WO2003104637A1 - Injection d'un fluide a mi-combustion afin de reduire les emissions d'oxydes d'azote - Google Patents

Injection d'un fluide a mi-combustion afin de reduire les emissions d'oxydes d'azote Download PDF

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Publication number
WO2003104637A1
WO2003104637A1 PCT/US2003/014397 US0314397W WO03104637A1 WO 2003104637 A1 WO2003104637 A1 WO 2003104637A1 US 0314397 W US0314397 W US 0314397W WO 03104637 A1 WO03104637 A1 WO 03104637A1
Authority
WO
WIPO (PCT)
Prior art keywords
heat sink
combustion
nox
sink fluid
cycle
Prior art date
Application number
PCT/US2003/014397
Other languages
English (en)
Inventor
William Douglas Glenn
Original Assignee
General Electric Company
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 General Electric Company filed Critical General Electric Company
Priority to AU2003232080A priority Critical patent/AU2003232080A1/en
Publication of WO2003104637A1 publication Critical patent/WO2003104637A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B47/00—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • 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
    • F02M25/0227—Control aspects; Arrangement of sensors; Diagnostics; Actuators
    • 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
    • F02M25/025—Adding water
    • F02M25/03—Adding water into the cylinder or the pre-combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/36—Control for minimising NOx emissions

