WO2006138452A2 - Improving performance of internal combustion engines - Google Patents
Improving performance of internal combustion engines Download PDFInfo
- Publication number
- WO2006138452A2 WO2006138452A2 PCT/US2006/023291 US2006023291W WO2006138452A2 WO 2006138452 A2 WO2006138452 A2 WO 2006138452A2 US 2006023291 W US2006023291 W US 2006023291W WO 2006138452 A2 WO2006138452 A2 WO 2006138452A2
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- fuel
- engine
- cracking
- air
- chamber
- Prior art date
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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
- 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 invention relates to systems and apparatus for improving the performance of internal combustion engines by supplying fuel gasified by cracking and/or compressed air to increase, for example, power output, efficiency, alternative fuel capability and to reduce environmentally harmful emissions.
- the patent teaching is directed to attain a lean air/fuel mixture during cruising (higher lambda) thereby to improve fuel efficiency, which approach cannot work with diesel.
- the different vaporization cannot support alternative fuel.
- the oxygen density is decreased relative to an unheated fuel-air mixture reducing potential combustion efficiency.
- a portion of liquid fuel is injected at ambient temperature and high pressure (e.g. 3-4 atmospheres/bar) into an inlet of a cracking reactor and gasifiying chamber which also has an air intake, so the fuel stream formed by injected fuel and air mixture receives energy from waste heat emitted either by the engine coolant; engine exhaust or by the engine turbocharger depending on the vaporization pressure of the fuel, and has an outlet connected to the intake manifold supplying a cracked and gasified fuel-air stream at an ambient or lower temperature.
- the turbocharger a numerical drop in fuel- air mixture manifold temperature reading of 70% to 80% compared with conventional turbocharger use may be obtained.
- the drop in manifold temperature is approximately 30 - 40%.
- the reactor and gasifying chamber may, in effect, be largely formed by the interior of the engine turbocharger itself and an alternative fuel is injected at high pressure into the air intake of the turbocharger.
- the turbocharger attains a very high temperature during operation providing a heat energy source sustaining cracking of the fuel stream passing therethrough. Heat is also transferred to any fuel droplets which may be incompletely cracked by the pressure drop on injection, by impact with the hot chamber walls and/or heated air which produces additional thermal cracking
- the portion of engine fuel may be diverted from a main fuel tank or supplied by a tank of alternative fuel additional to the main fuel tank.
- the invention includes a system for improving the performance of an internal combustion engine comprising: a fuel cracking reactor comprising a chamber having an inlet and an outlet; means for connecting an air source to the inlet; a fuel cracking injector for the cracking reactor arranged to injecting fuel at high pressure into the inlet; means for connecting the outlet to an intake manifold of the internal combustion engine; means for supplying the chamber with waste heat emitted by a selected engine component during normal operation; means for feeding a portion of engine fuel at ambient temperature to the cracking injector; a computer control system connected to receive signals from : a) engine temperature detecting means for detecting a temperature of engine coolant; b) means for detecting a position of one of an engine gas pedal and throttle valve position; c) means for sensing a type of fuel present in an engine fuel tank; the computer control means being programmed to start operation of the injector and throttle valve in response to a signal received from the engine temperature detecting means corresponding to a minimum temperature of the engine to operate the reactor injector so that the
- the means for feeding a portion of engine fuel to the reactor injector diverts such portion from the engine fuel supply.
- the fuel feeding means feeds the portion of fuel to the reactor injector from an additional supply of alternative fuel in an additional alternative engine fuel tank and fuel level sensing means are reconnected to the computer for sensing an amount of fuel present in the alternative engine fuel tank.
- one of an electric speedometer and vacuum sensor of main engine fuel injectors are connected to the computer so that when one of a signal received by the computer from the gas pedal indicates that the gas pedal is depressed and a signal received from the speedometer indicates that the vehicle powered by the engine is stationary, the computer implements a time delay of approximately 2-4 seconds before starting the injector. This delay usually ensures that the vehicle is moving at a reasonable speed to prevent excessive torque being imposed on the gearbox.
