WO1987005363A1 - Dispositif de clivage thermique de carburants liquides pour moteurs a combustion interne et son procede d'exploitation - Google Patents

Dispositif de clivage thermique de carburants liquides pour moteurs a combustion interne et son procede d'exploitation Download PDF

Info

Publication number
WO1987005363A1
WO1987005363A1 PCT/DE1987/000074 DE8700074W WO8705363A1 WO 1987005363 A1 WO1987005363 A1 WO 1987005363A1 DE 8700074 W DE8700074 W DE 8700074W WO 8705363 A1 WO8705363 A1 WO 8705363A1
Authority
WO
WIPO (PCT)
Prior art keywords
reactor
air
fuel
engine
water
Prior art date
Application number
PCT/DE1987/000074
Other languages
German (de)
English (en)
Inventor
Heinrich Metz
Lukas Siencnik
Lothar Reh
Original Assignee
Metz, Holger
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Metz, Holger filed Critical Metz, Holger
Priority to JP87501579A priority Critical patent/JPH01501885A/ja
Publication of WO1987005363A1 publication Critical patent/WO1987005363A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N5/00—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy
    • F01N5/02—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy the devices using heat
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/022—Adding fuel and water emulsion, water or steam
    • F02M25/0228—Adding fuel and water emulsion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/022—Adding fuel and water emulsion, water or steam
    • F02M25/032—Producing and adding steam
    • F02M25/035—Producing and adding steam into the charge intakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M27/00—Apparatus for treating combustion-air, fuel, or fuel-air mixture, by catalysts, electric means, magnetism, rays, sound waves, or the like
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
    • F02M31/02—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating
    • F02M31/16—Other apparatus for heating fuel
    • F02M31/18—Other apparatus for heating fuel to vaporise fuel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28D—HEAT-EXCHANGE APPARATUS, NOT PROVIDED FOR IN ANOTHER SUBCLASS, IN WHICH THE HEAT-EXCHANGE MEDIA DO NOT COME INTO DIRECT CONTACT
    • F28D7/00—Heat-exchange apparatus having stationary tubular conduit assemblies for both heat-exchange media, the media being in contact with different sides of a conduit wall
    • F28D7/10—Heat-exchange apparatus having stationary tubular conduit assemblies for both heat-exchange media, the media being in contact with different sides of a conduit wall the conduits being arranged one within the other, e.g. concentrically
    • F28D7/12—Heat-exchange apparatus having stationary tubular conduit assemblies for both heat-exchange media, the media being in contact with different sides of a conduit wall the conduits being arranged one within the other, e.g. concentrically the surrounding tube being closed at one end, e.g. return type
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to the operation of internal combustion engines with paraffinic and / or aromatic hydrocarbons and / or alcohols obtained from low-octane, lead-free, desulfurized lead gases by thermal cracking. It also relates to a method for operating such a device. With a cleavage treatment of the type mentioned, even highly compressed gasoline engines with low-octane fuels can be operated with low pollutant emissions.
  • the low temperature in the catalytic stage only leads to an incomplete conversion of the hydrocarbons into short-chain gaseous compounds. This means that longer chain, higher-boiling hydrocarbons are simply evaporated and not cracked and can lead to faults by condensation on the way into the combustion chamber of the engine.
  • the range of application of the device is limited to low-boiling fuels, and even for these it is not ensured that the proportions of short-lived carbon and nitrogenous materials necessary for environmentally friendly gas engine operation can be achieved.
  • the object of the present invention is to create
  • the cleavage reactor is, according to the invention, a blind pipe running eta centrally in the exhaust pipe, the closed end of which has the inlet valve, and fuel, water and air are supplied to the reactor as reaction participants through supply means in such a way that they enter the reactor near the end of the reactor with a speed component towards this end.
  • the fuel suddenly reaches the hottest point of the reactor and is suddenly evaporated and split at high turbulence 0; likewise the here
  • the cleavage according to the invention permits the setting of fission gas qualities which in turn enable the operation of a spark-operated engine with high compression ratios. Compression ratios of up to 15 are possible. These compression ratios go far beyond the usual gasoline engines and reach or exceed the values considered optimal for diesel engines. Even higher compression ratios are not excluded with certain cracked gas compositions.
