, the DME automatically ignites, thereby releasing thermal energy, which in turn ignites the primary fuel load.

Testing was performed on a modified 1D81 Hatz single cylinder diesel engine mounted on an indoor established motoring/absorption dynamometer device. In its unmodified state, this naturally aspirated engine can produce up to 10 轴 of shaft power from a single cylinder of approximately 670 cc volume. Quite similarly, the absolute performance of all of the fuels tested will be better in larger engines, as is generally known in the engine community, and peak engine efficiency will increase with engine size due to underlying physical laws.

In this connection, it should be considered that it should be applied on the same engine. The results of diesel fuel are used to observe the engine performance of non-diesel fuels in current test plans. In particular, if alternative fuels provided in this engine can achieve comparable or better performance relative to diesel, it is possible that this relative performance can also be achieved on larger engines. Of course, maximizing the absolute performance of the fuel provided on the provided engine requires further optimization and should improve engine performance.

The general observations from this experimental program are as follows.

1. Fumigation engine test

These results show that under more efficient operating conditions, the fumigated engine produces efficiencies, lower NO emissions, and lower particulate emissions compared to diesel engines.

2. Heated air intake test

These results show that NO emissions from the engine can be compared to diesel engines. When the fumigated engine was running, lower particulate emissions were observed again than the diesel engine. In this mode of operation, further work is needed to improve engine efficiency.

1.2 Experimental methods

Testing was performed on a modified 1D81 black sub-diesel engine that was installed on a motion/absorption dynamometer device built indoors. Figure 10 illustrates the method and test instrument graphics of the device. Unmodified engine specifications are detailed in Listing 1 below. These specifications do not change during engine testing.

The modifications to the engine consist of the following.

. The mechanical fuel injector and the fuel pump are replaced by a solenoid driven injection system and separate fuel pumps and injection systems.

Fuel is injected into the system using a common rail diesel injector that is electronically commanded. This injector (Bosch, model 0 445 110 054-RE) delivers a significantly higher volumetric flow rate than the injector on the unmodified engine, thus delivering the highest water fuel in Table 2, while Achieve the same air/fuel ratio as both diesel and pure methanol fuel.

For this engine, the injector is too large and should result in a significant reduction in engine performance even when the engine is operating with the same diesel fuel as the unmodified engine. As a result, the appropriate reference frames used to test the alternative fuels listed in Table 2 were identical, and the modified system was run on a diesel engine, the results of which are listed in Tables 3, 4 and 5. It has been observed that further testing (especially fuels with lower water content) will enable the use of smaller injectors and thus a significant improvement in engine performance.

As shown in Figure 10, the fuel is mixed into the pressurized storage vessel so that the DME does not transform into the gas phase prior to injection into the engine. This container is always between 5 and 10 bar during the test. The liquid fuel exiting the vessel is then pressurized by a Haskel air driven pump up to 800 bar before being injected into the engine. A high pressure accumulator is used to ensure that the fuel line pressure remains fixed during the test.

The fuel flow rate is measured by suspending the pressurized storage container on the load cell and measuring the rate of change of the mass of the container during each test.

. The expansion of the injection manifold.

This is accomplished by connecting both the intake preheater and the DME fumigation inlet. Both systems are used as the primary fuel load ignition actuator.

. Expand the exhaust manifold to connect the entire emissions analysis system.

. Kistler piezoelectric pressure transducer.

Installed on the cylinder head of the engine to record the pressure in the cylinder.

. Shell Helix Racing 10W60 oil was used for all tests.

This is a synthetic oil.

The exhaust gases are analyzed using a number of separate systems.

. MAHA particulate matter meter.

This device provides a measure of the weight of particulate matter in the engine exhaust.

. Bosch UEGO sensor.

This is a manufacturing device that measures the ratio of air to fuel. Although it has been developed for use in hydrocarbon fuels, it has been shown to work well for all tested fuels compared to the measured air fuel ratio from the ADS 9000 Emissions Workbench, except those containing more than 50% water content ( Figure 4).

. ADS9000 Emissions Workbench.

This device measures NO emissions from the engine. Before sampling, the exhaust gas sample is passed through the unheated line and water trap, so the water content of the sampled gas should be nearly saturated under ambient conditions. The calibration gas is used to calibrate the ADS 9000 for all measured quantities and gas dividers before and during the test plan.

. Gasmet FTIR Emissions Analyzer.

Use an appropriate calibration gas to calibrate the unit and adjust to zero with high purity nitrogen, as described by each supplier.

Each fuel was tested at a steady state speed of 2000 rpm and a hard to reach value of 2 (ie, 100% excess air). Operate the unmodified engine at approximately 1.5 times. In one example, a more concise operation was chosen because the first test using pure methanol at a difficulty of 1.5 resulted in an engine seizure due to excessive advance injection. At the time of difficulty 2, there is no further reduction of the cylinder.

The entire test engine program is as follows.

1. Heated spray operation.

First increase the intake air to 150 °C.

The injection cycle of the hard-to-reach value 2 is set, and the start of the injection is set to the top dead center.

Then, when the engine is running, the heater controller reduces the injection temperature until the positive engine torque is no longer maintained. Then, the heater injection controller sets the injection temperature to a higher level than when the operation is stopped.

