WO2000071883A1 - Procede pour ameliorer la combustion de carburants a base de petrole et dispositif prevu a cet effet - Google Patents

Procede pour ameliorer la combustion de carburants a base de petrole et dispositif prevu a cet effet Download PDF

Info

Publication number
WO2000071883A1
WO2000071883A1 PCT/JP2000/003290 JP0003290W WO0071883A1 WO 2000071883 A1 WO2000071883 A1 WO 2000071883A1 JP 0003290 W JP0003290 W JP 0003290W WO 0071883 A1 WO0071883 A1 WO 0071883A1
Authority
WO
WIPO (PCT)
Prior art keywords
fuel
combustion
combustion chamber
supplied
fuel tank
Prior art date
Application number
PCT/JP2000/003290
Other languages
English (en)
Japanese (ja)
Inventor
Kazunori Yamamoto
Original Assignee
Nishiyama, Kenichi
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 Nishiyama, Kenichi filed Critical Nishiyama, Kenichi
Priority to AU47803/00A priority Critical patent/AU4780300A/en
Publication of WO2000071883A1 publication Critical patent/WO2000071883A1/fr

Links

Classifications

    • 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
    • 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
    • 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 a method and an apparatus for improving the combustion of petroleum fuel, and particularly to a method for processing petroleum-based fuel used in a combustion chamber such as a diesel engine, a gasoline engine, a boiler-type combustion apparatus, and a gas turbine in a flow path of a fuel pipe.
  • the present invention relates to a combustion improvement method and apparatus for reforming into a complete combustion sieve state.
  • a catalytic combustion method of exhaust gas for the purpose of reducing pollutant components in engine exhaust has been generally used.
  • increasing the fuel efficiency of the engine to completely combust the fuel is effective as a measure against exhaust gas, and is in line with the purpose of saving resources by saving fuel by improving fuel efficiency.
  • these methods have not necessarily achieved sufficient effects.
  • Japanese Unexamined Patent Publication No. Hei 8-2-171666 discloses that a liquid fuel is provided with a fuel active material such as a ceramic magnet.
  • a method for improving the combustion efficiency by disposing a chemical material in close proximity and heating the fuel to 40 ° C. to a boiling point or lower. In this gazette, heating of fuel increases the frequency and speed of contact with the fuel molecular catalyst, thereby increasing the reaction activity of the catalyst and improving the fuel reforming function. The effect obtained by the method is not specifically described.
  • the inventor of the present invention also supplies fuel supplied to the fuel injection pump of the combustion chamber from the fuel tank in Diesel-Zenjing via the supply line, for example, to a predetermined composition derived from a specific natural ore in the supply line.
  • a more complete combustion of the fuel was attempted by reforming by contact with a catalyst material having the following (Japanese Patent Laid-Open No. 11-159408).
  • This technology was originally developed with the intention of reusing waste oil.When reforming waste oil with a catalyst, it heats it to about 30 to 60 to reduce its kinematic viscosity and flowability. In addition, the activity of the catalyst was increased by heating. Although the use of the catalyst did have a significant effect on improving fuel efficiency and reducing exhaust smoke, as a result of subsequent experiments and studies, the effect of improving fuel efficiency was improved by using various petroleum fuels without using a catalyst. It has been found that an extremely excellent effect can be obtained only by preheating to a suitable temperature.
  • the present inventor has applied the above findings to the improvement of combustibility of heavy oil and kerosene for heating equipment such as gasoline, jet fuel, kerosene and boiler in addition to light oil used for diesel engine vehicles.
  • the present invention was completed by preliminarily confirming that an excellent effect of improving the flammability could be obtained by heating in advance to a predetermined temperature suitable for each type of fuel.
  • an object of the present invention is to reform petroleum fuel used in a combustion device in advance in a fuel supply pipe and burn it more completely, thereby improving fuel efficiency and greatly reducing harmful exhaust gas components. It is an object of the present invention to provide a method and an apparatus for improving the combustion of petroleum fuel which can be performed. Disclosure of the invention
  • An object of the present invention is to burn a petroleum fuel supplied from a fuel tank to a combustion chamber.
  • said petroleum-based fuel from a fuel tank is preheated to a temperature of at least 30 in a fuel supply line to a temperature of at least 30 over a substantially entire combustion period of the combustion chamber, and is at least partially vaporized into the combustion chamber.
  • This is achieved by a method for improving the combustion of petroleum-based fuel, which is characterized by supplying.