- the computer is connected to an oxygen sensor and programmed to detect the oxygen level.
- the reactor chamber is elongate having the inlet and the outlet at respective opposite longitudinal ends so that only the most gasified fuel mixture exits the chamber through the outlet.
- the number and size of injectors and reactor chambers may be increased with an increase in engine size.
- Car battery operated, cold start electric heating elements may be incorporated in or associated with the operable to warm small quantities of the main, conventional fuelsupply for several seconds prior to starting the engine.
- a device for supplying compressed air or air booster may comprises a tank of compressed air, charged by an electrically powered pump, or supplied directly by a pump, and valve means actuated by the computer in response to engine operating parameters to deliver a metered amount of air under pressure from the tank or pump directly into respective cylinder heads when the pistons are at bottom dead center (BDC). Alternatively, the air is pumped directly into the reactor chamber.
- BDC bottom dead center
- intercoolers are not normally required when the air booster is operated for only a few seconds at a time in a power mode, when accelerating.
- the air supplying device is controlled by the computer to operate only when engine operating under high load, whereas a conventional turbocharger operates continuously.
- the entire system may be retrofitted to a conventional gasoline or diesel automobile engine of virtually any size.
- the compressed air may be injected directly into the inlet of the reactor chamber instead of relying on induction by reduced manifold pressure.
- the entire system of the invention is additional to a conventional engine fuel supply/combustion system and can be retro-fitted to an existing conventional engine and fuel supply system without interfering with the pre-existing operation of the conventional components.
- the conventional engine operation and fuel supply system is controlled by a computer in response to signals received from sensors detecting various operating parameters such oxygen level, intake/induction pressure and gas pedal position, as those operating parameters will be affected by the system of the present invention and corresponding signals will be received by the conventional computer as well as the computer of the system of the invention, there will be a resulting effect on the operation of the engine determined by the conventional system. For example, as fuel supply through the reactor is increased and power demand falls, the supply of fuel by the conventional pre- existing system will decrease as a result of signal received by the conventional system computer.
- the invention provides a fuel cracking reactor comprising an elongate chamber of heat conducting material having an air inlet aperture and a fuel cracking injector at one longitudinal end and an outlet for cracked fuel-air mixture at an opposite longitudinal end, a heat exchanging device comprising a central axial spinal metal strip extending axially along the chamber away from the one end, the strip having opposite faces from which respective rows of heat exchanging reflector fins extend inclined away from the spinal strip and the one end in axially spaced apart, parallel relation, across the chamber towards respective opposite chamber side walls, the fins having respective free ends turned outward away from the spinal strip toward respective opposite chamber walls to produce mixing vortices; at least a second fin and a third fin in each row from the one end having a screen of fine mesh in axial alignment with each other and with a free end of a first fin so that only finely atomized and gas
- Fig 1 is a schematic perspective view from one side showing the main components of a first embodiment of the invention
- Fig 2 is an enlarged perspective view of a low temperature fuel preheater incorporated in a fuel rail:
- Fig 3 is a diagrammatic cross- sectional view of the preheater of Fig 2;
- Fig 4 is a similar view to Fig 1 to a smaller scale showing the raised manifold with the second stage of the reactor chamber omitted;
- Fig 5 is a perspective view taken perpendicularly to Figs 1 and 4 (second stage of reactor chamber omitted);
- Fig 6 is a diagrammatic view, partly in cross-section of the reactor chamber;
- Fig 7 is a perspective view of the first embodiment with the second stage of the reactor chamber in position;
- Fig 8 is a cross-sectional view of the fuel flow control valve of Fig 1 ;
- Fig 9 is a perspective view from the other side showing the main components (seond stage of reactor chamber omitted), particularly an air compressor or booster;
- Fig 10 is a perspective view of the invention showing the position of the air booster;
- Fig 11 is a fragmentary view of the invention showing components of the air compressor or booster adjacent an engine block;
- Fig 12 is a diagrammatic sectional view of a cylinder with connections to the air compressor or booster;
- Fig 13 is a perspective view of an alternative air porting device for the air compressor or booster
- Fig 14 is a perspective view showing the main components of a second embodiment of the invention for diesel engine using alcohol as an additional alternative fuel in which a turbocharger provides the heat for sustaining cracking and the inlet duct forms, in effect, a downstream section of the cracking and gasifying chamber of a cracking reactor;.