Then, the propulsion injection begins and the dynamometer controller maintains a fixed engine speed until the engine torque reaches the so-called "maximum braking torque (MBT)". MBT is the most efficient operating condition at fixed engine speeds and air/fuel ratios.

The injection timing (start and cycle) and other measured quantities produced under this operating condition are recorded.

2. Fumigation jet operation.

The engine is built at high DME flow rates under smooth running conditions.

The main fuel injection period of the hard-to-reach value 2 is set, and the start of the injection timing is set at the top dead center.

Then, reduce the DME flow rate as the main fuel flow rate increases to maintain a fixed Hard to reach until the brake torque reaches its maximum.

Then, the injection timing is advanced until the MBT timing is reached, and if necessary, the main fuel flow rate is continuously adjusted to maintain the difficulty.

The injection timing (start and cycle) and other measured quantities produced under this operating condition are recorded.

3. The diesel engine is running.

The propulsion injection timing starts to MBT while maintaining the difficulty at 2 via the injection cycle.

The fuel specifications are as follows.

. Methanol, 99.8% + purity

. Deionized water, 99.8% + purity

. Dimethyl ether (DME), 98% + purity

. Diethyl ether (DEE), 98% + purity

1.3 results

The results of the test work appear in the list below.

1.4 Further testing work

Further testing was conducted to explore additional fuel and fumigant combinations, and the results of those tests are summarized in Tables 11 and 12 below. Pay attention to the following:

. Overall, engine efficiency at 1000 rpm is lower than at higher engine speeds for the same or similar fuels. This is based on the fact that the unmodified black-black engine has a peak efficiency at approximately 2000 rpm, and this is expected. The efficiency of using the fuel will be improved when used in larger engines designed to achieve peak efficiency at lower rpm.

. NO emissions were not apparent when using the ADS 9000 unit, as this sensor failed during this test plan.

. The fuel injector failed during test number 25. The data recorded for this test is still shown to be reasonable, as the failure is in the late stages of testing and is included in this appendix. It is to be noted that the performance of Runs 25 and 27 is comparable, with very similar primary fuel compositions in addition to the additives.

1.5 Comparison table between volume % and mass % in fuel composition

In the test results outlined above at 1.1 to 1.4, the watch is based on the relative amount of components in the main fuel composition (measured by volume). The following Tables 13 and 14 are capable of producing a conversion between the volume and weight % of the fuel composition.

1.6 Observations on the test results reported in Sections 1.1 to 1.5.

Water and ether plus DME fumigant:

The work reported above clarifies that water has certain key properties that make it useful for the addition of methanol fuel systems:

1. If a combustible methanol fuel is used (up to a point), the efficiency is not reduced but is increased to the optimum point and then decreased as the proportion of water continuously increases. It has been assumed by the applicant that the increase in efficiency may be due to a combination of factors such as the following:

a. The spectral properties of water (such as emissivity and absorption coefficient) are excellent throughout the heating (eg, infrared IR) band (relative to methanol), which assists in absorbing radiant heat into the mixed fuel and water droplets, when methanol The rate of acceleration evaporates from the droplets because methanol will share this higher rate of heat absorption and evaporate first. The emissivity of water has been reported in the literature, which is between 0.9 and 1.0 (i.e., near infrared radiation to infrared radiation), while methanol is less than half of its value at approximately 0.4.

b. The thermal conductivity of water is greater than that of methanol.

c. The thermal diffusivity of water is greater than that of methanol.

d. The above points b. and c. will be accompanied by the presence of water in the droplets resulting in a large heat transfer, again accelerating the conversion of liquid methanol to a gas, such as a decrease in methanol concentration, when the droplets shrink: From Thermochimica Acta 492 (2009) p95-100

2. The work reported above provides evidence of the feasibility of water-methanol fuels through its smooth operation, even when operated at a high water level with a suitable ignition assist amount (in the case of fumigants). From the data presented in Figure 7, which is from the work reported above, it is shown that when the water content is in the range of about 12% to 23% (based on the weight of the main fuel composition), a brake is achieved. The peak of thermal efficiency. The modified BTE zone is between 2% and 32% water, while the DME fumigant is ideally achieved in the region of approximately 16-18%. This is an amazing result. Unexpectedly, injecting this high level of water into the combustion chamber will enable the compression ignition engine to operate with acceptable operation (in terms of the COV of the IMEP (indicated as the coefficient of variation of the mean effective pressure)).

From the experimental data reported above, the lower grade BTE finishers are in most cases undiluted methanol, while the mixture containing 4-9% by weight of DME gives good performance.

When the water content in the fuel containing the previously mentioned DME amount exceeds about 30% by weight, the efficiency falls back to the extent consistent with the fuel combustion in the absence of water.

It is to be noted that about 70% of the water in the fuel is burned in the engine, although this efficiency is in some way halfway due to the higher exhaust water content.

Figure 8 provides a graphical representation of the ether content (in % by weight) of the primary fuel and the BTE results for the fuel. Brackets (}) are used to mark the point associated with the use of diethyl ether as the ether component in the fuel composition, however the ether used in the other plotted points is dimethyl ether. Figure 8 indicates that by introducing 4% DME to a liquid phase of approximately 16% water content, the BTE is increased by some 1.5% (compared to undiluted methanol). In general, this provides an advantage to the primary fuel composition by using the results provided by the amount of ether in the box shown by the dashed lines. Increasing the ether content by more than 10% (i.e., outside the box to the right of the graph) introduces additional costs without corresponding method improvements or advantages.