  • a specific object of the present invention is to provide a method of burning light oil supplied from a fuel tank to a combustion chamber in the case of a diesel engine using light oil as a fuel.
  • a method for improving the combustion of light oil characterized in that the gas is supplied to the combustion chamber in a state of being preliminarily heated to a temperature in the range of 30 ° C. to 300 ° C. and at least partially vaporized over the entire combustion period.
  • the hydrocarbon molecules that make up gas oil fuel are activated by heating and become excited, causing the carbon chains to break easily and become gasified, and quickly combine with the surrounding oxygen to make the combustion more complete. Incomplete combustion gasification during the due connexion combustion to occur because insufficient, C, HC, C 0 2 or the like is significantly reduced fuel consumption significantly as smoke and products of incomplete combustion due to this It is thought that it improves.
  • the improvement in fuel efficiency etc. increases sharply as the heating temperature rises (at 30 to 90), but a considerable part of the gas is particularly significant above its initial boiling point (at about 160). Therefore, it is considered that the fuel is uniformly mixed with oxygen, and the ignition performance, that is, the combustibility is dramatically improved.
  • the heating temperature rises (at 30 to 90)
  • the ignition performance that is, the combustibility is dramatically improved.
  • light oil is used as liquid at room temperature.At high temperatures, the constituent materials of fuel piping and additives present in light oil may deteriorate or deteriorate.
  • the upper limit of the heating temperature was set at 300 at which operation without trouble was confirmed by experiments.
  • the method of the present invention can be applied to a temperature exceeding the upper limit of 300 ° C.
  • the method of the present invention is directed to a diesel engine having a fuel tank, a fuel supply line, and a combustion chamber having a fuel injection nozzle, wherein the light oil from the fuel tank is supplied to the fuel supply line.
  • a diesel engine having a heating section for preheating and at least partially vaporizing the combustion chamber to a temperature in the range of 30 ° C. to 300 ° C. over a substantially entire combustion period of the combustion chamber in the combustion chamber Can be implemented by the combustion improvement device of the present invention.
  • the fuel supply line of a diesel engine is composed of an outgoing tube that supplies gas oil from the fuel tank to the combustion chamber, and a return line that returns light oil that has not been used for combustion to the fuel tank. It is preferable to provide a three-way valve or the like having an opening degree adjusting function, and to circulate at least a part of the light oil normally returned to the tank side directly to the supply pipe near the combustion chamber.
  • the circulated light oil is heated to a considerably high temperature by the exhaust heat of the engine cylinder (about 60), and if part or all of it is circulated directly to the combustion chamber side, a special heat source may be used in some cases. This is no longer necessary and is very practical when applied to existing diesel vehicles.
  • a part of the forward pipe may be provided with a heater or the like that generates heat by electric power from an onboard generator or the like, and this may be combined with the fuel circulation configuration.
  • Another object of the present invention is to improve the fuel efficiency of an engine using gasoline and to reduce exhaust gas.
  • the object of the present invention is to burn gasoline supplied from a fuel tank of a gasoline engine to a combustion chamber.
  • the gasoline supplied from a fuel tank is preheated and at least partially vaporized in a fuel supply line to a temperature in the range of 30 t: to 90 ⁇ over substantially the entire combustion period of the gasoline engine.
  • This is achieved by a method for improving combustion in a gasoline engine, characterized in that the gas is supplied to the combustion chamber in a state where the combustion is performed.
  • Gasoline has an initial boiling point of about 29.0 ° C, and about 10% at 5 Ot: and about 50% at 90%. According to experiments, a clear improvement effect was already observed at 30 X: as the reference temperature, while safe combustion of the engine was confirmed by experiments even when heated to about 90 ° C.
  • the heating temperature range of the gasoline was 30: to 9O :.
  • the method of the present invention can also be applied to temperatures exceeding the above upper limit of 90 ° C.
  • the heated gasoline is directly circulated to the forward pipe on the engine side or heated by the heater as in the case of the diesel engine.
  • Combinations can be used.
  • For boiler combustion equipment using kerosene or heavy oil as fuel it is important to reduce and purify exhaust gas while improving fuel efficiency.
  • flue gas desulfurization it is important to reduce and purify exhaust gas while improving fuel efficiency.
  • attempts have been made to mix additives into the fuel, but in the case of small facilities, various problems have occurred in practical use, and the intended purpose has not always been obtained.