- Fig 15 is a diagrammatic cross-sectional view of a methanol injection region with two injectors mounted on a tubular cracking chamber section on the intake of the turbocharger;
- Fig 16 is a diagrammatic view of a turbogasoline reactor system
- Fig 17 is a diagrammatic view of a diesel reactor system
- Fig 18 is a diagrammatic view of a turbodiesel reactor system
- Fig 19a and Fig 19b are cross-sectional views in orthogonal planes of another embodiment of cracking reactor.
- Fig 19c is a fragmentary view of a fin of the heat exchanging device of the cracking reactor ;
- Fig 20a and 20b are, respectively, schematic graphical representations illustrating the relative changes in temperature of the fuel- air mixture exiting a turbicharger including the reactor and only air passing only through a conventional turbocharger (without reactor) and
- Fig 21 is a graph showing the increase in output of a turbodiesel with the present invention (MFS-molecular fuel system) compared with a conventional turbodiesel .
- main components of the system are retrofitted and include a low temperature liquid fuel preheater 11 as a fuel rail; a fuel cracking and gasifying reactor 12 comprising a first, stage device 13 with lower temperature heating outputting to a second stage device 14 ,(see Fig 6), with higher temperature heating ;an air regulator 16 for the fuel cracking reactor; a fuel flow control valve 17; and an air compressor or booster 18.
- the low temperature liquid fuel preheater 11 is a heat exchanger comprising a tubular housing 21 having an inner axial passage 22 for hot radiator fluid surrounded by a jacket form chamber 23 for receiving liquid fuel to be preheated and having four fuel outlets 24 connecting directly to respective fuel injection nozzles 25 mounted in respective intake manifold passages.
- Fuel inlets and outlets 27 and 28 are connected by fuel supply and return lines 29, 30, respectively, to an output port 32 of the fluid flow regulator 17 which receives fuel from the fuel tank via fuel line 35 and to fuel return line 36 extending from bottom port 39 of the regulator to the tank.
- the return line 30 is interrupted by an electrically powered cold start heater 40 having an outlet line 31 for heated fuel extending directly into the intake manifold.
- the return fuel line 30 Adjacent the preheater, the return fuel line 30 is formed with a constriction or venturi of 0.2-0.3 mm diameter to restrict return flow of fuel, maintaining the heat exchanger full of suitably preheated fuel under pressure, enabling it to be heated safely without vaporization and inhibiting return of heated fuel to the tank .
- the constriction also permits any vapor formed accidentally to be vented back to the gas tank.
- Hot radiator fluid is supplied to the passage 22 by fluid line 42 after circulating through the low temperature stage 13 of the cracking and gasifying reactor12, being supplied thereto by fluid line 43 which taps radiator hose 44, returning engine heated fluid to the radiator 45. After passage through the heat exchanger, the cooler radiator fluid is returned through fluid line 46 to the engine block.
- the maximum fuel temperature is limited to approximately 80 degrees C.
- the high temperature fuel cracking/gasifying apparatus 12 comprises a first stage, lower temperature heat exchanger 13 heated by radiator fluid and a second high temperature stage 14 heated by exhaust manifold gas.
- the cracking/ gasifying reactor is comprised by an existing engine turbocharger itself in a diesel engine version shown in Fig 14).