At low water levels, the benefit of 16% DME is less than 4%, and 4% DME outperforms 16% DME at water levels above about 6%.

Approximately 8% DME (by weight) has a slightly higher BTE than the 4% DME throughout the water content range, with an average difference of about 0.3% in the fuel up to a maximum of about 36%.

Diethyl ether in the fuel (DEE, the point enclosed in brackets) shows a weaker BTE in the lower water range, which is similar to pure methanol; but when the water content in the fuel rises Above about 25%, about 8% of DEE improves its performance to match DME.

In terms of brake thermal efficiency, DEE may not be selected prior to DME in methanol water fuel unless there are other reasons (such as volatility or vapor pressure overcoming).

Effect of water and fumigant on NO:

In a fumigation environment in which a coolant such as water is applied, it is impossible to predict the extent to which NO reduction and unpredictable NO reduction are achieved. The test work showed that the NO reduction was quite dramatic when the water level increased, showing a bottom of 0.2 g/瓩-hr at 36% by weight of water, as shown in Figure 9.

Figure 10 provides an illustration of another effect of increasing the water content on the NOx in the exhaust. The 4% and 8% DME lines show the best response to NOx formation even at high inlet temperatures. The same trend can be seen in the case of fumigation, with a reduction in NOx as the water level increases, 16.5% DME and 8.8% DEE show a higher degree of NO (compared to low DME conditions). All non-aqueous heating operations produce higher NO than unpreheated diesel fuel.

From the above information and accompanying figures, a worthwhile operating area includes the use of a primary fuel composition comprising methanol and 20-22% by weight water and 4-6% by weight DME in the main fuel composition, accompanied by fumigation. This fuel will achieve good efficiency and low NO. The desired fuel operating area can be further expanded with acceptable CI engine operation, as described in detail in other sections of this application.

In contrast, diesel fuel achieved 4.9 g/瓩-hour on the same engine at hard 2 and 2000 rpm (the difficulty and speed of all fumigation tests are in these graphs).

Fumigant:

The use of fumigants (or fumigants) and composite fuel compositions, particularly fuel compositions comprising water and methanol and optionally other additives such as DME, has not previously been considered. It must be noted that this technology has not been reported for commercial use. This can be due to the fact that this fuel has been considered to provide a low calorific value for methanol. It is unlikely that it will work well, which is further attenuated by mixing with a high latent heat diluent such as water. The use of fuels containing large water components is also counter-intuitive because water is used normally to extinguish the fire rather than to help it burn.

To investigate this space, a single cylinder engine with a cylinder capacity similar to a 5 liter V8 engine was used and a larger injector was installed to overcome the low calorific value of some of the fuel to be tested per liter.

These larger injectors have the effect of reducing engine efficiency, but the effectiveness of this comparison has been recognized by engine test experts when comparing between fuels to provide the applied reflection conditions.

Extra large injectors are required under the specific operating conditions of the test, and the engine operates at high rpm due to small engine size, but further work will be able to modify these factors, which is accompanied by a reduction in the injection into the engine. The amount of relative fumigant (ignition enhancer) in the gas. The experimental work performed to support this application was performed at 2000 rpm and 1000 rpm, which is the lowest operational speed of the black sub-engine used in the program.

Example 2: 30%: 70% water: methanol fuel and fumigation

A fuel containing 70% methanol and 30% water was introduced into the combustion ignition engine represented by the pattern in Fig. 1.

Different fumigant compositions can be used to fumigate the intake during different stages of engine operation (start, steady state under low load, steady state at 50%-100% maximum load, no load, etc.) Into the engine.

At the beginning and initial no-load, a larger fumigant weight % (related to the main fuel) is fumigated into the intake. One fumigant suitable for this stage of operation includes 100% DME.

The amount of fumigant in the fumigant and/or the amount of ignition enhancer can be reduced after engine operation and load/rpm increase.

When the engine speed and load are increased to the maximum load, the fumigant composition can be reduced by, for example, 7-9% by weight relative to the main fuel (see the graph of Fig. 2), based on the weight of the main fuel (in the fumigation) 100% DME in the agent, or dry substrate (db)).

This allows the operation of the engine to overcome the presence of 30% water in the main fuel composition.

Example 3: 5%: 95% water: methanol fuel and fumigant

Example 2 was repeated but using a composition of 95% methanol to 5% water. Due to the higher methanol content, the wt% of the fumigant or the DME% in the fumigant (as compared to Example 2) can be reduced at different stages of operation of the engine, for example to the maximum fuel load (eg, to the intake fuel) 2-3% under 100% DME).

Example 4: 1%: 99% water: methanol fuel and fumigant

Example 2 was repeated but using a composition of 99% methanol to 1% water. Due to the higher methanol content, the wt% of the fumigant or the DME% in the fumigant (as compared to Example 2) can be reduced at different stages of operation of the engine, for example to the maximum fuel load (eg, to the intake fuel) 0.5% to 2% under 100% DME).