  • Still another object of the present invention is to improve the fuel efficiency of these boiler combustion devices by performing a reforming process on kerosene or heavy oil fuel supplied to the combustion chamber in a supply pipe in advance to thereby perform more complete combustion. ⁇ To reduce harmful components in exhaust gas.
  • the object of the present invention is to provide a method for burning kerosene or heavy oil supplied to a burner used in a boiler combustion chamber from a fuel tank, wherein the kerosene or heavy oil supplied from a fuel tank is supplied to a boiler combustion chamber in a fuel supply pipe.
  • the fuel is supplied to the combustion chamber or the parner in a state where the fuel is preliminarily heated to a temperature in the range of 30: to 300 and is at least partially vaporized over substantially the entire combustion period of the parner. Achieved by a method for improving combustion in the boiler combustion chamber or parner.
  • the method of the present invention can be applied to temperatures exceeding the upper limit of 300.
  • the heating means for kerosene or the like supplied to the combustion chamber of the boiler the above-mentioned heater or the like can be provided in the fuel supply pipe, but a part of the steam obtained by the combustion of the boiler may be used as the heating means. .
  • the kinematic viscosity is high, so that it is conventionally heated (about 30 X) to the extent that it is fluidized before supply, but in the present invention, the fluidization temperature of the fuel Use temperatures much higher than degrees.
  • heavy oils are preferably heated to a higher temperature than gasoline / light oil because of their high initial boiling point.
  • a heavy oil combustion parner requires a dedicated heat source. In practice, it is effective to preheat the heavy oil by providing a part of the outward pipe from the heavy oil tank to the burner in or near the region of the combustion flame from the burner crater, and it is possible to omit the installation of a heating source. So economical.
  • Still another object of the present invention is to provide a gas turbine using kerosene for jet fuel as a fuel, in which a kerosene fuel supplied to a fuel manifold is reformed in a supply pipe to perform complete combustion. Accordingly, it is an object of the present invention to provide a combustion improvement method and apparatus for improving fuel efficiency and reducing harmful components in exhaust gas.
  • a method for improving the combustion of kerosene in a gas turbine which comprises supplying the fuel to a manifold of the combustion chamber in a state of being preliminarily heated to a temperature in a range and at least partially vaporized.
  • the method of the present invention can also be applied to temperatures exceeding the upper limit of 300.
  • Liquefied propane or liquefied butane used in LPG vehicles is not a strictly petroleum fuel but is a kind of fossil fuel, and LPG is usually supplied to the engine cylinders in a vaporized state. It is extremely effective for that reason.
  • FIG. 1 is an explanatory diagram showing a fuel supply system of a diesel engine vehicle to which the method of the present invention is applied.
  • FIG. 2 is an explanatory diagram showing a basic configuration of a test apparatus for demonstrating the effect of the method of the present invention.
  • FIG. 3 is an explanatory diagram showing an outline of a fuel supply system when the method of the present invention is applied to an existing gasoline engine vehicle.
  • FIG. 4 is an explanatory diagram showing an outline of a fuel supply system of a combustion test device in which the present invention is applied to an existing boiler combustion device.
  • FIG. 5 is an explanatory diagram showing an outline of a fuel supply system when the method of the present invention is applied to a fuel oil burner.
  • FIG. 6 is an explanatory diagram showing an outline of a fuel supply system when the method of the present invention is applied to a gas turbine engine.
  • Example 1 Method for improving combustion of diesel engine using diesel fuel
  • a fuel supply pipe line of a normal diesel engine is connected from a fuel tank 1 to a combustion chamber 5 via a fuel tank 2, a fuel pump 3, and a fuel injection nozzle 4 by a forward pipe A.
  • a part of the supplied fuel is returned to the fuel tank 1 by the return line C.
  • the inlet of the pump 2 through the circulation pipe D is connected as in the conventional case. Directly through the three-way valve 6.
  • the recirculated fuel heated by the heat transfer from the combustion chamber 5 is supplied to the injection nozzle 4 from the pipe B at the same temperature, and the temperature is up to about 60 under normal engine operating conditions. ° C.
  • the fuel in the fuel pipe is actively heated by a heat source (heater) (W) 8 heated by an onboard auxiliary generator (G) 7.
  • W heat source
  • G onboard auxiliary generator
  • a three-way valve 10 with a variable flow rate is provided at the branch of the return pipe C.
  • all heated reflux fuel in the pipe C is returned to the circulation pipe D side, while heating is controlled at the lowest temperature.