- the housing of the first stage comprises a lower housing block 51 having a heating fluid passageway 54 with an inlet and an outlet connected to fluid lines 43 and 42, respectively; and an upper housing part having a forward heating chamber 55 and a fuel injection nozzle 57 mounted at a rear to inject fuel into the chamber.
- Fuel is fed to the nozzle 57 via fitting 58 through fuel line 59 extending to a upper port on the upper body of the fuel flow control valve 17 and air is introduced through port 60 via air line 61 from the air regulator 16.
- An electric heating element 82 is also mounted in the upper housing for cold start activations of approximately 3 seconds duration.
- the heated cracking chamber is lined with mesh 62 to increase the effective surface area contacting the fuel for efficient heat exchange. In practice, the maximum fuel temperature reached is approximately 80-90 degrees C.
- the forward outlet of the chamber is connected to the second stage 14 by another heat exchanger formed by a finned pipe 63.
- the liquid fuel is injected at high pressure (2.5 - 3 atmospheres) into a reduced pressure area producing a pressure variation which initiates cracking expansion which is endothermic.
- the heat supplied to the chamber provides energy to sustain the cracking reaction.
- the second, stage 14 comprises a housing 64 having a first, exhaust gas receiving chamber section 65 having inlets and outlets 67 and 68, respectively, connected to bores in the exhaust manifold 69 and, a second, fuel cracking, expansion and gasifying chamber or section 66 separated from the first chamber by a common heat conducting wall.
- the second chamber axially receives a cylindrical screen 70, closed at a forward end and having a rear inlet receiving fuel/ air mixture from the heat exchanger pipe 63.
- the screen has apertures 71 of 0.3-0.5 mm diameter with the number of apertures calculated to provide the same airflow as when absent.
- the screen aids the complete dispersion of fuel droplets, enhances heat exchange by increasing contact surface area and tends to project the fuel toward the hot wall.
- the screen and other interior components are made from aluminum for enhanced thermal conduction while drilled fittings to the manifold should be of stainless steel for strength. Any materials used must not glow at 400-500 deg. C, the temperature reached in the second stage.
- the fuel is gasified by the continued cracking and has acquired a negative static charge by the injection into the first stage while the engine block also acquires a negative charge, further inhibiting or preventing drop formation also assisted byn the lowered pressure.
- the exhaust heat prevents the temperature of the gasifying fuel falling too low, as a result of the cracking and expansion, to prevent cracking continuing .
- the mostly gasified fuel leaves the outlet at a temperature of approximately -2 or -3 degrees centigrade via a second finned, heat exchanging pipe 73 to the throttle intake 75 of the intake manifold manifold downstream of the throttle valve.
- the fuel flow control valve or regulator 17 comprises upper and lower bored cylindrical metal blocks 37, 38, respectively, joined by an annular seal.
- the upper block has a series of 4 ports 32 arranged cruciform fashion communicating with a cylindrical outer chamber 110 formed in the upper block interior for receiving fuel pumped from the gas tank 79 through line 35 via one port 32 and outputting fuel to the first and second preheaters 11 and 12 via two other ports extending transversely thereof and through fuel lines 29 and 59, respectively.
- the fourth port is closed.
- An inner vertical cylindrical valve body 111 houses a pressure relief valve formed by a spring 113 biasing a ball member 114 toward valve orifice 115 which opens when the fuel pressure in the outer chamber exceeds approximately three atmospheres to admit fuel into the valve body 111 and vent the fuel through a vertical bore 113 in the lower block exiting through port 39 and back to the tank through return fuel line 36/78.
- the return fuel line 30 from the low temperature preheater 11 connects to the return fuel line 36/78. The remaining ports in the lower block 38 are closed.
- the air flow controller 16 comprises a solenoid operated valve having a valve body 81 with air input and air output fittings 82 and 83, respectively, connected to receive air from the air filter 85 and supply air via air line 61 to port 60 of the first low temperature stage 13 of the preheater 12.