Definitions

  • the present invention is in the field of processes for controlling the operation of a diesel engine, specifically in the area of limiting the production of nitrogen oxides.
  • nitrous oxides are commonly formed as a by-product. Nitrous oxides are detrimental to the environment, so it is desirable to limit their formation. Methods for accomplishing this are known, but each such method typically has drawbacks such as reduced engine power, reduced efficiency, or increased production of other pollutants such as particulate matter.
  • NOx the production of NOx in a typical diesel engine combustion cycle begins shortly after the injection of fuel into a cylinder of the engine. Specifically, the production of NOx begins shortly after combustion of the injected fuel actually begins. So, upon injection of fuel into a given cylinder during a given engine rotation, a combustion cycle begins in that cylinder. Shortly after the combustion cycle begins in that cylinder, an associated NOx formation cycle begins in localized areas of the cylinder where the local temperature rises above the temperature at which NOx forms. The formation of NOx then continues in some regions of the cylinder where the local temperature is above the level at which NOx forms.
  • the piston in the cylinder is driven downward to produce power.
  • the pressure and temperature in the combustion chamber both eventually drop. This drop in the temperature causes localized temperatures to fall below the temperature which will support NOx formation. When there are no localized areas with temperatures high enough to support NOx formation, the NOx formation ceases.
  • the level of NOx concentration in the chamber increases until there are no local areas in which the temperature is high enough to support additional formation of NOx, and the NOx concentration stays at that level until the combustion products are exhausted. This NOx concentration can be thought of as the level at which NOx concentration levels off or naturally "freezes" during a combustion cycle.
  • This freezing or leveling off of the NOx concentration caused by expansion in a given combustion cycle in a given cylinder of an engine can be thought of as the "natural" freeze of NOx concentration during the "natural" combustion cycle in that cylinder.
  • Each NOx formation cycle in each cylinder of an engine typically stops before the associated fuel combustion cycle in that cylinder is complete. As the crankshaft continues to rotate, the piston rises during the exhaust stroke to expel the combustion products from the cylinder to the atmosphere. Additional fuel combustion cycles and their associated NOx formation cycles follow in each cylinder.
  • the purpose of the present invention is to reduce the rate of formation of NOx in the combustion process of a diesel engine by altering the in-cylinder temperature after the start of combustion in a given combustion cycle and a given cylinder, and before the "natural" freeze, due to expansion, of NOx concentration during the NOx formation cycle associated with that combustion cycle.
  • the manipulation of the NOx mechanism therefore, comes after the time at which the combustion cycle has begun, and before the time at which the NOx level would have "naturally" frozen during the associated NOx formation cycle.
  • the NOx formation cycle is manipulated by injecting into the cylinder a heat sink fluid.
  • This fluid may be air, nitrogen, water or any other fluid that can act as a heat sink once introduced into the combustion chamber.
  • An added benefit can be increased soot oxidation within the combustion chamber, if turbulent mixing is promoted.
  • the heat sink fluid may be introduced into the combustion chamber during every cycle, every other cycle, every third cycle, etc.
  • the heat sink fluid is injected after the beginning of the combustion cycle, with the result that the beginning of the combustion process is left undisturbed. Unlike exhaust gas recirculation or water injection at the same time as the fuel, this process will allow the "natural" combustion to proceed until it is time to shut down or slow down the NOx formation mechanism.
  • the heat sink fluid is also injected before the "natural" freeze of NOx concentration, in order to slow down or stop the NOx formation process. This alters the NOx formation process prior to its “natural” freeze, unlike injection of fluid after the "natural” freeze, which can not reduce the formation of NOx.
  • Figure 1 is a combination of two graphs illustrating a combustion cycle and the manipulation of its associated NOx formation cycle in a cylinder of an engine, according to the method of the present invention.
  • cylinder pressure increases during a compression stroke in a given cylinder of an engine, as the piston moves toward a crankshaft angle at Top Dead Center (TDC).
  • TDC Top Dead Center
  • SOI Start of Injection
  • SOC Start of Combustion
  • cylinder pressure continues to increase for a short time as the piston passes TDC.
  • the piston moves downward after TDC and the fuel combustion cycle continues, the cylinder pressure eventually decreases. This is the pressure cycle seen during a single fuel combustion cycle in the "natural" combustion process in a given cylinder of an engine.
  • the lower graph of Figure 1 shows a plot of the level of concentration of NOx in the cylinder, during the fuel combustion cycle represented in the upper graph.
  • the vertical lines for the crank angles at which SOI, TDC, and SOC occur are at the same locations as in the upper graph, to illustrate the time relationship, relative to crank angle, between the fuel combustion cycle and its associated NOx formation cycle. It can be seen that the solid line representing NOx concentration increases from near zero, at approximately the time of SOC. In the normal combustion process currently known in the art, the NOx concentration increases continuously until it levels out or "freezes", as a result of the expansion of the combustion chamber caused by downward movement of the piston. This "natural freeze" of the NOx level is shown by the upper solid line indicated on the graph.
  • a predetermined quantity of heat sink fluid is injected into the cylinder at a time after the point at which SOC occurs, but before the point at which the "natural freeze" of the NOx level would normally occur.
  • This heat sink fluid may be air, nitrogen, water, or any other fluid that can act as a heat sink once introduced into the combustion chamber.
  • the exact timing of the heat sink fluid injection, and the quantity of fluid to be injected will vary from one engine to another. Therefore, these parameters will have to be determined experimentally, and they will be dependent on the individual diesel engine.
  • the heat sink fluid may be introduced into the combustion chamber during every fuel combustion cycle, every other cycle, every third cycle, etc.
  • the heat sink fluid is injected after SOC, the initial portion of the fuel combustion cycle is left undisturbed, until the heat sink fluid is delivered at a controlled time to the combustion chamber. Unlike the EGR process, or water injection at the same time as the fuel, this process will allow the first part of the "natural" combustion process to proceed until it is time to shut down or slow down the associated NOx formation cycle.
  • a relatively larger quantity of heat sink fluid can be injected to completely stop the NOx formation cycle, causing an immediate leveling off or "freeze" of the NOx concentration.
  • This higher quantity injection option is represented by the lower, horizontal, solid line in the lower graph.
  • this relatively smaller quantity of heat sink fluid is injected, the level of NOx concentration increases at a slower rate than before the injection, then it ultimately freezes at a level between the "natural freeze” level without heat sink fluid injection and the "immediate NOx freeze” level with the larger heat sink fluid injection.
  • This lower quantity injection option is represented by the intermediate dashed line in the graph.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

L'invention concerne un procédé permettant de réduire la quantité d'oxydes d'azote produite par un moteur diesel, par injection d'un fluide dissipateur thermique dans la chambre de combustion après le début d'un cycle de combustion et avant l'interruption naturelle de la production d'oxydes d'azote pendant le même cycle de combustion. Ce procédé permet de modifier le cycle de formation des oxydes d'azote associé au cycle de combustion.
PCT/US2003/014397 2002-06-11 2003-05-05 Injection d'un fluide a mi-combustion afin de reduire les emissions d'oxydes d'azote WO2003104637A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU2003232080A AU2003232080A1 (en) 2002-06-11 2003-05-05 Mid-combustion fluid injection for nox reduction

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
US38794002P 2002-06-11 2002-06-11
US60/387,940 2002-06-11
US10/356,035 2003-01-30
US10/356,035 US20030226351A1 (en) 2002-06-11 2003-01-30 Mid-combustion fluid injection for NOx reduction