Example 5: 30%: 70% water: methanol fuel and fumigation and thermal methods

Example 2 was repeated, but the combustion air was preheated to 140 °C using the previously described method. This modification reduced the fumigant required to 2-3 wt% compared to 7-9% of Example 2.

Example 6: 74: 26% water: methanol with fumigation and heat method

Repeat Example 3 but using 26% methanol, 74% water fuel composition Things. This fuel composition is suitable for use in marine applications for operating a ship CI engine. In this case, seawater can be used as a heat reservoir (if needed) to achieve the desired degree of condensation of the exhaust gases. In marine conditions, in order to ensure safety in an enclosed space upon spillage via the presence of a non-flammable vapor phase, the degree of water in the fuel composition is about 74% (or more), and the fuel is 26 % (or less) is methanol. This high water content avoids the risk of ignition in the engine compartment.

The fuel is an embodiment in which a ready-to-use composition (i.e., 74% water in the methanol composition) is pumped into a main fuel storage tank. In addition, a premix having a lower water level (compared to the composition in use) can be pumped into the storage tank, and the water level is increased by diluting the premix with water between the storage and charging engines. The water source can be any water source and can be, for example, recycled water or demineralized water. This choice has the advantage associated with the weight of the fuel composition carried in the container.

The combustion of this fuel via the above method requires heat. DME vapor or spray is also fumigated into the intake to provide a means to ignite the fuel.

The amount of water in the offgas can be calculated to be between about 10-50%. This is based on the raw water in the fuel and the water from the combustion of methanol and DME, and the water in the intake. This surprisingly high result is due to the high hydrogen content of methanol (which contains more hydrogen (by volume) than the frozen liquid hydrogen), the high water content in the fuel, the water vapor in the feed and from Caused by the combination of water combustion products of fuel (methanol and DME).

With this combustion reaction, excess water will be produced and the opportunity exists to capture this portion for recycling and storage with lower water in the storage tank. The amount of premixed fuel is mixed. In some embodiments, the supply of a lower methanol content base fuel reduces the cost of supply chain logistics associated with the presence of water in the fuel, and by capturing water from the engine exhaust to meet the target at a higher water level. Engine quality is beneficial.

It can be installed (which may already be purified) and the optional additives (for removing last phase species selected) using water spray chamber and heat exchanger arrangement, in order to ensure non-CO ₂ polluting methanol from the combustion of the non-close. In addition, the last purged off-gas can be obtained by adsorbing, for example, unburned methanol onto the active surface, later in the process, desorbed and recycled to the engine using known techniques, or incorporated as a fumigant or primary fuel. part.

In the case of SOX, the offgas may have the following analysis in this case: SOX < 0.1 ppm.

In general, emissions of other contaminants, such as NOx particulates, will be lower compared to oil-based diesel fuel.

Any small amount of NOX and SOX combustion phase to form the aqueous phase and the CO ₂ absorption may cause the return of water mixed with the fuel in the weakly acidified. The returned water mixture may require chemical treatment or mechanical adjustment to offset this weak acidification.

Compared with diesel fuel, in terms of hydrocarbons, particulate matter, NOx and SOX emissions, the exhaust gas generated therefrom has improved emissions, and the environment is excellent.

CO ₂ recovery

The exhaust gas produced from the high water fuel contains almost no impurities, making it very suitable for subsequent processing. In particular, CO ₂ conversion back to methanol to directly reduce greenhouse gas CO ₂ , or high purity CO ₂ can be used for organic growth (such as algae) for multiple end uses, including methanol production, use of energy sources (which can include renewables) Sources, such as the sun) and so on.

By separating or purifying the degree of oxygen in the air, nitrogen from the engine can be reduced or eliminated, accompanied by a reduction or elimination of NOx that may result from oxidation of nitrogen. The waste CO ₂ is recycled to the engine, O ₂ inhalation will allow optimizing the input level of oxygen and a large amount of engine pure CO ₂ and steam exhaust. This CO ₂ is very suitable for further processing into methanol or the above mentioned applications, if desired.

Example 7: Fuel consisting of 10% water: 5% DME: 85% methanol by weight with fumigant

The fumigant (eg, 100% DME) required at maximum load can be reduced to the range of 1 to 2%.

Example 8: Fuel composition and fumigant combination

In the following list, an example of the extent of the methanol/water fuel composition and corresponding fumigant that enables the combustion ignition engine to operate smoothly is outlined. The table has two sections, the main fuel of each digit line being paired with a suitable fumigant on the same digit line, however it is possible to pair between adjacent fuel and fumigant. Considering the characteristics of fuel extenders, lubricants, ignition improvers, and other additives, these are selected from the examples provided in the above detailed description. The amount % indicated for these additives in the table refers to the single additive amount described, or the total additive described (when more than one combination of such types of additives is used). Particular embodiments use sugars or fatty acid esters as fuel extenders, fatty acid esters or ethanolamine derivatives as lubricating additives, ethers as ignition enhancers, and product color and flame color additives as additional additives.

A variety of fumigants are indicated in the table, some of which have lower ignition properties than classification Those that are higher ignition components. The components listed are not exhaustive and may be used elsewhere listed in this document and other suitable components known to those skilled in the art.