  • all the recirculated fuel may be returned to the fuel tank 1 by the return pipe E.
  • heating the fuel to about 30 already has some effect, but heating at about 60 ° C. provides a significant improvement in fuel economy, up to 90 °. Heating significantly improves fuel efficiency.
  • the maximum heating temperature was set at 90 for the safety of the running of the experimental vehicle, but at higher temperatures, fuel efficiency is further improved.
  • the temperature range be 30 or more and 300 or less in view of the heat resistance of the constituent materials of the fuel supply pipe of the current vehicle and the thermal stability of the light oil additive.
  • the temperature was controlled in three stages of 1900 at 7 ° C-73. 9 in the figure is a temperature sensor.
  • the types of diesel vehicles used in the experiments were 10-ton trucks, 4-ton trucks and passenger vehicles.
  • the results of the improvement in fuel efficiency (mileage kmZ light oil 1 liter) obtained by improving fuel combustion are shown below ( 1) to (5).
  • the fuel consumption of the control plot (at 30) is 2.1 km, liter and the fuel temperature is 57 km, 73 * C and 9 Ot: respectively, the fuel consumption is 2.6 kmZ liter, 2.9 kmZl and 3.2 kmZl, and the fuel consumption growth rate was about 23%, 30% and 53% for each temperature, based on the control.
  • FIG. 2 shows an overview of the engine side of the test equipment. Its basic configuration is the same as that shown in FIG. 1, and light oil from the fuel tank 11 is passed through a heating device 12 and a filter 13. It is sent to the engine 14 and a part of it is returned directly to the heating device 12 via the reflux valve C or to the fuel tank 11 via the return valve D.
  • a and B are switching valves for supplying fuel to the engine either directly or via a heating device 12.
  • the engine 14 is a 1,600 cc 4-cylinder turbocharged engine (Volks II—Gen), which is fixedly mounted on a rack and whose output shaft is not shown. Connected overnight.
  • the engine load was varied with a hydraulic brake system at a pressure of 1.76 kg gcm, torque was measured with a Go Power torque gauge, and fuel consumption was measured by changes in weight (ounces).
  • the temperature of the light oil fuel (thermocouple indicated temperature TC # 3) immediately before the injection nozzle (injection evening) was on average about 25 to 29 (reference condition: no heating), and about 91 to 93 ° (:
  • the average HP (horsepower) generated by the fuel burned at each temperature was measured at 5-minute intervals, and the average value was obtained as a 30-minute average HPZ ounce.
  • the average HP / 1 b / 30min in this case is 1.68, while about 90 is 2.33 about 39% increase and 100 is about 3.0 about 79% increase It was shown that the combustion efficiency improved with the heating temperature.
  • Combustibility is further improved when the heating temperature is further increased to promote the vaporization of the fuel.
  • heat resistance such as filter 13 used in the fuel supply system and packing of pipelines and light oil used in fuel Since there is a possibility that the fuel additive used will undergo thermal denaturation, the test data under the above-mentioned conditions are for heating up to about 100.
  • the heating temperature was set to 90 ° C and 100 ° C at the maximum for safety. (At 160)
  • the remarkable effects and safety of using the fuel in a substantially vaporized state were confirmed in the following gasoline engine experiments, and the experiments at a heating temperature of 300 ° C were also referred to for diesel oil. went.
  • a 2.3 kW rated gasoline engine (Honda generator) was operated for one hour at a constant heat load of 1.9 kW.
  • a comparison was made between using light oil at room temperature and heating at 300 ° C.
  • the gasoline engine used in the safe combustion test of Example 2 was diverted as the engine.
  • the gasification required for forming the air-fuel mixture in the cabin was impossible with light oil at room temperature, and the engine did not operate at all.
  • 1,215 ccr of light oil was consumed to maintain a thermal load of 1.9 KW.
  • a heating device and a reflux pipe including a valve for direct circulation and the like are simply attached to a part of the fuel supply pipe of the existing engine, and no major modification is required.
  • FIG. 3 is an explanatory diagram showing an outline of a fuel supply system in a gasoline engine to which the present invention is applied.
  • Gasoline from the gasoline tank 21 is sent by the fuel pump 22 through the filter 23 to the cab 25 of the engine cylinder 26, where it is vaporized under reduced pressure and mixed with air to form an air-fuel mixture with a predetermined air-fuel ratio. It is supplied to the combustion cylinder and used for explosive combustion. A part of the surplus gasoline not used for combustion is circulated to the fuel supply pipe 27 through the reflux pipe 28.
  • a flow path switching valve (not shown) is provided in a return pipe 28 from the cabin 25 to the gasoline tank 21 so that gasoline in the circulation pipe 28 is supplied to the gasoline tank 21 as in the conventional case.