  • the high compression ratios possible with the cracked gases obtained according to the invention are particularly interesting in combination with a "lean mode" of the engine, in which the engine with a large excess of air of? greater than 1, 3 must be operated at higher compression ratios in order to achieve low pollutant emissions. Higher CmHn
  • Hydrocarbon concentrations due to the so-called quench effect can be prevented due to the use of the cracked gas in this mode of operation, since long-chain hydrocarbons were converted into the combustion chamber before they entered.
  • the split operation according to the invention can also be advantageous in combination with a reducing mode of operation of the engine for reducing pollutant emissions if only a substoichiometric amount of combustion air, based on the fuel supplied, is fed to the engine through the intake line.
  • This low-oxygen combustion mixture burns incompletely in the engine when there is a lack of oxygen.
  • the NO formation is favorably influenced by the oxygen partial pressure in terms of low emissions.
  • Remaining residual levels of CO, H_ and short-chain hydrocarbons are caused by post-combustion afterburned by means of secondary air fed into the engine exhaust gases upstream from the cracking reactor, increasing the temperature to about 900 ° C., these hot exhaust gases being used for the cracking process in the cracking reactor 21.
  • environmentally friendly operation with low efficiency losses is made possible by using essential parts of the heat content of the exhaust gases of the internal combustion engine.
  • the device according to the invention is relatively simple in construction and easily adjustable to different fuels.
  • the gas composition of the combustion mixture to the engine can be specified easily and reliably, operation with a defined air ratio being possible, which can be both in the oxidizing and in the reducing range.
  • the exhaust gas heat of the internal combustion engine is largely used for the splitting process. There is neither a risk of catalyst poisoning nor the risk of soot opening. Despite high compression ratios, the operation remains knock-free.
  • a particularly important advantage is that, in addition to the downstream, sensitive catalysts NO reduction the reliable limitation of emissions of pollutants such as benzo (a) pyrene, odoriferous substances, aldehydes, phenols and other aromatic hydrocarbons that are not yet legally regulated is achieved and a consistently low exhaust gas emission is achieved over the entire operating period of the engine .
  • pollutants such as benzo (a) pyrene, odoriferous substances, aldehydes, phenols and other aromatic hydrocarbons that are not yet legally regulated is achieved and a consistently low exhaust gas emission is achieved over the entire operating period of the engine .
  • Claim 6 aims at the above-mentioned reducing operation of the engine, in which a particularly low NO emission is achieved.
  • a desired excess pressure can be set in the cracking reactor, so that the cracking gas enters the intake line of the engine at high speed and this results in an intensive mixing with the intake air.
  • the cracked gases are usually fed to the engine without cooling.
  • the engine can be charged to improve the engine charge, or according to claim 8 Cooling of the cracked gases by direct water injection may be appropriate. Such cooling is, however, expediently only used in engines with a larger displacement
  • the preheating of the water and air proposed in claim 9 lends itself particularly well to high water and air fractions and high gap temperatures.
  • the air and water are then largely preheated in countercurrent to the hot exhaust gases, so that only the heat of vaporization and superheating of the fuel are applied in the gap rector at high temperature.
  • a split reactor arranged in the exhaust opening is provided for each cylinder of a multi-cylinder piston engine, each of them can be continuously supplied with fuel, water and air in an optimal ratio matched to the respective fuel.
  • Advantage- its cracked gases are fed to the intake opening of the same cylinder in a small-volume line at high speed and mixed intensively with the combustion air upstream of the inlet valve, provided that the engine is operated e.g. B. is operated in lean operation with a large excess of air.
  • the exact metering of the fuel and thus the cracked gas per cylinder allows the combustion conditions to be set unambiguously for environmentally friendly engine operation.
  • the starting components of the fuel / water / air split are preferably supplied by separate metering units connected by a ratio control.