10‧‧‧CI engine

11‧‧‧Main fuel

12‧‧‧Intake flow

Section 13‧‧‧

14‧‧‧Ignition enhancer

17‧‧‧fumigant

19‧‧‧Other components

20‧‧‧ Catalytic reactor

22‧‧‧Exhaust

25‧‧‧Condenser

28‧‧‧ atmosphere

30‧‧‧Ignition control

32‧‧‧Recycled fuel

34‧‧‧Saline/Water Heat Reservoir

38‧‧‧Second fuel storage

100‧‧‧Finned fan heat exchanger

101‧‧‧fuel factory

102‧‧‧Power Plant

103‧‧‧Transportation tube

104‧‧‧Pretreatment stage

105‧‧‧fumigant

106‧‧‧Irrigation quality water

107‧‧‧Methanol fuel

108‧‧‧ water

110‧‧‧heated combustion air

111‧‧‧Compressed ignition engine

112‧‧‧catalyst converter

113‧‧‧HWL heat exchanger

113a‧‧‧HWL supply line

113b‧‧‧ return line

114‧‧‧Caustic injector

115‧‧‧ Venturi cleaner

116‧‧‧Condenser

118‧‧‧Exhaust gas treatment

120‧‧‧First heat exchanger

121‧‧‧Active alumina water adsorption cycle

122‧‧‧Active alumina water release cycle

123‧‧‧Water Condenser

124‧‧‧second heat exchanger

125‧‧‧Seawater desiccator

1 is a flow chart illustrating a method for launching a compression ignition engine in accordance with a specific example of the present invention; and FIG. 2 is a graph showing three main fuel compositions (100% methanol, 70% methanol: 30% water, and 40% methanol: 60% water), against the weight of the dimethyl ether (DME) (as an ignition enhancer) to be fumigated into the engine (compared to the weight of the main fuel) against the compressed The temperature change of the main fuel/fumigant/air mixture is plotted. This figure is related to the lack of other ignition enhancement techniques; Figure 3A is a flow chart illustrating a method for launching a compression ignition engine and processing engine exhaust, wherein waste heat is used as a separate heat source via a hot water circuit; The figure is similar to the flow chart of Figure 3A, but excludes the step of fumigation of the engine intake; Figure 4A is a more detailed view of the exhaust gas treatment in the flow charts of Figures 3A and 3B; Figure 4B is similar Figure 4A, but without the final waste air exchange condenser; Figure 5A is a flow chart illustrating a method for launching a compression ignition engine to drive a rail vehicle and process engine exhaust; Figure 5B is similar to 5A is a flow chart, but excluding the step of fumigation of the engine intake; FIG. 6A is a flow chart illustrating a method for launching a compression ignition engine to drive a marine vehicle and process engine exhaust; Figure 6B is a flow chart similar to Figure 6A, but excluding the step of fumigation of the engine intake; Figure 7 is a graph illustrating the brake ignition efficiency of the compression ignition engine with DME fumigation, which is used in liquid The phase contains different amounts of water and a certain amount of main fuels of methanol, DME and DEE; Fig. 8 is a graph illustrating the braking thermal efficiency of a compression ignition engine using a main fuel containing different amounts of ether as ignition enhancers And use DME as a fumigant.

Figure 9 is a graph illustrating the NO exhaust output of a compression ignition engine using a primary fuel containing different amounts of water and using DME as a fumigant.

Fig. 10 is a diagram showing the method of the test apparatus and the pattern of the test apparatus used in obtaining the results of Example 1.

Figure 11 is a graph illustrating the reduction of the NO exhaust output of a compression ignition engine by increasing the amount of water in the methanol-water fuel.

Claims (68)