  • the flow path (dotted line) is returned to the normal flow path, and the flow path (solid line) is circulated to the engine by the direct recirculation path.
  • a heating device similar to that shown in Fig. 1 was installed in the fuel supply line from the gasoline tank 21 to the cabinet 25. Is provided.
  • the temperature of gasoline supplied to the cabin 25 by such heating by the gasoline circulation path and the heat is adjusted to a range of 30 T: to 90.
  • a valve for switching between the return path to the gasoline tank 21 and the direct return path to the cabin brake 25 was provided in order to enable a comparison with the prior art. It is preferable to omit the valve and to return all the reflux gasoline directly to the fuel supply line as shown in the figure in order to simplify the structure.
  • a passenger car was run under the following conditions, and its fuel efficiency was measured.
  • gasoline-fueled automobile engines have improved combustion and significantly improved fuel economy.
  • the present invention merely requires installation of a heating device and a pipe for direct circulation of reflux gasoline in a part of the fuel supply line of the existing engine, and does not require any major modification.
  • the heating temperature was set to 40 ° C and 60 ° C for safety, but the gasoline vaporization rate at these temperatures was about 10% or less and about 20%, respectively. It was considered that the flammability was further improved as the heating temperature was increased.
  • a fixed gasoline engine generator (2.3 KW rating: Hyundai generator)
  • the comparison was made between the case where heating was performed at 90 ° C.
  • the consumption per hour was reduced from 1,650 cc at room temperature to 1,035 cc for 90 t, and the reduction rate was about 60%. In particular, there was no problem or danger in engine operation caused by heating to 90 °.
  • the flow of gasoline was observed from the outside by replacing a part of the return pipe 28 shown in Fig. 3 with a transparent plastic tube, the generation of air bubbles and the formation of a gas Z liquid layer were observed. confirmed.
  • FIG. 4 shows an outline of a combustion test apparatus in the case where the present invention is applied to a combustion apparatus for a poil using kerosene as a fuel.
  • the fuel from the fuel tank 34 of the poiler is normally supplied from the wrench 37 to the boiler combustion chamber 38 via the pump 36, and is burned.
  • a fuel tank 31 for heat treatment experiment is provided in addition to the existing poirer combustion system, and a double wall structure immersed in the heat treatment water tank 33 shown in the figure.
  • the kerosene heated by the heating cylinder 32 is sent to the pump 36 via the switching valve 35.
  • the steam generated by heating in the boiler combustion chamber 38 is supplied to a water tank (not shown), and a part of the steam is sent to a heat treatment water tank 33 to heat kerosene supplied from the experimental tank 31.
  • the heating tube 32 for heating is heated from inside and outside.
  • 20 kerosene in the fuel tank 34 is supplied to the parner 37 via the switching valve 35 and the pump 36 by a normal combustion method, and is burned in the poiler combustion chamber 38.
  • the generated steam is sent to a water tank (not shown) to heat a predetermined amount of water in the tank. In about 16 minutes, the water temperature in the water tank reached 100, and kerosene consumption up to ⁇ was 370 O cc.
  • the switching valve 35 is switched to supply the kerosene in the experimental fuel tank 31 to the burner 37 through the heated heating cylinder 32. And restarted combustion.
  • part of the steam from the boiler combustion chamber 38 was added.
  • the heating cylinder 32 supplied and immersed in the heat treatment water tank 33 is heated, and the temperature of the kerosene passing through the heating cylinder 32 is changed from the initial 20 ° C to 50 ° C and 80 ° C during each test time. So as to rise. Combustion was carried out using the heated kerosene until the temperature of the water tank (not shown) rose to 1 oo: again due to the generation of steam.
  • the temperature of the water in the heat treatment water tank 33 was maintained at an average temperature of 50 and 80 ° C during each test period.
  • the consumption of kerosene was 340 cc and 290 cc, and the fuel consumption for heating the same volume of water to the same temperature (100 ° C) was significantly improved.
  • the combustion in the combustion device of the boiler using kerosene as fuel is improved, and the fuel efficiency is remarkably improved. It was also confirmed that the black smoke in the combustion exhaust gas was significantly reduced and the fuel was completely burned.
  • kerosene is used as the boiler fuel, but it can be applied to other fuel oils A, C and waste oil used as boiler fuels.
  • the heating temperature range of kerosene in boiler combustion be 3 O: up to 300 ° C. Further, in this embodiment, it is sufficient to simply attach the heat treatment device or the like to a fuel supply pipe or a part of a pipeline of a combustion device such as an existing boiler, and it is possible to utilize steam generated from the boiler or residual combustion heat. No major modification is required. (Example 4: Method of improving combustion of fuel oil burning parner)