  • the composition of the fission gases which is of great importance for the emission behavior of the engine, is not changed as far as possible at a given fissure temperature.
  • the process parameters essential in connection with the invention can be influenced by the dosing options considered above. Their limits are specified in claim 13.
  • the conditions for the course of the splitting process which result from the aforementioned special structural features, in particular with regard to the vortex conditions and the heating-up speed of the fuel, give it advantageous effects, in particular in connection with these parameters.
  • gap temperatures at the upper limit of the range of about 800 ° C, water additions of 0.3 - 04 kg / kg fuel and air additions of up to 0.15 times the stoichiometric combustion air of the fuel is required for an environmentally effective splitting of the fuel.
  • the gap temperature in the reactor is then in the order of magnitude of the exhaust temperatures of the engine or slightly above it, so that the waste heat from the engine only serves to compensate for the losses of the gap reactor.
  • the partial oxidation by atmospheric oxygen causes the cleavage to be exothermic, as a result of which the reactor temperature can be kept at the desired level.
  • the exhaust gases hot in the normal operating state 750 ° C flow around the reactor at a high speed of 30 to 400 m / sec, there is an intensive transfer of heat.
  • the arm transition can e.g. B. ge increased by heat transfer fins.
  • a flow velocity of the fission gases of 50-100 m / sec causes the fission reactions to take place in periods of less than 1/100 second with high turbulence.
  • the volume of the reactor and the feed lines of the Fission gas to the engine can be kept small in order to keep possible displacements due to load changes low.
  • Fig. 1 shows schematically a four-cylinder engine with a
  • FIG. 2 shows the schematic side view of the motor according to FIG. 1;
  • FIG. 5 schematically shows a single-cylinder engine provided for a reducing mode of operation
  • 6 schematically shows a motor with preheating of air and water before it enters the gap reactor; 7 schematically shows a four-cylinder engine with an evaporation and superheating stage for air and water and with metering devices which maintain the mixing ratio of the reactants.
  • the four-cylinder engine 1 has an exhaust pipe 2, dif. For each cylinder. open into a common exhaust gas pipe 11.
  • a gap reactor 4 is installed, which represents an empty dummy pipe made of highly heat-resistant steel, which is arranged coaxially in the exhaust pipe 2 and extends with its closed front end close to the exhaust valve 3 of the cylinder.
  • the rear outlet end 6 of the cleavage reactor has a throttle orifice 14 connected to the intake pipe 7 of the cylinder, which comes from an intake manifold 10, which is preceded by a starting carburetor 9 and an air filter 8.
  • the exhaust pipe 2 is provided with thermal insulation 13 on the outside on the length surrounding the gap reactor 4.
  • a multi-component nozzle 12 is installed in each cracking reactor 4 near the front end, which feed pipe 5 from a metering device 5a with fuel, water and air in a fixed ratio and a total quantity dependent on the desired engine power is fed.
  • the multi-substance nozzle 12 is installed obliquely in such a way that its jet emerges with a speed component directed towards the closed front end of the gap reactor and strikes the inner wall thereof, that is to say in the hottest area of the gap reactor.
  • the gap reactor 4 When the engine is operating, the gap reactor 4 is hot on all sides from those leaving its cylinder
  • the cracked gases Due to the overpressure in the cracking reactor, the cracked gases enter the intake air stream at high speed and are mixed intensively with it. The resulting combustion mixture flows to the intake valve of the associated cylinder.
  • the intake air of the engine is supplied cold in the example shown. Preheating of the engine intake air to a limited extent using the exhaust heat of the hot engine exhaust gases flowing out in the exhaust manifold 11 may also be expedient, preferably in the partial load range or even when the engine is operating in a reducing manner.
  • the dimensions of the components under consideration or the flow cross-sections formed by them are selected so that when the engine is operating at nominal power, the exhaust gases, which are at about 750 ° C., flow through the ring channel surrounding the gap reactor 4 at peak speeds of 30 to 400 m / sec, and in that the speed of the fission gases in the interior of the fission reactor is between 50 and 100 m / sec. In this way, an effective heat transfer takes place, and the residence time of the reactants in the cleavage reactor remains below about 1/100 see.