- Control signal lines 86 connect the actuating solenoid 87 to the computer 20.
- the air compressor or electronic booster 18 comprised an electric pump powered by the vehicle battery which charges one or more tanks 90 with compressed air.
- the tank output is connected by respective airlines 91 and solenoid valves 92 to one way valves 95, spring biased closed, inserted in bores 96 in respective cylinder heads 97 between the intake and exhaust valves 98, 98', on the intake valve side of the spark plug 100.
- the spring strength regulates the internal cylinder air pressure.
- a unit 101 which incorporates the air valve 102 with a spark plug holder 103.
- Further signal wires connect the computer 20 to the oxygen sensor 106 to receive readings therefrom, (wires 105) to the ignition 108, and (wires 107) to the injector of the preheater 13.
- inserting the ignition key into the ignition 108 signals the computer to turn on a red warning lamp (LED) (not shown) and sends a signal via control signal wires to actuate cold start heater 40 for approximately 3-5 seconds to preheat a small quantity (e.g 20-25 gm) of fuel to. a predetermined temperature and then turns off the warning lamp.
- the operator then turns the ignition key to start the engine.
- the computer allocates approximately one minute for engine warm-up with a cross check of radiator fluid temperature and radiator fluid circulates through the lower temperature stage, 13, of the gasifier 12. When the fluid temperature reaches approximately 60 degrees centigrade, the temperature of the second, atomizing stage is approximately 200-300 degrees centigrade.
- the computer regulates the lambda (air: fuel ratio) from oxygen sensor readings, and the throttle position and controls the supply of fuel fed to the preheater 11 and gasifier 12, accordingly.
- the computer 20 is operatively connected to the conventional vehicle computer which responds to a signal indicating an increase in sensed vacuum corresponding to depression of the throttle for power demand by increasing fuel injection from the fuel rail with the first low temperature preheater 11 while the computer also responds to the oxygen content sensed by the oxygen sensor by operating the solenoid valves to increase the supply of compressed air to the individual cylinders - corresponding to a power mode and to decrease the supply to zero in response to a lower vacuum pressure of a cruise condition - corresponding to an economode performance - in which fuel injected from the fuel rail is substantially zero and the only fuel supplied to the engine is that atomized by the gasifier 12 and delivered through the throttle intake.
- the heat supplied to the fuel rail is dependent on the operating temperature of the engine and the elevated temperature and pressure of the fuel therein is maintained by restricting the return flow of fuel to the gas tank by providing the constriction or venturi of approximately 0.1-0.3 mm diameter in the return fuel line.
- the permissible maximum temperature is dependent on the fuel type, being 70-90 degrees at approximately twice atmospheric pressure for gas and approximately 80-100 degrees C for alcohol, such elevated pressure enabling the fuel to be superheated without vaporization.
- the cracking process releases more oxygen, hydrogen and carbon from alternative (methanol based) fuel, enhancing complete combustion while the reduced temperature increases the oxygen density of fuel output from the gasifier to the cylinders.
- the consumption of M85 (85% Methanol, 15% benzene) required for a given power output has been much greater than gasoline as Methanol has a substantially lower calorific value than gasoline/petroleum.
- the gasifier/atomizer of the invention is sufficiently effective to increase the efficiency/completeness of combustion and therefore the power output of methanol to at least that of gas in a regular engine so that an equivalent power output to gas in a conventional engine can be obtained when using methanol without the addition of benzene to improve volatility.
- a corollary is that, when using gas, the gas mileage can be increased from, for example, 24 m.p.g of a conventional engine to 36 m.p.g. as a result of the increased atomization and other features of the invention.
- a tubular initial reactor chamber section 124 with injectors for methanol is interposed between the air filter intake 85' and the intake of a turbocharger 125.