  • FIG. 5 is an explanatory view of a combustion device of a heavy oil burning burner according to the present invention.
  • the heavy oil is supplied from a fuel oil supply nozzle 41 via a fuel supply passage 43A by a pump 42 to a burner 41.
  • Air is ignited at 5, and the air heated by the combustion flame is blown into the agricultural pinil house from a blower tube 44 by a blower (not shown).
  • the heating device 46 is an electric heating device having a built-in electric heating unit for preheating the heavy oil to a predetermined temperature before flowing the heavy oil to the supply passage 43A.
  • the supply passage 43A is connected to the injection nozzle 45, and the heavy oil fuel pressure-fed by the pump 42 is sprayed from the injection hole of the nozzle 45, ignited, and the air heated by the combustion flame is supplied into the house. Circulate.
  • the supply line 43A has a heating pipe 47, which forms part of it, in the combustion flame formation area so that the heavy oil flowing inside it is heated by the heat of the flame radiated from the injection nozzle 45. It is arranged to face.
  • the heating pipe line 47 has a configuration wound in a spiral shape (coil shape), and is formed of a stainless steel tube having good heat conductivity and heat resistance.
  • the fuel oil A heated to about 13 by the heating device 46 using an electric heater, for example, is heated to the heating line 4 in the region of the combustion flame from the injection nozzle 45.
  • the temperature can be raised to at least the initial boiling point (2 15:) at the part of the helical tube 7 above.
  • the heated heavy oil fuel is supplied to the injection nozzle 45 while maintaining its high temperature almost at the same time, and is more completely burned when mixed with air from the ventilation pipe 44 and burned, so that the combustion efficiency and fuel efficiency are improved. Is greatly improved.
  • the temperature of the air blown from the wrench increased and was stabilized at about 50, and the amount of consumption (L) of heavy oil A required to maintain this temperature was 15 in each case. Measured over minutes.
  • the fuel reduction rate based on (A) was 49% in the case of using the improvement device (hi-evening + heating coil) B, and 35% in the case of not operating the heating and cooling C.
  • the inner wall temperature around the wrench is 500, and the heating temperature of the heavy oil in the heating pipe is estimated to be between 130 and 500. Therefore, it is thought that it can be safely operated at a temperature of at least 300 or more.
  • FIG. 6 is an explanatory diagram showing an outline of a normal fuel supply system in a gas turbine engine to which the present invention is applied.
  • Kerosene such as jet fuel from the fuel tank 51 is sent from the pump 53 to the fuel manifold 62 via the filter 56, where it is vaporized under reduced pressure and mixed with air from the air inlet 52 to a predetermined level.
  • the air-fuel mixture of the Z ratio is supplied to the combustion cylinder and used for explosive combustion.
  • the kerosene fuel / air mixture generated in the fuel manifold 62 is returned to the fuel tank 51 through the pressure regulator 53 and the return pipe 58.
  • a heating device 61 similar to the embodiment shown in FIG. 1 is provided.
  • a heating heater that generates heat by a current from a vehicle-mounted generator (not shown) is wound around the outer periphery of the heating device 61, and the temperature is changed by a variable resistor.
  • the kerosene fuel circulation path is configured as described above, and the kerosene fuel supplied to the fuel manifold 62 is heated and controlled by heating by heating.
  • the heating device 61 is provided in the fuel supply pipeline from the fuel tank to the fuel manifold 62.
  • the heating device 61 is mounted near the combustion cylinder of the engine to radiate combustion radiation from the cylinder. Heating by heat conduction is practically preferable.
  • Fuel tank capacity l OOOcc Lubrication method 1 15 cc
  • the kerosene temperature at the manifold section is 30 ° C and the required consumption to obtain a given thrust is 120 cc / min at 80 and 1 at 100 cc. It was 87 cc min for 00 cc Z min and 130 min. According to this embodiment, the combustion efficiency of the gas turbine engine using kerosene fuel as fuel was improved, and the horsepower and fuel consumption were significantly improved.
  • Heating the petroleum-based fuel itself improves combustion efficiency, and in particular, heating to a vaporization temperature, which was not expected in the prior art, significantly improves fuel efficiency without causing any danger or hindrance to the operation of the combustion device.
  • As petroleum fuel it can be applied to gasoline, light oil (kerosene, jet fuel), heavy oil, etc., and is also used for LPG, which is a fossil fuel in a broad sense. Improvement in fuel efficiency means more complete combustion, which means that unburned components in exhaust gas are reduced. It is evident that the reduction of fuel consumption will reduce the total amount of all exhaust components.