  • the water If the water is used in liquid form, it must be used in fully demineralized quality to avoid incrustations in the gap reactor.
  • the water component can also be evaporated from the usual amount of water with the waste heat of the engine or by cooling as condensate from the Engine exhaust gas can be obtained.
  • water-containing fuels e.g. B. alcohols in which water is in a fixed predetermined ratio to the hydrocarbons, a separate water metering and treatment is unnecessary.
  • FIG. 4 shows a modified design of a gap reactor 47.
  • the reactants, fuel on the one hand and air and water on the other hand are separated from one another by two coaxially nested pipes which extend from the rear end of the reactor to the vicinity extend from its front end, initiated.
  • the fuel flows through the central combustion tube 45 and a water-vapor-air mixture flows through a water-vapor-air tube 46 surrounding it in the ring channel 48 remaining between the latter and the fuel tube 45.
  • the reaction participants fall below strong swirling forward to the hottest part of the reactor.
  • the fission gases which form flow through the ring channel formed between the water vapor-air tube 46 and the reactor tube in cocurrent with the exhaust gases and leave the reactor at 49 in order to be introduced into the air intake line.
  • This design of the cracking reactor is intended in particular for operation with low-boiling fuels, air and water being preheated together for all four cylinders, using waste heat.
  • the fuel can also be evaporated for all four cylinders together in an exhaust gas-heated evaporator. In this way, all components can be preheated and fed to the high-temperature gap stage in gaseous form.
  • Fig. 5 shows the example of an engine 15 for a reducing mode with fission preparation of the fuel. Only 90 to 95% of the stoichiometric amount of combustion air reaches the intake line 16, and this is mixed with the cracked gas in a mixing device 17. This creates a fuel-rich, oxygen-poor combustion mixture which only incompletely burns in the engine in the absence of oxygen, which largely suppresses the formation of NO pollutants.
  • the gap reactor 21 is of the type already considered according to FIG. 3; the reactants introduced via the supply lines 20 are converted in the manner already described, taking advantage of the higher heat content of the exhaust gases compared to the stoichiometric operation, and are fed to the mixing device 17.
  • the exhaust gases entering the exhaust line 22 can possibly still serve to preheat the combustion air.
  • the gap reactor 22 has both a fuel nozzle 28 directed obliquely towards the closed hot end and a longitudinal central pipe also directed towards the closed hot end 27 for the introduction of air and water vapor.
  • the air and water reactants supplied to this come from metering devices 23 and 24 and reach them into a two-component nozzle 25 which is installed in a heat exchanger 26 which is accommodated downstream of the gap reactor 22 in the exhaust port. In this arm exchanger 26 the water is evaporated and the mixture of water vapor and air is overheated.
  • each exhaust outlet advantageously has a split reactor and a subsequent heat exchanger, fuel, water and air being allocated to each cylinder train in a predetermined ratio.
  • FIG. 7 finally shows a four-cylinder engine 33 with four gap reactors 34, which are only schematically indicated, and which are of the type shown in FIG. 6.
  • the water and air reactants are conveyed into a water evaporator 35 by a water metering pump 40 and an air metering compressor 41. This is followed by overheating of the water vapor / air mixture emerging from 35 in an overheater 36 together in countercurrent to the hot exhaust gases coming from the four gap reactors 34 in the exhaust gas manifold 44.
  • Air mixture is divided between the four gap reactors 34, which are fed with four identical fuel streams 39 each via the fuel metering pump 38.
  • the generation of the cracked gas and the supply thereof through cracked gas lines 42 to the air intake pipe of each cylinder, which proceed from a common combustion line 43, are carried out in the manner described.
  • reaction participants are dosed in a similar manner in that the fuel metering pump 38, the water metering pump 40 and the air metering compressor 41 are seated on a common shaft, so that the total quantity of the reaction participants can be regulated by controlling the rotation speed, the ratio of the components to one another but remains the same for preselected values.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Exhaust Gas After Treatment (AREA)