- a fuel distributor box 123 splits an additional supply of alternative fuel type methanol from an additional tank into three branches, (one to three, based on engine size), connected to individual injectors positioned at 120 degree intervals. The heat generated by the turbo - which reaches approximately 1000 degrees centigrade (without the reactor effect) is transmitted to the fuel-air stream drawn therethrough.
- the reactor effect reduces the temperature of the turbo to approximately 200 degrees centigrade and the fuel-air mixture output to approximately 10-20 degrees centigrade or ambient temperature , (avoiding a need for a conventional intercooler), and improving engine efficiency as a result of the increase in the oxygen availability, enrichment or density arising both from the cracking and the drop in fuel temperature compared with conventional turbo operation.
- the lowered temperature will also extend the life of the turbo.
- Each injector is controlled by the computer to operate for 2-3 milliseconds. The provision of several individual injectors enables easier calibration for the engine for maximal cracking/gasifying. The size and number of injectors are calculated on the basis of the engine size.
- a separate tankpf alternative fuel is provided in addition to the main tank (not shown) of diesel fuel and only the alternative fuel is fed through the turbo via the injector(s).
- the present system computer is not linked to the conventional computer in the vehicle, the conventional computer will increase or decrease the amount of fuel supplied to the conventional injectors in a complementary manner to the system computer to compensate for any deficit or excess of power arising from a decrease or increase in fuel fed to the reactor injector.
- the conventional computer detects and responds to the deficit by increasing the supply of fuel to the conventional injectors.
- the main computer reduces or shuts down the fuel supply to the conventional injectors.
- the reactor chamber has only a single heating section with no preheating of the separate, cracked portion of fuel prior to injection.
- the reactor is heated by only one of engine coolant, exhaust heat or heat from the turbocharge.
- the low temperature liquid fuel preheater 11 shown in fig 2 and 3; the lower temperature heat exchanger 13 heated by radiator fluid; and the mesh lining 62 are all omitted.
- the cracking reactor 250 is shown in fig 19a and 19b and does not have two stages but only a single stage suitable for both low and high temperatures, being heated by circulating engine coolant or engagement with the exhaust manifold, respectively, as in the present embodiment, being mounted (without coolant) on the exhaust manifold 69' of conventional (4 cylinder) i.e. engine 2.
- Single fuel tank 79' supplies a preselected alternative fuel (or conventional gasoline) to the main conventional injection pump 3 via main fuel line 4 and a diverted portion to injector 57' of the reactor via branch line 5.
- Fresh air is supplied via line 6 to the intake manifold 8 when the gas pedal is depressed to open throttle valve 7, and a diverted portion via branch line 9 to electric air pump 19 and thence via control valve 26 to the reactor chamber.
- the cracked fuel-air mixture output from the reactor chamber is fed via line 130 to the air intake manifold downstream of the throttle valve 7 for mixing with the intake of fresh air.
- the additional computer (control system) 20' has control (signal) wires connected to the air pump 19, the turbo output valve 26 and the cracking injector 57' and signal wires receives operating parameter signals from the electric speedometer 131 , engine coolant output thermometer 132 , fuel type sensor 133 and gas pedal position sensor 134 (or from the vacuum sensor in injectors via line 135 for vehicle motion, in the case of cruise control).
- the computer provides a wait state of approximately 2-4 seconds even when vehicle motion is detected before opening the valve 26 to start the turbo to obviate risk of excessive torque surge damaging the gear box.
- the high pressure air injection into the reactor chamber increases the oxygen level, improving efficiency and raising the power. It also avoids a need for heat resistant components and four individual assemblies required for air injection into individual cylinders.
- turbogasoline embodiment uses only a single fuel type at any one time, e.g gasoline or M85
- diesel and turbodiesel systems shown in Figure 17 and 18 utilize, in addition to diesel, an alternative type of fuel source which is the only fuel cracked in the reactor. Only diesel powers the engine when idle and some diesel still powers the engine in the power mode.