Abstract

Cette invention se rapporte à un procédé améliorant la combustion, qui est capable d'améliorer efficacement les rendements des carburants à base de pétrole, ainsi qu'à un dispositif prévu à cet effet. Dans un procédé de combustion faisant l'objet de cette invention, qui utilise des carburants à base de pétrole, tels que l'essence, l'huile légère et l'huile lourde, le carburant fourni par le réservoir de carburant à la chambre de combustion est chauffé à des températures comprises dans une plage préétablie et acheminé dans la chambre de combustion dans un état partiellement vaporisé. Le rendement s'accroît généralement avec une augmentation de la température de chauffage, et une température à laquelle au moins une partie du carburant se vaporise est préférable, bien qu'une température de chauffage de l'ordre de 30 °C produit un certain gain. N'importe quelle source chauffante peut être utilisée comme moyen de chauffage, et, dans le cas des moteurs plus spécifiquement, le reflux de carburant allant de la chambre de combustion au réservoir de carburant est directement mis en circulation dans un conduit d'amenée de carburant et, dans le cas des chaudières et des brûleurs à huile lourde, un conduit d'amenée de carburant traverse une voie d'écoulement pour la vapeur de la chaudière ou alors traverse ou avoisine le combustible enflammé dans la chambre de combustion, de sorte qu'un excellent effet peut être obtenu avec de simples modifications des installations existantes.
PCT/JP2000/003290 1999-05-24 2000-05-23 Procede pour ameliorer la combustion de carburants a base de petrole et dispositif prevu a cet effet WO2000071883A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU47803/00A AU4780300A (en) 1999-05-24 2000-05-23 Method of improving petroleum fuel combustion and device therefor

Applications Claiming Priority (8)

Application Number Priority Date Filing Date Title
JP11/178798 1999-05-24
JP11/178797 1999-05-24
JP17879699 1999-05-24
JP11/178796 1999-05-24
JP17879799 1999-05-24
JP17879899 1999-05-24
JP20075599 1999-06-11
JP11/200755 1999-06-11

Publications (1)

Publication Number Publication Date
WO2000071883A1 true WO2000071883A1 (fr) 2000-11-30

Family

ID=27474849

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2000/003290 WO2000071883A1 (fr) 1999-05-24 2000-05-23 Procede pour ameliorer la combustion de carburants a base de petrole et dispositif prevu a cet effet

Country Status (2)

Country Link
AU (1) AU4780300A (fr)
WO (1) WO2000071883A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2007049370A1 (fr) 2005-10-28 2007-05-03 Kazunori Yamamoto Procede et circuit d'alimentation en carburant derive du petrole
US10016710B2 (en) * 2013-01-25 2018-07-10 Kautex Textron Gmbh & Co. Kg Filter apparatus for a liquid vessel, in particular for aqueous urea solution

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5820362U (ja) * 1981-07-31 1983-02-08 富士重工業株式会社 ケロシンキヤブレタ
JPS59144343U (ja) * 1983-03-18 1984-09-27 株式会社ほくさん ボイラ−への燃料供給装置
JPS6149061U (fr) * 1984-09-05 1986-04-02
JPS62199905A (ja) * 1986-02-28 1987-09-03 Sanden Corp 外燃型熱機関
JPS6341666A (ja) * 1986-08-08 1988-02-22 Mazda Motor Corp 燃料噴射式エンジンの燃料制御装置
JPH0412160A (ja) * 1990-04-28 1992-01-16 Tonen Corp 火花点火エンジンの燃料供給装置
JPH04356606A (ja) * 1991-06-03 1992-12-10 Hitachi Ltd 液体燃料の燃焼方法及び燃焼器
WO1997018390A1 (fr) * 1995-11-14 1997-05-22 Robert Bosch Gmbh Dispositif d'injection de carburant pour moteur a combustion interne