A method of launching a compression ignition engine using a primary fuel comprising methanol and water, comprising: fumigation of an intake stream with a fumigant comprising an ignition enhancer; introducing the fumigated intake air into a combustion chamber of the engine and compressing the feed a gas stream; introducing a main fuel comprising methanol and at least 3% by weight water and 0 to 20% by weight dimethyl ether into the combustion chamber; and igniting the main fuel/air mixture to thereby drive the engine. The method of claim 1, comprising introducing a main fuel comprising the following amount of water into the combustion chamber: at least 4%; or at least 5%; or at least 6%; or at least 7%; or at least 8%; or at least 9%; or at least 10%; or at least 11%; or at least 12%; or at least 13%; or at least 14%; or at least 15%; or at least 16%; or at least 17%; or at least 18%; or at least 19%; or at least 20%; or at least 25%; or at least 30%; or at least 35%; or at least 40%; or at least 45%; or at least 50%; or at least 55%; 60%; or at least 65%; or at least 70%. The method of claim 1, comprising introducing a main fuel comprising water in the combustion chamber, the amount of water being in any one of the following minimum amounts: 3% of the main fuel; or 5%; or 10 %; or 12%; or 15%; or 20%; or 22%; between any of the following maximum quantities: 10% of the primary fuel; or 15%; or 20%; or 23%; or 25%; or 30%; or 35%; or 40%; or 50%; or 55%; or 60%; or 68% Where the minimum amount is below the maximum amount. The method of claim 1, wherein the main fuel comprises: water, the range of which is any one of the following minimum amounts: 3% of the main fuel; or 5%; or 10%; or 12%; or 15 %; or 20%; or 22%; between any of the following maximum amounts: 10% of the primary fuel; or 15%; or 20%; or 23%; or 25%; or 30%; or 35%; Or 40%; or 50%; or 55%; or 60%; or 68%; wherein the minimum amount is less than the maximum amount; methanol; and one or more additives, the amount of which is up to 25% of the main fuel Or up to 20%; or up to 15%; or up to 10%; or no more than 5%; wherein the total amount of water, methanol and one or more additives does not exceed 100% of the main fuel. The method of claim 1, comprising introducing a main fuel comprising a ratio of water to methanol between 3:97 and 80:20 into the combustion chamber. The method of claim 1, comprising introducing a main fuel comprising between 12% and 23% water, methanol and no more than 20% by weight of the additive. For example, the method of applying for the first item of patent scope, including the introduction of one included in 20% Up to 68% by weight of water, methanol and not more than 20% by weight of the main fuel of the additive. The method of claim 1, comprising introducing a main fuel comprising between 20% and 22% by weight of water, methanol and not more than 20% by weight of the additive. The method of claim 1, comprising introducing a main fuel comprising between 20% and 22% by weight of water, 4 to 6% by weight of dimethyl ether and methanol. The method of any one of clauses 1 to 9, wherein the primary fuel comprises methanol in an amount of at least 30%; or at least 40%; or at least 50%; or at least 60%; or At least 70%. The method of any one of clauses 1 to 9, wherein the primary fuel comprises a combined amount of methanol and water in an amount of at least 75%; or at least 80%; or at least 85%; Or at least 90% by weight. The method of any one of clauses 1 to 9, wherein the primary fuel comprises one or more additives in an amount as follows: up to 25% of the primary fuel; or up to 20%; or up to 15%; or highest 10%; or no more than 5%. The method of any one of clauses 1 to 9, wherein the main fuel comprises an ether as an ignition improver, the amount of which is in any one of the following lower limits: greater than 0.2% of the main fuel; or greater than 0.5 %; or greater than 1%; or greater than 2%; or greater than 3%; or greater than 4%; or greater than 5%; or greater than 6%; or greater than 7%; or greater than 8%; or greater than 9%; or greater than %; Or greater than 12%; between any of the following upper limits: less than 20% of the primary fuel; or less than 15%, less than 10%; or less than 5%; or less than 3%; or less than 1% Where the lower limit is below the upper limit. The method of any one of clauses 1 to 9, wherein the main fuel comprises the following amount of dimethyl ether: less than 20% of the main fuel; or less than 15%; or less than 10%; Or less than 5%. The method of any one of claims 1 to 9 wherein the fumigant is fumigated in an amount of from 0.5% to 70% by weight of the main fuel. The method of any one of claims 1 to 9 wherein the fumigant is fumigated in an amount of up to 20% by weight of the main fuel. A method of any one of claims 1 to 9 which comprises fumigation with a fumigant comprising an ether as an ignition enhancer. A method of any one of claims 1 to 9 comprising fumigation with a fumigant comprising dimethyl ether. The method of any one of clauses 1 to 9, wherein the fumigant comprises a single component in an amount of at least 60%; or at least 62%; or at least 65%; or at least 68 of the fumigant. %; or at least 70%; or at least 72%; or at least 75%; or at least 78% or 80%. The method of any one of clauses 1 to 9, wherein the fumigant comprises an ignition enhancer in an amount of at least 5%; or at least 10%; or at least 15%; or at least 20 %; or at least 30%; or at least 40%; or at least 50%; or at least 60%; or at least 65%; or At least 70%; or at least 75%; or at least 80%; or at least 82%; or at least 84%; or at least 86%; or at least 88%; or at least 90%; or 100%. The method of any one of clauses 1 to 9, wherein the primary fuel comprises one or more additives selected from the group consisting of: an ignition improver, a fuel extender, a combustion enhancer, oxygen Absorbing oil, lubricating additives, product coloring additives, flame color additives, anti-corrosion additives, sterilizing agents, freezing point depressants, deposit inhibitors, denaturants, pH control agents, and mixtures thereof. The method of any one of claims 1 to 9 wherein the primary fuel comprises a crude methanol and up to 60% of a non-aqueous additive, or the primary fuel comprises a refined methanol and up to 25% of a non-aqueous additive . A method of any one of clauses 1 to 9, comprising preheating the feed stream in a combustion chamber prior to feeding the main fuel into the combustion chamber. A method of any one of clauses 1 to 9, comprising