Publications (1)

Publication Number Publication Date
WO2003104637A1 true WO2003104637A1 (fr) 2003-12-18

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ID=29715065

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Application Number Title Priority Date Filing Date
PCT/US2003/014397 WO2003104637A1 (fr) 2002-06-11 2003-05-05 Injection d'un fluide a mi-combustion afin de reduire les emissions d'oxydes d'azote

Country Status (3)

Country Link
US (1) US20030226351A1 (fr)
AU (1) AU2003232080A1 (fr)
WO (1) WO2003104637A1 (fr)

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7793638B2 (en) * 2006-04-20 2010-09-14 Sturman Digital Systems, Llc Low emission high performance engines, multiple cylinder engines and operating methods
ITVI20070182A1 (it) * 2007-06-25 2008-12-26 Pierino Zecchin Metodo per aumentare il rendimento di un motore a combustione interna, impianto di alimentazione per un motore a combustione interna realizzante tale metodo e motore a combustione interna perfezionato
US7954472B1 (en) 2007-10-24 2011-06-07 Sturman Digital Systems, Llc High performance, low emission engines, multiple cylinder engines and operating methods
US7958864B2 (en) * 2008-01-18 2011-06-14 Sturman Digital Systems, Llc Compression ignition engines and methods
US20090193809A1 (en) * 2008-02-04 2009-08-06 Mark Stewart Schroder Method and system to facilitate combined cycle working fluid modification and combustion thereof
US8596230B2 (en) 2009-10-12 2013-12-03 Sturman Digital Systems, Llc Hydraulic internal combustion engines
US8887690B1 (en) 2010-07-12 2014-11-18 Sturman Digital Systems, Llc Ammonia fueled mobile and stationary systems and methods
US9206738B2 (en) 2011-06-20 2015-12-08 Sturman Digital Systems, Llc Free piston engines with single hydraulic piston actuator and methods
US9464569B2 (en) 2011-07-29 2016-10-11 Sturman Digital Systems, Llc Digital hydraulic opposed free piston engines and methods
US20140366507A1 (en) * 2013-06-17 2014-12-18 Southwest Research Institute Diesel Engine With In-Cylinder Soot and NOx Control Using Water or Aqueous Injection

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2742609A1 (de) * 1977-09-22 1979-04-05 Erich Baentsch Verminderung einer zu hohen no tief x bildung beim brennvorgang in dieselmotoren
WO1999042718A1 (fr) * 1998-02-23 1999-08-26 Cummins Engine Company, Inc. Moteur a allumage par compression d'une charge prealablement melangee, et a reglage optimal de la combustion
DE19955344A1 (de) * 1999-11-17 2001-06-07 Bosch Gmbh Robert Baugruppe aus einem Kraftstoff-Einspritzventil und einem Modul zur Wasser-Einspritzung in einen Zylinder einer Verbrennungskraftmaschine
DE10124408A1 (de) * 2000-05-19 2001-11-22 Gen Electric Verfahren und Gerät zum Reduzieren des Lokomotivendieselmotorrauchs durch Zylinderabschaltung
WO2002081882A1 (fr) * 2001-04-06 2002-10-17 Mitsubishi Heavy Industries, Ltd. Procede d'exploitation d'un moteur a combustion interne injecte d'eau critique

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2742609A1 (de) * 1977-09-22 1979-04-05 Erich Baentsch Verminderung einer zu hohen no tief x bildung beim brennvorgang in dieselmotoren
WO1999042718A1 (fr) * 1998-02-23 1999-08-26 Cummins Engine Company, Inc. Moteur a allumage par compression d'une charge prealablement melangee, et a reglage optimal de la combustion
DE19955344A1 (de) * 1999-11-17 2001-06-07 Bosch Gmbh Robert Baugruppe aus einem Kraftstoff-Einspritzventil und einem Modul zur Wasser-Einspritzung in einen Zylinder einer Verbrennungskraftmaschine
DE10124408A1 (de) * 2000-05-19 2001-11-22 Gen Electric Verfahren und Gerät zum Reduzieren des Lokomotivendieselmotorrauchs durch Zylinderabschaltung
WO2002081882A1 (fr) * 2001-04-06 2002-10-17 Mitsubishi Heavy Industries, Ltd. Procede d'exploitation d'un moteur a combustion interne injecte d'eau critique

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Publication number Publication date
AU2003232080A1 (en) 2003-12-22
US20030226351A1 (en) 2003-12-11

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