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5820362U (ja) * 1981-07-31 1983-02-08 富士重工業株式会社 ケロシンキヤブレタ
JPS59144343U (ja) * 1983-03-18 1984-09-27 株式会社ほくさん ボイラ−への燃料供給装置
JPS6149061U (fr) * 1984-09-05 1986-04-02
JPS62199905A (ja) * 1986-02-28 1987-09-03 Sanden Corp 外燃型熱機関
JPS6341666A (ja) * 1986-08-08 1988-02-22 Mazda Motor Corp 燃料噴射式エンジンの燃料制御装置
JPH0412160A (ja) * 1990-04-28 1992-01-16 Tonen Corp 火花点火エンジンの燃料供給装置
JPH04356606A (ja) * 1991-06-03 1992-12-10 Hitachi Ltd 液体燃料の燃焼方法及び燃焼器
WO1997018390A1 (fr) * 1995-11-14 1997-05-22 Robert Bosch Gmbh Dispositif d'injection de carburant pour moteur a combustion interne

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2007049370A1 (fr) 2005-10-28 2007-05-03 Kazunori Yamamoto Procede et circuit d'alimentation en carburant derive du petrole
US10016710B2 (en) * 2013-01-25 2018-07-10 Kautex Textron Gmbh & Co. Kg Filter apparatus for a liquid vessel, in particular for aqueous urea solution

Also Published As

Publication number Publication date
AU4780300A (en) 2000-12-12

Similar Documents

Publication Publication Date Title
Hasannuddin et al. Performance, emissions and carbon deposit characteristics of diesel engine operating on emulsion fuel
CN103161585B (zh) 点火可变的汽柴油双燃料动力发动机、系统及其控制方法
KR100679869B1 (ko) Ｄｐｆ시스템용 플라즈마 반응기와 이를 이용한 입자상물질의 저감 장치
JP6224709B2 (ja) 多数の分子サイズ燃料添加物
US7131265B2 (en) Motor vehicle with a cryotank
CN109973266B (zh) 一种多级喷射的甲醇发动机冷启动装置及方法
US10550798B2 (en) LPG fuel system
WO2008066482A1 (fr) Agencement et procédé destinés à un moteur à combustion à suralimentation
WO2007049370A1 (fr) Procede et circuit d'alimentation en carburant derive du petrole
US3977365A (en) Method of oxidizing fuels
US4242076A (en) Process of combustion
CN106907218A (zh) 用于加热催化器的方法和装置
WO2000071883A1 (fr) Procede pour ameliorer la combustion de carburants a base de petrole et dispositif prevu a cet effet
FR2820341A1 (fr) Dispositif de traitement des gaz d'echappement d'un moteur a combustion interne comportant un catalyseur accumulateur
CN110023668B (zh) 燃料箱装置
KR20070096450A (ko) 에멀젼 연소장치
WO2019021022A1 (fr) Moteur à combustion amélioré
KR20090123054A (ko) 석유계 연료의 공급 방법 및 회로
JP2013231357A (ja) 複合燃料内燃機関
US20140251236A1 (en) Hydrogenation system for internal combustion engine
JP2007518009A (ja) 燃焼ガスに対する二酸化炭素（ｃｏ２）の供与に基づく複合サイクル燃焼機関
US20140255259A1 (en) Hydrogen-producing catalytic converter
KR930003540B1 (ko) 고온분증기를 이용한 내연기관의 연소장치
KR100843447B1 (ko) 고농도의 산소에 의한 내연기관의 출력증강 장치
US20240110498A1 (en) Turbocharger

Legal Events

Date Code Title Description
AK Designated states

Kind code of ref document: A1

Designated state(s): AE AU BG BR CA CN CZ HU ID IL IN JP KR MA MK MX NO NZ PL RO SG US VN YU

AL Designated countries for regional patents

Kind code of ref document: A1

Designated state(s): GH GM KE LS MW MZ SD SL SZ TZ UG ZW AM AZ BY KG KZ MD RU TJ TM AT BE CH CY DE DK ES FI FR GB GR IE IT LU MC NL PT SE BF BJ CF CG CI CM GA GN GW ML MR NE SN TD TG

121 Ep: the epo has been informed by wipo that ep was designated in this application
DFPE Request for preliminary examination filed prior to expiration of 19th month from priority date (pct application filed before 20040101)
ENP Entry into the national phase

Ref country code: JP

Ref document number: 2000 620241

Kind code of ref document: A

Format of ref document f/p: F

122 Ep: pct application non-entry in european phase