Abstract

Un dispositif de clivage thermique de carburants liquides pour moteurs à combustion interne comprend un réacteur de clivage (4) ayant la forme d'un tuyau aveugle longitudinalement agencé à peu près au milieu de la boîte d'échappement (2). L'extrémité fermée du tuyau aveugle est tournée du côté de la soupape d'émission (3). Les éléments entrant dans la réaction, carburant, eau et air, sont introduits dans le réacteur de sorte à y pénétrer à proximité de son extrémité, ou à frapper le fond du réacteur à son point le plus chaud et à s'évaporer et à être clivés de façon soudaine, avec une turbulence élevée.
PCT/DE1987/000074 1986-03-04 1987-02-27 Dispositif de clivage thermique de carburants liquides pour moteurs a combustion interne et son procede d'exploitation WO1987005363A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP87501579A JPH01501885A (ja) 1986-03-04 1987-02-27 内燃機関の液体燃料を熱分解する装置とその運転方法

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DEP3607007.6 1986-03-04
DE19863607007 DE3607007A1 (de) 1986-03-04 1986-03-04 Vorrichtung zur thermischen spaltungsaufbereitung fluessiger brennstoffe fuer brennkraftmaschinen und betriebsverfahren fuer diese

Publications (1)

Publication Number Publication Date
WO1987005363A1 true WO1987005363A1 (fr) 1987-09-11

Family

ID=6295442

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE1987/000074 WO1987005363A1 (fr) 1986-03-04 1987-02-27 Dispositif de clivage thermique de carburants liquides pour moteurs a combustion interne et son procede d'exploitation

Country Status (3)

Country Link
JP (1) JPH01501885A (fr)
DE (1) DE3607007A1 (fr)
WO (1) WO1987005363A1 (fr)

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0557525B1 (fr) * 1991-09-18 1998-02-04 PUGACHEV, Alexandr Vasilievich Procede et dispositif de preparation d'un melange d'air et de carburant pour moteur a combustion interne
EP1006274B1 (fr) 1998-03-26 2003-08-13 PUGACHEV, Alexandr Vasilievich Procede de preparation de melange air-carburant pour moteur a combustion interne, dispositif de mise en oeuvre de ce procede et echangeur de chaleur
DE19924777A1 (de) * 1999-05-29 2000-11-30 Bayerische Motoren Werke Ag Verfahren zur Erzeugung eines Hilfsbrennstoffes aus dem Betriebskraftstoff einer gemischverdichtenden Brennkraftmaschine, insbesondere auf Kraftfahrzeugen
AU2003281090A1 (en) * 2002-07-16 2004-02-02 Nicholas Mark Brown Configuration and method for operating an engine
DE102004024794B4 (de) * 2004-05-17 2008-12-04 Technaflon Ag Wärmetauschervorrichtung
FI119118B (fi) 2005-03-24 2008-07-31 Waertsilae Finland Oy Menetelmä kaasumoottorilaitoksen käyttämiseksi ja kaasumoottorin polttoaineen syöttöjärjestelmä
FR2899646B1 (fr) * 2006-04-05 2012-05-04 Nicolas Gilbert Ugolin Systeme de transformation de l'energie thermique des moteurs a combustion interne en electricite (turbidyn)
DE202009007875U1 (de) * 2009-06-04 2009-08-20 Wüst, Manfred, Dr. Vorwärmvorrichtung zum Vorwärmen von flüssigem und/oder gasförmigen Treibstoff für eine Brennkraftmaschine
DE102016012669B4 (de) 2016-10-22 2020-03-19 LaRoSe GmbH Verfahren zum Betreiben eines Antriebsaggregates mit hohem Wirkungsgrad und Antriebsaggregat
US10870810B2 (en) 2017-07-20 2020-12-22 Proteum Energy, Llc Method and system for converting associated gas

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE297674C (fr) *
DE2610688A1 (de) * 1975-03-14 1976-09-23 Little Anna Vorrichtung zum umwandeln von brennstoff fuer eine brennkraftmaschine