preheating the feed stream to at least 130 ° C in a combustion chamber prior to feeding the main fuel into the combustion chamber. A method of any one of claims 1 to 9 comprising manufacturing the ignition enhancer by catalytically converting methanol in the main fuel stream. The method of any one of claims 1 to 9 comprising providing a pre-ether fuel comprising methanol and as an ignition enhancer, separating the ignition enhancer from the pre-fuel to separate the ignition enhancer from the pre-fuel Fumigation of the intake stream and remaining of the pre-fuel after separation of the ignition enhancer The remainder is introduced into the combustion chamber as the main fuel. A method of launching a compression ignition engine using a primary fuel comprising a ratio of water to methanol between 3:97 and 60:40, comprising: fumigation with an ignition enhancer comprising from 0.5% to 70% by weight of the primary fuel Fumigation-intake air flow; introducing the fumigated intake air stream into a combustion chamber of the engine and compressing the intake air stream; comprising methanol and at least 3% by weight of water and 0-20% by weight of dimethyl ether Main fuel is introduced into the combustion chamber; and the main fuel/air mixture is ignited to thereby drive the engine. The method of claim 27, wherein the ignition enhancer comprises dimethyl ether. A compression ignition engine fuel for use in a compression ignition engine that is fumigated into an intake of the engine by a fumigant comprising an ignition enhancer, the fuel comprising methanol and at least 3% by weight water and one or more selected from Additives of the following groups: ignition improver, fuel extender, combustion improver, oxygen absorption oil, lubricating additive, product coloring additive, flame color additive, anti-corrosion additive, sterilizing agent, freezing point depressant, sediment suppression And a mixture thereof, wherein the fuel comprises 0 to 20% by weight of dimethyl ether. The fuel of claim 29, wherein the fuel comprises 3% to 40% water and 0-20% dimethyl ether. The fuel of claim 29, wherein the fuel comprises the following amount of water: at least 4%; or at least 5%; or at least 6%; or at least 7%; At least 8%; or at least 9%; or at least 10%; or at least 11%; or at least 12%; or at least 13%; or at least 14%; or at least 15%; or at least 16%; or at least 17%; At least 18%; or at least 19%; or at least 20%; or at least 25%; or at least 30%; or at least 35%; or at least 40%; or at least 45%; or at least 50%; or at least 55%; At least 60%; or at least 65%; or at least 70%. The fuel of claim 29, wherein the fuel comprises water in the following range, which is any one of the following: 3% of the fuel; or 5%; or 10%; or 12%; or 15% Or 20%; or 22%; between any of the following maximum amounts: 10% of the fuel; or 15%; or 20%; or 23%; or 25%; or 30%; or 35%; %; or 50%; or 55%; or 60%; or 68%; wherein the minimum amount is below the maximum amount. The fuel of any one of claims 29 to 32, wherein the additive comprises: - up to 1% by weight of a product coloring additive; and - a flame color additive up to 1% by weight of the fuel. A use of a fuel comprising methanol and at least 3% by weight water and 0-20% by weight dimethyl ether for use in an internal combustion engine accompanied by an intake of fumigant into the engine of the internal combustion engine with an ignition enhancer. A two-part fuel used to operate a compression ignition engine that uses an ignition enhancer to fumigate intake air into the engine, the two-part fuel package Containing: - a primary fuel composition comprising methanol and at least 3% by weight water and 0 to 20% by weight dimethyl ether; and - a secondary fuel component comprising an ignition enhancer. A portion of the fuel of claim 35, wherein the primary fuel composition comprises the following amount of water: at least 4%; or at least 5%; or at least 6%; or at least 7% of the primary fuel composition; At least 8%; or at least 9%; or at least 10%; or at least 11%; or at least 12%; or at least 13%; or at least 14%; or at least 15%; or at least 16%; or at least 17%; At least 18%; or at least 19%; or at least 20%; or at least 25%; or at least 30%; or at least 35%; or at least 40%; or at least 45%; or at least 50%; or at least 55%; At least 60%; or at least 65%; or at least 70%. For example, the fuel of part 35 of the patent application scope, wherein the main fuel composition comprises water of the following range, which is any one of the following minimum amounts: 3% of the main fuel composition; or 5%; or 10% Or 12%; or 15%; or 20%; or 22%; between any of the following maximum amounts: 10% of the primary fuel composition; or 15%; or 20%; or 23%; or 25% Or 30%; or 35%; or 40%; or 50%; or 55%; or 60%; or 68%; wherein the minimum amount is below the maximum amount. For example, part of the fuel of the 35th item of the patent scope, wherein the main fuel group The product comprises: water, which is in any one of the following minimum amounts: 3% of the main fuel composition; or 5%; or 10%; or 12%; or 15%; or 20%; or 22%; Between any of the following maximum amounts: 10% of the primary fuel composition; or 15%; or 20%; or 23%; or 25%; or 30%; or 35%; or 40%; or 50%; Or 55%; or 60%; or 68%; wherein the minimum amount is less than the maximum amount; methanol; and one or more additives in an amount up to 25% of the main fuel composition; or up to 20%; Or up to 15%; or up to 10%; or no more than 5%; wherein the total amount of water, methanol and one or more additives does not exceed 100% of the main fuel composition. The two-part fuel of any one of claims 35 to 38, wherein the secondary fuel component comprises a single ignition enhancer component in an amount of at least 60%; or at least 62% of the fumigant; Or at least 65%; or at least 68%; or at least 70%; or at least 72%; or at least 75%; or at least 78% or 80%. The two-part fuel of any one of claims 35 to 38, wherein the secondary fuel component comprises an ignition enhancer in an amount of at least 5% of the fumigant; or at least 10%; or at least 15 %; or at least 20%; or at least 30%; or at least 40%; or at least 50%; or at least 60%; or at least 65%; or at least 70%; or at least 75%; or at least 80%; or at least 82%; or at least 84%; or at least 86%; or at least 88%; or at least 90%; %. The two-part fuel of any one of claims 35 to 38, wherein the non-aqueous component of the main fuel composition (excluding the ignition enhancer) constitutes a total amount within the following range: no more than the main fuel 40% of the composition; or between 5-40%; or between 10-40%; or between 20-40%; or between 30-40%. The two-part fuel of any one of claims 35 to 38, wherein the methanol constitutes at least 30%; or at least 40%; or at least 50%; or at least 60%; or at least 70% of the main fuel composition %. The two-part fuel of any one of claims 35 to 38, wherein the primary fuel composition comprises a combined amount of methanol and water in an amount of at least 75%; or at least 80% of the primary fuel composition; At least 85%; or at least 90% by weight. The two-part fuel of any one of claims 35 to 38, wherein the primary fuel composition comprises one or more additives in an amount as follows: up to 25% of the main fuel composition; or up to 20%; Up to 15%; or up to 10%; or no more than 5%. The two-part fuel of any one of claims 35 to 38, wherein the main fuel composition comprises an ether as an ignition improver in an amount below the lower limit: greater than 0.2% of the main fuel composition; or greater than 0.5%; or greater than 1%; or greater than 2%; or greater than 3%; or greater than 4%; or greater than 5%; Or greater than 6%; or greater than 7%; or greater than 8%; or greater than 9%; or greater than 10%; or greater than 12%; to between the following upper limits: less than 20% of the primary fuel composition; or less than 15 %; less than 10%; or less than 5%; or less than 3%; or less than 1%; wherein the lower limit is below the upper limit. The two-part fuel of any one of claims 35 to 38, wherein the main fuel composition comprises dimethyl ether in an amount less than 15%; or less than 10% of the main fuel composition; Or less than 5%. A use of a two-part fuel for use in a compression ignition engine comprising (a) a primary fuel composition comprising methanol and at least 3% by weight water and 0 to 20% by weight dimethyl ether And (b) a secondary fuel component comprising an ignition enhancer, wherein the primary fuel composition is introduced into a combustion chamber of the compression ignition engine, and the secondary fuel is used to fumigate the intake air into the compression ignition engine . A method for supplying fuel to a compression ignition engine, the method comprising: - supplying a main fuel composition comprising methanol and at least 3% by weight of water and 0 to 20% by weight of dimethyl ether to the first tank Wherein the tank is fluidly coupled to the combustion chamber of the compression ignition engine; and - supplying a secondary fuel component comprising an ignition enhancer to the second tank, wherein the tank is fluidly coupled to the intake of the compression ignition engine . A power generation system includes: using a methanol-water fuel to launch a compression ignition engine to generate electricity a medium, wherein the methanol-water fuel comprises methanol and at least 3% by weight of water and 0 to 20% by weight of dimethyl ether; preheating the intake flow of the compression ignition engine and/or fumigation of the intake with an ignition enhancer Flow; treating the engine exhaust to recover waste heat and/or water from the engine; and changing the waste heat and/or water path for further use. The power generation system of claim 49, including recycling the waste heat and/or water back into the engine. A power generation system according to claim 49, comprising exchanging heat from the exhaust gas with water in the hot water circuit via a heat exchanger, and transferring heat in the water to the local community via the hot water circuit. A power generation system according to claim 49, wherein the system is adapted to launch a rail vehicle comprising treating exhaust gas to remove particulate matter from the exhaust gas and recovering heat and water for recycling back into the engine and/or in orbit On the vehicle. A power generation system according to claim 49, wherein the power generation system is adapted to launch a marine vehicle, comprising treating the exhaust gas in a desalination plant to recover heat and water for recycling back into the engine and/or changing the distance for use. On the marine vehicle. A power generation system according to claim 49, which comprises mixing engine exhaust gas and water in a mixer to cool the exhaust gas and recover water from the exhaust gas condensate. Such as the power generation system of claim 54 of the patent scope, which includes water containing Exhaust gas is pumped from the mixer to the liquid/gas heat exchanger to further cool the exhaust/water mixture and recover waste heat and/or water. A power generation system according to claim 49, which comprises recovering water from the exhaust gas in the final stage exhaust gas condenser. A power generation system according to claim 49 of the patent application includes adding a chemical treatment to the exhaust gas to neutralize any pH or other imbalance. A power generation system according to any one of claims 49 to 57, comprising treating, in a preconditioner, a pre-fuel composition comprising methanol and ether and selective water, wherein the pre-processor separates ether and methanol, and Ether is used as an ignition enhancer to fumigate the feed stream. A power generation system according to claim 58 wherein the pre-fuel composition comprises 7-10% ether. A power generation system according to any one of claims 49 to 57, which comprises preheating the intake stream to between 150 ° C and 300 ° C. A power generation system according to claim 49, comprising adding water to the methanol-water fuel for launching the engine using methanol-water fuel. A power generation system as claimed in claim 49, comprising transporting the methanol-water fuel from a fuel manufacturing plant to the engine site. A power generation system as claimed in claim 58 includes transporting the former fuel composition from a fuel manufacturing plant to the engine site. A method of transporting a pre-fuel composition comprising methanol and ether, comprising transporting the pre-fuel from a first location to a second location remote from the first location, and separating ether and methanol to produce a first fuel portion comprising methanol And a second fuel portion comprising an ether. The method of claim 64, wherein the ether is dimethyl ether. A pre-fuel composition comprising methanol and up to 10% by weight of an ether. A fuel composition prior to claim 66, wherein the ether is dimethyl ether. For example, the fuel composition before the application of the patent scope 66 or 67, further contains water.