- Diesel is always supplied to the conventional injection pump from a main tank (not shown) and a supply of alternative fuel is pumped by pump 144 to the reactor from an additional tank 145 of alternative fuel under direction of the system computer/control system 146.
- the computer 146 has input parameter signal lines connected to receive information from both a fuel type sensor and a fuel level sensor 147 and 148, respectively, the engine coolant thermometer; the gas pedal position 150 or throttle valve position 151 ; and injector vacuum sensor 152. Only diesel is fed during idle mode and both fuels are fed in power mode.
- a downstream portion of a reactor reactor chamber is formed by the turbocharger body interior as described above in relation to fig 14.
- the same inputs to the control computer are sensed.
- the energy to sustain the cracking is taken from the heat of the turbocharger.
- the embodiment of cracking reactor shown in fig 19a and 19b comprises only a single chamber 250 having an aluminium wall 251 , air inlet aperture 252 and fuel inlet apertures 253 at one axial end seating an air inlet aperture pipe (not shown)and a fuel cracking injector 255.
- a heat exchanging device 259 is mounted inside the chamber and comprises an axial, central spinal strip 260 from respective opposite faces of which extend two rows of three equi-spaced heat exchanging reflector fins 261 of increasing size with respective free ends 262 turned out toward the chamber wall to produce mixing vortices. Successive fins are of greater thicknesses and lengths than preceidng fins.
- the second and third fins have mesh screens 264 of 60 -80 micron pore size aligned axially respectively with the turned out ends of the first fins so that only the smaller atomised droplets with most cracked molecules or gasified fuel molecules will pass directly through the mesh and thence to the outlet but, the larger droplets with fewer uncracked molecules will be deflected by the mesh into vortices and heated further by the chamber walls and fins which increase the residence period of the fuel in the chamber for increased exposure to permit more exposure for increased cracking.
- the spinal strip and fins are made of heat conducting and reflecting material such as copper.
- the first, smallest fin is 2 mm thick copper sheet, the second, middle fin is 4 mm thick and the third final fin is 6 mm thick.
- the air inlet aperture is elongate and extends across a longitudinal edge portion of the spinal strip to distribute inlet air evenly on respective opposite sides of the spinal strip.
- the outlet 256 is funnel shaped to permit a fuel-air mixture to exit through the outlet in a streamline flow.
- Heat exchanging fins are mounted on the outlet pipe (not shown) to prevent the temperature of the cracking fuel-air mixture falling too low.
- the presence of the cracking reactor reduces the temperature of the fuel-air mixture entering the manifold relative to the air alone in the absence of the reactor when a conventional turbocharger is installed by approximately 80% (in numerical terms) and, without a turbocharger by approximately 35 % (in numerical terms), respectively.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Fuel-Injection Apparatus (AREA)
- Exhaust Gas After Treatment (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
Abstract
Description
Claims
Priority Applications (6)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
BRPI0621822A BRPI0621822A2 (en) | 2005-06-15 | 2006-06-15 | Method and system for improving the performance of an internal combustion engine and fuel cracking reactor |
EP06784924A EP2061960A2 (en) | 2006-06-15 | 2006-06-15 | Improving performance of internal combustion engines |
CNA2006800556143A CN101506493A (en) | 2006-06-15 | 2006-06-15 | Improving performance of internal combustion engines |
AU2006259392A AU2006259392A1 (en) | 2006-06-15 | 2006-06-15 | Improving performance of internal combustion engines |
PCT/US2006/023291 WO2006138452A2 (en) | 2005-06-15 | 2006-06-15 | Improving performance of internal combustion engines |