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE297674C (fr) *
DE2610688A1 (de) * 1975-03-14 1976-09-23 Little Anna Vorrichtung zum umwandeln von brennstoff fuer eine brennkraftmaschine

Also Published As

Publication number Publication date
JPH01501885A (ja) 1989-06-29
DE3607007A1 (de) 1987-09-10

Similar Documents

Publication Publication Date Title
DE2532259C3 (de) Brennstoffzufuhrsystem für gemischverdichtende Brennkraftmaschinen
DE2103008C3 (de) Vorrichtung zur Erzeugung eines gasförmigen Brennstoffes
DE2757049A1 (de) Verfahren zur erzielung einer ununterbrochenen verbrennung von kohlenstoffhaltigem brennstoff
DE2521257B2 (de) Verfahren zum Betreiben einer mit Selbstzündung arbeitenden Einspritzbrennkraftmaschine
EP3377815B1 (fr) Procédé et dispositif de réglage de la caractéristique d'allumage d'un combustible, en particulier pour diminuer les émissions d'échappement de dispositifs de combustion
DE2557137A1 (de) Verbrennungsmotor
DE2530653A1 (de) Verfahren und vorrichtung zur erzeugung wasserstoffreichen gases
WO1986003556A1 (fr) Procede et systeme pour bruler un carburant liquide ou gazeux dans une chambre de combustion d'un moteur a combustion interne
CH615262A5 (fr)
WO1987007679A1 (fr) Procede et systeme pour la combustion d'un carburant liquide ou gazeux dans la chambre de combustion d'un moteur a combustion interne
DE2632190A1 (de) Verfahren zur verbesserung des verbrennungsprozesses in einer brennkraftmaschine durch beimischung von wasser zum kraftstoff und vorrichtung zur durchfuehrung des verfahrens
DE102012100468A1 (de) Brennkammer für die emissionsarme Verbrennung von mehreren vorgemischten reformierten Brennstoffen und verwandtes Verfahren
DE2232506C2 (de) Verfahren und Vorrichtung zur Erzeugung eines durch katalytische Umsetzung von Brennstoff und einem als Sauerstoffträger dienenden Gas zu bildenden Gasgemisches
WO1987005363A1 (fr) Dispositif de clivage thermique de carburants liquides pour moteurs a combustion interne et son procede d'exploitation
DE2729400C3 (de) Verfahren und Vorrichtung zum Herstellen von RuB
DE2303586B2 (de) Gasturbinenanlage mit vollstaendiger kontinuierlicher verbrennung des ihr zugefuehrten brennstoffs
CH695793A5 (de) Verbrennungsverfahren, insbesondere für Verfahren zur Erzeugung von elektrischem Strom und/oder von Wärme.
DE2555757A1 (de) Vorrichtung zur zufuehrung eines luft/brennstoff-gemisches zu den zylindern einer verbrennungskraftmaschine
DE2439873A1 (de) Verfahren und vorrichtung zum erzeugen wasserstoffreichen gases
DE2135650C3 (de) Verfahren zum Betrieb eines Spaltgasgenerators zur Speisung von Brennkraftmaschinen
DE2723685A1 (de) Spaltgasgenerator zur katalytischen umsetzung von fluessigem brennstoff mit einem sauerstoffhaltigen gas
DE2613589A1 (de) Verbrennungseinrichtung fuer eine gasturbine
DE2235004A1 (de) Verfahren zur verbesserung von leistung und verbrauch bei freisaugenden, gemischverdichtenden, fremdgezuendeten brennkraftmaschinen mit besonders intensiver abgasentgiftung durch verwendung von in einem ausserhalb der brennkraftmaschine angeordneten vergasungsreaktor mittels partieller verbrennung fluessiger brennstoffe erzeugtem brenngas
DE2235712C2 (de) Verfahren zum Verbrennen von kohlenstoffhaltigen Brennstoffen
DE2652337C2 (fr)

Legal Events

Date Code Title Description
AK Designated states

Kind code of ref document: A1

Designated state(s): JP US

AL Designated countries for regional patents

Kind code of ref document: A1

Designated state(s): AT BE CH DE FR GB IT LU NL SE