JP2009515361A JP2009540214A (en) | 2006-06-15 | 2006-06-15 | Improving internal combustion engine performance |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US60/690,670 | 2005-06-15 | ||
PCT/US2006/023291 WO2006138452A2 (en) | 2005-06-15 | 2006-06-15 | Improving performance of internal combustion engines |
Publications (3)
Publication Number | Publication Date |
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WO2006138452A2 true WO2006138452A2 (en) | 2006-12-28 |
WO2006138452A3 WO2006138452A3 (en) | 2007-11-08 |
WO2006138452A8 WO2006138452A8 (en) | 2008-04-03 |
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Application Number | Title | Priority Date | Filing Date |
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PCT/US2006/023291 WO2006138452A2 (en) | 2005-06-15 | 2006-06-15 | Improving performance of internal combustion engines |
Country Status (5)
Country | Link |
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EP (1) | EP2061960A2 (en) |
JP (1) | JP2009540214A (en) |
CN (1) | CN101506493A (en) |
AU (1) | AU2006259392A1 (en) |
WO (1) | WO2006138452A2 (en) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2012110846A1 (en) * | 2011-02-15 | 2012-08-23 | Baubek Nariman Askaruly | Internal combustion engine |
CN112196634A (en) * | 2020-10-16 | 2021-01-08 | 南昌智能新能源汽车研究院 | Power generation system based on cooling circulation loop of automobile internal combustion engine and CFD simulation optimization method thereof |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP6290715B2 (en) * | 2014-06-02 | 2018-03-07 | 株式会社デンソー | Fuel rail |
CN106499546A (en) * | 2016-12-26 | 2017-03-15 | 重庆金之川动力机械有限公司 | A kind of clean energy resource dynamical system and driving method |
CN108301907B (en) * | 2018-02-11 | 2020-10-30 | 哈尔滨工业大学 | Waste heat recycling type internal combustion engine using tail gas cracking fuel |
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2006
- 2006-06-15 AU AU2006259392A patent/AU2006259392A1/en not_active Abandoned
- 2006-06-15 JP JP2009515361A patent/JP2009540214A/en active Pending
- 2006-06-15 CN CNA2006800556143A patent/CN101506493A/en active Pending
- 2006-06-15 WO PCT/US2006/023291 patent/WO2006138452A2/en active Application Filing
- 2006-06-15 EP EP06784924A patent/EP2061960A2/en not_active Withdrawn
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US4884531A (en) * | 1988-06-30 | 1989-12-05 | Mobil Oil Corporation | Operation of an internal combustion engine with a pre-engine reformer |
US7143722B2 (en) * | 2001-06-04 | 2006-12-05 | Canadian Hydrogen Energy Company | Electrolysis cell and internal combustion engine kit comprising the same |
US7191736B2 (en) * | 2003-01-21 | 2007-03-20 | Los Angeles Advisory Services, Inc. | Low emission energy source |
US20060260562A1 (en) * | 2004-05-21 | 2006-11-23 | Gemini Energy Technologies, Inc. | System and method for the co-generation of fuel having a closed-loop energy cycle |
US7013845B1 (en) * | 2004-10-29 | 2006-03-21 | Hydrofuel Systems, Inc. | Emissions reduction system for an internal combustion engine |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
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WO2012110846A1 (en) * | 2011-02-15 | 2012-08-23 | Baubek Nariman Askaruly | Internal combustion engine |
CN112196634A (en) * | 2020-10-16 | 2021-01-08 | 南昌智能新能源汽车研究院 | Power generation system based on cooling circulation loop of automobile internal combustion engine and CFD simulation optimization method thereof |
CN112196634B (en) * | 2020-10-16 | 2022-12-30 | 南昌智能新能源汽车研究院 | Power generation system based on cooling circulation loop of automobile internal combustion engine and CFD simulation optimization method thereof |
Also Published As
Publication number | Publication date |
---|---|
JP2009540214A (en) | 2009-11-19 |
EP2061960A2 (en) | 2009-05-27 |
AU2006259392A1 (en) | 2006-12-28 |
WO2006138452A3 (en) | 2007-11-08 |
CN101506493A (en) | 2009-08-12 |
WO2006138452A8 (en) | 2008-04-03 |
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